Land Rover Classic has confirmed the return of its highly revered Defender Soft Top under its new Classic Defender V8 Works Bespoke program.

The European-bound Classic Defender V8 Soft Top will be built to order in Coventry (UK) and Essen (Germany) with an eye-watering price tag of £195,000 plus local taxes – that’s in excess of $400K.

For that coin, buyers are treated with a premium customer experience that includes countless personalisation options, with a one-on-one bespoke service offered for every single build. Utilising donor vehicles built between 2012-2016, Land Rover Classic then completely re-engineers the vehicles to OEM standard.

Personalisation options include the choice of 16-inch Wolf wheels or 18-inch Sawtooth alloys; five monotone or eight duo-tone leather options; a selection of 49 paint finishes; and unique grilles, door handles and bonnet scripts. For something a bit fancier, buyers can even opt for an onboard wine cooler and a custom surfboard rack.

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“With the Classic Defender V8 Soft Top, we provide an even greater opportunity to turn Classic Defender V8 dreams into reality,” said Dominic Elms, Managing Director at Jaguar Land Rover Classic. “At Land Rover Classic we work with clients to provide a one-to-one bespoke service, so they can enjoy their vehicle safe in the knowledge it has been designed and engineered exclusively for them, by the original manufacturer – the people who know it best.”

The bespoke vehicle is powered by Land Rover’s 5.0-litre petrol V8, producing 302kW and 515Nm. This engine is paired with an eight-speed ZF automatic transmission.

The Soft Top also benefits from uprated suspension consisting of revised coil spring rates, Eibach anti-roll bars, and Bilstein dampers. The brakes have also been improved to four-piston Alcon units with 335mm front and 300mm rear discs.

Every personalised vehicle comes with a one-year, unlimited kilometre warranty.

Specs

The NSW Government is proposing to overhaul how camping works in national parks – and it could change the way 4WD tourers and outdoor enthusiasts book, pay for, and access campsites across the state.

The Improving Camping in NSW National Parks consultation paper, released by the National Parks and Wildlife Service (NPWS), promises improvements to booking systems and site management, but some outdoor enthusiasts are worried it could mean higher costs, tighter restrictions, or changes to access for remote and 4WD-only sites.

“The current camping fee system has not been reviewed for many years and is not designed to manage issues experienced in modern campgrounds,” the consultation paper reads. “The NSW National Parks and Wildlife Service is proposing changes to make it simpler, fairer and easier for people to use campgrounds in national parks while also addressing campground issues. 

“The changes were developed following consultation with more than 200,000 national park visitors and campers. These changes would deliver consistent and equitable camping fees for all New South Wales national parks and support sustainable management of visitation into the future.”

What’s being proposed?

As it now stands, some campsites are free, some charge as little as $6, and others go well beyond $30 per night. This new system proposed by the NSW Government would set state-wide pricing based on the facilities available, the demand, and the remoteness of the site. Remote bush camps with minimal services are expected to stay low-cost or free, but nothing is locked in yet.

The plan includes cracking down on “ghost bookings” and introducing a more streamlined, user-friendly booking platform. This could improve access for campers who don’t plan trips months in advance, making it a big win for spontaneous 4WD adventurers.

Currently, cancellation policies can be rigid. The new proposal introduces easier refunds and credits, encouraging people to cancel in time so others can snap up their spot. Campers who reserve but don’t turn up may face penalties under the new system, as NPWS wants to make sure sites aren’t sitting empty when others are turned away.

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National park camping has seen massive growth in recent times, with visitation up nearly 50 per cent in the past decade and more 1.8 million overnight stays registered last year. NPWS says park infrastructure and staff are under strain, and the current system isn’t keeping up with demand or expectations. The proposal aims to modernise how sites are booked and managed, but not everyone is convinced.

Common concerns include: Will bush camps that used to be free now come with a price tag? Will a rigid booking system kill spontaneity? Is this just the start of creeping commercialisation in national parks?

The NPWS says the changes aren’t set in stone, and that’s where the four-wheeler and camping community comes in. Campers and off-roaders are being asked to weigh in before any decisions are made, and we urge you to join in. 

The consultation paper is open for public feedback until Sunday, May 25, 2025. So have your say before it’s too late.

The Isuzu D-MAX EV has officially entered mass production, with the fully electrified ute slated to arrive in major European markets in Q3 of 2025.

These first vehicles set to run down the production line are left-hand-drive units, with production of right-hand-drive models scheduled to begin toward the end of this year. This should see the D-MAX EV in UK dealerships at the start of 2026, with Isuzu adding, “it will be rolled out to other countries and areas based on market needs”.

Whether Australia is included in this roll-out remains unconfirmed, with Isuzu Ute Australia unable to provide any specifics relating to future products, including the D-MAX EV.

“We are currently unable to comment on specifics relating to future model plans,” an Isuzu UTE Australia spokesperson told 4X4 Australia. “That said, as part of our due diligence, IUA will continue to monitor the local needs and evaluate the reception of BEVs locally, and work with the factory to provide a product mix to meet Australian consumer needs.

“While Isuzu Motors Japan have advised that they’re starting production on an electric pick-up (ute) for European markets in April 2025, we have no further information to share at this point in time.”

Earlier this year, Isuzu Ute Australia declared it was considering multiple powertrain options to combat looming NVES regulations. While careful not to discuss any details about future products, IUA mentioned it is looking at every powertrain solution it has globally to ensure it works here – but doubled-down on the fact it needed to be fit for purpose for Australian customers.

“While we are working on solutions, it’s important for us to mention these solutions are fit for purpose. They’re not compromised. We don’t want to bring something to market … that just ticks a box,” said Mark Harman, former PR manager at IUA. “We’ve always done a very good job with localisation, to ensure our products are Australianised for our market.”

In 2024, a press statement released by Isuzu Japan said: “Launching in select mainland Europe markets such as Norway in 2025, D-MAX BEV will be rolled out to the UK, Australia, Thailand, and other countries based on market needs and the maturity of EV charging infrastructure.”

In February this year when asked if we’ll see an electric D-MAX in Australia in the next few years, Ben Jaegar, head of sales at IUA, said: “I don’t think we can answer that one … The vehicle that is going to be released may not meet the requirements of our customers. It’s a very different market, different usage, different infrastructure for charging – all those sorts of things go into it. It’s a different volume market, for that matter.

“Is it one of the technologies being reviewed? Obviously it is because that’s a global powertrain that will be available to other markets. Whether it’s right for this market? That’s the decision that needs to be made,” he said.

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At the time, Isuzu also confirmed both the 2.2-litre turbo-diesel and the 1.9-litre hybrid seen in Thailand are on its radar, but the Japanese marque stopped short of confirming whether we’ll officially see either powertrain locally. 

The full-time 4WD system in the DMAX EV features newly developed front and rear e-Axles, which will provide the hush-quiet linear acceleration expected of EVs. The D-MAX EV’s electric drivetrain produces 140kW and 320Nm, with the vehicle recording payload and towing capacities of 1010kg and 3500kg respectively. Full specs below!

“The D-MAX EV has been engineered to cater to both commercial and passenger vehicle requirements, while ensuring the rugged performance expected from pickup trucks,” Isuzu Japan said. The vehicle will be produced in Thailand.

Isuzu D-MAX EV: Specs

GWM is bucking the industry-wide trend of downsizing on diesel by developing a new 3.0-litre four-cylinder turbo-diesel engine for its upcoming Cannon Alpha and Tank model line-ups.

Confirmed by GWM executives, the 3.0-litre diesel will power the Cannon Alpha ute, Tank 500 and Tank 700 variants, and it’s slated to arrive in 2027. It does not apply to the current Cannon or Tank vehicles.

The new 3.0-litre engine is expected to improve performance, fuel economy and emissions, compared to the current 2.0- and 2.4-litre diesels. Its development is part of GWM’s wider strategic strategy to offer a diverse range of powertrain options, including diesel, hybrid, plug-in hybrid and pure electric.

Currently in Australia, GWM offers two diesel powertrain options: a 120kW/400Nm 2.0-litre turbo-diesel and a 135kW/480Nm 2.4-litre turbo-diesel engine, both paired with an eight-speed automatic transmission. 

GWM also recently announced that a four-litre V8 petrol engine is en-route, most likely powering a Tank 500 or Tank 700 – but conceivably a Cannon Alpha PHEV, as they share the same chassis architecture. It is expected that the V8 will produce more than GWM’s V6 hybrid which puts out 380kW and 800Nm.

The Chinese brand is also gearing up for the Australian launch of its BYD Shark rival, with the Cannon Alpha PHEV expected to be in local showrooms in just a few weeks.

The Alpha PHEV is powered by a 180kW/380Nm 2.0-litre turbo-petrol engine, paired to a nine-speed transmission. Combined with the 37.1kWh ternary lithium battery, the Alpha’s total output is 300kW and 750Nm – significantly more torque than the Shark’s 321kW/650Nm.

With the end of the 2024-25 financial year fast approaching, 4×4 owners and small business operators are being encouraged to act now to take full advantage of the $20,000 Instant Asset Write-Off (IAWO) before the rules are set to change on July 1, 2025.

Currently, eligible businesses – including sole traders and small business entities with turnover under $10 million – can claim an immediate tax deduction for each business-use asset under $20,000, provided it is installed and ready for use by June 30, 2025. For tradespeople, contractors and professionals who rely on their 4x4s, this opens the door to significant tax savings on essential equipment and upgrades.

Popular claims include tool storage systems, bull bars, snorkels, UHF radios, LED lighting, suspension kits, canopies, GPS systems, and other work-related vehicle enhancements. Each item is assessed individually against the threshold, so multiple claims can be made if each item is below the $20,000 limit.

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However, the scheme’s future remains uncertain. Under current legislation, the threshold is scheduled to drop back to just $1000 from July 1, 2025. The newly elected Labor government has committed to extending the $20,000 write-off for another 12 months, while the Coalition pledged a permanent $30,000 threshold if elected. This proposal is positive but not yet confirmed, so business owners are advised to act based on the current rules.

It’s also important to understand that assets must be installed and in business use by June 30, not just ordered or paid for. With EOFY demand increasing, businesses may face stock shortages, shipping delays or workshop booking backlogs, especially for high-demand 4×4 accessories. Missing the cut-off by even a day could mean losing the instant deduction and being forced to depreciate the asset over several years instead.

For those considering a full vehicle purchase, the car limit still applies. For the 2024-25 financial year, the maximum claimable amount is capped at $69,674, regardless of the vehicle’s price. If a $78,000 ute is purchased and used 80 per cent for business, the maximum claim allowed would be 80 per cent of the $69,674 cap – not 80 per cent of the full cost.

Assets acquired under finance or leasing arrangements may still qualify for the IAWO, depending on how the agreement is structured and whether the business takes effective ownership. Business owners using these methods are strongly encouraged to seek professional tax advice to confirm eligibility.

To comply with ATO requirements and protect your deductions, maintain detailed records of all purchases, including invoices and proof of payment. You’ll also need to track the business-use percentage of your vehicle and accessories. The ATO accepts various methods, but the most reliable is maintaining a logbook over a representative 12-week period, especially if private and business use are mixed.

EOFY checklist: What to do before June 30, 2025

• Identify business-related 4×4 accessories or upgrades under $20,000
• Confirm that items will be delivered, installed, and in use before 30 June
• Ensure purchases are clearly for business use—track with a logbook if needed
• Keep all invoices, receipts, and payment confirmations
• Review finance or lease contracts for eligibility
• Speak with your accountant or tax advisor to confirm your claim strategy

With the election outcome uncertain and changes already legislated for July, business owners who move now can lock in substantial tax savings and future-proof their operations.

GWM has lowered the launch price of its Cannon Alpha PHEV, ahead of the vehicle’s imminent arrival in local showrooms. 

Initially listed at $63,990 (driveaway) for the base-spec Lux and $68.990 (driveaway) for the top-spec Ultra, those prices have dipped to $59,990 and $66,990 (MLP). As a result, driveaway pricing now ranges from between $61,490 and $64,590 for the Lux, and $67,990 and $71,090 for the Ultra. As an added incentive, GWM is offering customers a free 7kW home charger valued at $599.

“Direct face-to-face negotiations between GWM ANZ senior management and their Head Office counterparts at the recent Shanghai Motor Show yielded lower Manufacturer List Prices (MLPs) across the Cannon Alpha PHEV range,” GWM stated. 

“As a result, driveaway pricing has been sharpened by up to $2500 across most Australian states compared to the previously announced launch pricing.”

The revised launch pricing applies to all Alpha PHEV contracts signed before June 30, 2025.

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GWM has announced an increased EV-only range for its Cannon Alpha PHEV. Previously listed at 110km, the vehicle is now expected to travel up to 115km on battery power alone. Its combined driving range has also increased from 880km (as previously stated) to 1060km.

While still not quite as budget-friendly as its biggest competitor, the BYD Shark 6 ($57,990 before on-road costs), the Cannon Alpha PHEV has greater overall range (100km and 840km respectively for the Shark), a towing capacity of 3500kg (2500kg for the Shark); and a 37.1kWh lithium battery (29.58kWh for the BYD’s Blade).

The Alpha PHEV is powered by a 2.0-litre turbo-petrol engine producing 180kW and 380Nm, which is mated to a nine-speed transmission. Combined with the 37.1kWh ternary lithium battery, the Alpha’s total output is 300kW and 750Nm. Plus, its Hi4T PHEV EV tech allows EV-only mode to remain active in 4×4 high range.

The first Australian deliveries of the Cannon Alpha PHEV are expected to arrive soon, with test drives expected to begin from mid-May.

The GAC PICKUP 01 has debuted at the 2025 Auto Shanghai motor show, with the futuristic, sci-fi-inspired concept vehicle reminiscent of the Tesla Cybertruck.

Signifying GAC’s entry into the ute segment, the innovative PICKUP 01 utilises a GAIA (GAC Adaptive Intelligent Architecture) platform, which is said to dynamically adjust suspension and powertrain systems to accommodate urban, off-road and payload scenarios.

It will also feature a GAC-developed X-SouL Safety Shield – consisting of advanced driver assistance systems and lux cabin configurations – that is said to transform the cabin into a “mobile living space”.

GAC Motor is one of China’s largest automotive brands, with the company strongly focused on expanding its electric and hybrid presence globally. Perhaps more widely known is GAC’s sub-brand, Aion, with both the Aion V and Aion UT expected to launch in Australia later this year. 

The GAC PICKUP 01 is the first vehicle that will sit beneath the GAC Commercial Vehicle arm, a division specialising in research and development, sales and after-sales service for commercial vehicles.

“GAC is accelerating global deployment, initially targeting key markets including Australia, Saudi Arabia and Chile. Ultimately, the model will empower Chinese brands in global competition while ushering in a new mobility era,” the press statement reads. “With planned heavy/light trucks, vans, and pickups across four product lines, we are building a new energy product matrix for full-range logistics scenarios.”

At this stage, the vehicle is just a concept. We’ll bring you localised information when it is released.

Nissan has debuted its first ever electrified pick-up ute, with its 800Nm Frontier Pro on display at the 2025 Auto Shanghai motor show.

Slated to launch in China by the end of 2025, the Frontier Pro has also been confirmed for future export – but an Australian release is yet to be determined. 

Co-developed with Zhengzhou Nissan (ZNA), the Frontier Pro set for the Chinese domestic market is powered by a 1.5-litre turbocharged four-cylinder engine paired with a transmission-mounted, high output electric motor. This combination delivers power in excess of 300kW and up to 800Nm of torque, with the vehicle expected to have an EV-only range of 135km.

For comparison’s sake, the BYD Shark 6 delivers 321kW and 650Nm, with an EV-only range of up to 100km; while the Ford Ranger PHEV delivers 207kW and 697Nm, with an EV-only range of 48km.

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The Frontier Pro will ride on a 5-link rear suspension, and it will utilise Nissan’s Intelligent All-Wheel Drive to control torque distribution. An electro-mechanical ear diff lock will be standard, as will four drive modes: Hybrid, Pure electric, Performance, and Snow.

Interior equipment includes a 10-inch LCD instrument panel; a 14.6-inch infotainment screen; and a panoramic roof as standard. Other useful features include roof rails; an electronic retractable cover for the tub; and a vehicle-to-load (V2L) port, which allows the plug-in hybrid battery to supply up to 6kW to power campsite or worksite accessories. The PHEV ute sits on 18-inch alloys inside 265/65R18 tyres. 

Pricing has not been released, but, as a guide, the BYD Shark 6 costs $57,900 plus on-road costs in Australia. The Ford Ranger PHEV is significantly dearer, with a starting price of $71,990 for the XLT.

One of the first and most essential modifications to my D-MAX was protecting the front end, panels and sills. While the MY24 D-MAX X-Terrain had steel side steps, they couldn’t be used with scrub rails, so they had to go. 

When you take your 4×4 off-road, you want the confidence that your rig can handle whatever the tracks throw at it. Protection is essential whether it’s crawling rocky high country trails, pushing through thick scrub or tackling remote outback tracks. That’s where the Jungle 4×4 Full Loop Deluxe Bar, Side Rails and Side Steps come into play.

I was recently on a Red Centre adventure when one of the crew hit a cow at 100km/h. His vehicle was protected by Jungle 4×4 gear and sustained minimal front-end damage, which impressed me greatly. You see, I’d struck a cow a couple of years earlier while travelling at 40km/h along the Great Northern Highway in WA and incurred significant damage to my Prado, requiring plenty of front-end gear to be replaced.

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The first thing I noticed about the Jungle 4×4 Deluxe bullbar is that it’s a complete bumper replacement. No cutting or dodgy panel trimming is required. It slots in seamlessly and transforms the front end of the D-MAX into something that looks ready to tackle the outback head-on. The front grille and internal wheel guards needed some trimming but you wouldn’t know it by looking at it. 

Jungle 4×4 bull bars are ADR approved and airbag compatible. Safety comes first, and Jungle 4×4 has ensured that this winch bar meets all Australian standards. The construction is heavy-duty, with 63.5mm reinforced steel tubing that is powder-coated for durability and resistance to scratches and corrosion.

The bull bar is winch-ready and designed to accommodate a 12,000lb winch, perfect for my Sherpa winch, which is more than enough to pull the D-MAX out of a jam. Integrated recovery points, reinforced jacking points and dual antenna mounts are also standard fitment.

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Pre-drilled holes allowed me to install a couple of Narva Ultima MK3 215 LED driving lights, which cast a powerful light on the road ahead when night driving. If you prefer, there are also pre-drilled holes for a light bar. Optimised approach angles have improved the front-end clearance of the D-MAX, so I can hit steep entries without grounding.

Jungle 4×4 bull bars come with integrated fog lamps and indicators, and they are compatible with the D-MAX’s safety radar and parking system. The Deluxe Bar looks aggressive, functional and tough, and having seen it do its job I am confident in the protection it provides.

The Side Rails and Side Steps provide extra armour where it matters, especially when driving on technical trails and overgrown tracks whenever the last thing I want is a rock or fallen branch ripping into the doors or sills. They are manufactured from heavy-duty 63.5mm tubing that matches the Jungle 4×4 Deluxe Bar for seamless integration and maximum strength. 

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The side steps are bolted directly to the chassis so they can take a hit without bending or breaking, while the integrated side rails’ three-bolt mounting connects them directly to the bull bar, providing full-length protection for the doors and sills. With a powder-coated finish, the side rails and side steps are tough, weather-resistant, and grippy, even when covered in mud.

I’ve regretted not fitting side rails in the past, especially on tight or overgrown tracks, where bush pinstriping can often occur and there is always a risk of panel damage. The Jungle 4×4 Deluxe Bar, Side Rails and Side Steps add an extra layer of defence, and for people like me who enjoy taking their 4x4s to challenging places, it’s a no-brainer upgrade.

Is it worth spending the money? You probably don’t need this setup if you’re cruising the bitumen and the odd gravel road but if, like me, you love hitting the tracks, the Jungle 4×4 bar work is a wise investment.

RRP: $2100 (Deluxe Bar); $990 (Side Steps); $690 (Side Rails)

“Wait, why aren’t you guys comparing the Patrol to the LC300?”

Look, it’s a fair enough question, but when the “off-road” LC300 model (the GR Sport) is $40,000 more expensive than the Patrol, the comparison seems a bit skewed. $40,000 buys a hell of a lot of petrol, or conversely, it buys a hell of a lot newer vehicle. That’s legit the above comparison in a nutshell. Pick your preference, they’re both great 4x4s.

However, the Prado Altitude is actually a lot closer in pretty much every aspect to the Patrol. The Patrol is a little wider and longer, the Prado is a little taller. The Patrol weighs a couple hundred kilos more (2884kg vs 2520kg), but also has more than 150kg more payload (736kg vs 580kg). The prices are negligible too, with the Patrol coming in at $105,523 and the Prado at $101,000. They’re both a pleasure to drive and are more than capable of long-distance family touring straight out of the box. 

However, there are a lot of fundamental and fairly obvious differences, too. The Prado is nearly a decade-and-a-half newer and comes with a mild-hybrid turbo-diesel four-banger with an eight-speed auto, whereas the Patrol has been on the scene since the 2010s and comes with a 5.6L V8 petrol engine with a seven-speed auto. The Prado is chock-full of tech-wizardry, while the Patrol is somewhat rudimentary in comparison (not necessarily a bad thing). The Prado is right at the start of its model run while the Patrol is right at the end, with a new Y63 expected late next year. 

Overall, these vehicles are same-same but different. Like two prime rib-eye steaks, but one is made of grain-fed wagyu beef and the other is vegan and made from tofu, sawdust and sadness. Which is which? Well, that’s up to you to decide. 

JUMP AHEAD

• On-road performance
• Off-road performance
• Verdict

On-road performance

Patrol Warrior

Ever wondered what would happen if a high-powered sports car and a tractor ran really fast at each other? 

The resulting mash-up would be something like the Patrol Warrior. It’s tall, wide, heavy and, from appearances alone, looks slow. But once you’re behind the wheel and have your head around its swarthy dimensions, this thing goes, stops and handles like a world rally car. It has 298kW and 560Nm of torque available from the skinny pedal – and the Bi-Modal exhaust, which redirects the gasses out of a side-pipe under full acceleration or when the transmission is in manual mode, sounds like a chorus of angels. If the angels were really angry at something. 

The handling is insanely good for how big it is, too. The 50mm ride height increase from the longer springs, Premcar-tuned Hydraulic Body Motion Control and 34-inch Yokohama Geolander AT tyres do give it a little more body roll than the non-Warrior Y62, but it’s hardly a big issue. Same goes for the braking. They’re unenviably tasked with pulling up 2800+kg rolling on big rubber, but they handle it predictably and safely. 

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The interior, while not what you’d ever call uncomfortable, is a decade behind the times, but still a great place to spend a few hours putting some distance between you and civilisation. As long as you don’t mind a few quirks like the foot-operated parking brake or the plastics that looked new when Metallica were still good. Even so, there are enough safety features and driver aids included to keep anyone who enjoys that sort of masochism happy.

When you boil it right down, though, this is a driver’s vehicle. There’s plenty of space for the family and enough camping gear for a few weeks, and the industry standard 3500kg braked towing capacity will pull a big caravan, boat or camper. And the comfort levels are right up there, as you’d expect at this price point. 

At its most basic, this is a vehicle for people who love and appreciate the finer points of taking the perfect line through a corner or using the engine’s torque curve to maximise road-holding or feeling the independent suspension handle an off-camber bend like you’re on rails. That’s the real enjoyment to be found from the Warrior, and it’s something you’ll enjoy more the longer you drive it. 

LandCruiser Prado

On the other end of the technology spectrum is the Altitude. It’s just as good on-road as the Patrol, but for quite different reasons.

It’s not so much a pure driver’s car as it is something that requires a minimum of driver input to work exceptionally well no matter what the conditions may be. To be fair, Prados have always been good at this. They’re not exceptionally fancy or invoke the kind of passion the Patrol does, they simply get on with the job and quietly get it done better than most. 

This new Prado is not without its (well-established) negatives. The 48V battery seriously chews into the third-row seating space to the point where it should be considered a five-seater with the capacity to be a seven-seater for short trips. It should not be viewed as a seven-seater tourer, because there’s four-fifths of bugger-all luggage space with the third-row in use. For the record, our Altitude is only available as a five-seater and never felt undersized or cramped, just so you know. 

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The other big negative is the lack of a second fuel tank, which has been a Prado staple since the first 90 Series were sold in this country. Again, the hybrid system and underslung spare eats into the underbody real estate, relegating the fuel capacity to 110L, which is still nothing to sneeze at. 

Where the Patrol is balls-out power, the Prado is more refined propulsion. A Brahms symphony as opposed to a death metal concert. The eight-speed auto is excellent (and a long-overdue upgrade over the Aisin six-speed Toyota has used for the past 400 years) and the 150kW and 500Nm 2.8L turbo-deezy, while hardly what you’d call powerful, is a willing performer that’ll hold the NT speed limit without apparent effort.

In fact, one of the true strengths of the Prado is its ability to chew up miles upon miles of blacktop without imparting much in the way of fatigue. Four hours in the saddle had us feeling fresh as a daisy, and when followed by another four hours we still weren’t sore or tired. For blokes our age and physical condition that’s pretty remarkable. 

Safety inclusions number in the tens of thousands, or it seems like it anyway, so you’re getting all of the value on that score, and the braked towing capacity is right on par with vehicles of this size and price, at 3500kg. If you had to describe the Prado driving experience in one word, it’d be solid. There’s nothing it does badly, it simply handles whatever you need it to. Something that, in our opinion at least, is worth a lot, particularly when you’re in the middle of nowhere. 

Off-road performance

Patrol Warrior

Straight off the bat, you can’t look at the Patrol, with its fully independent suspension, through a hardcore lens. It’s not a rock crawler and you wouldn’t enter it in a winch challenge, simple as that. 

With that out of the way, it does incredibly well at every other type of wheeling, including touring. It has a truly impressive amount of suspension travel and, even when you inevitably do lift a wheel, the (ageing) traction control and rear diff locker will get you through. 

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As for dirt roads, Outback and desert touring, it’s difficult to think of a better factory car for the role. Steep, scrabbly climbs, tall soft dunes and corrugated roads are simply a joy to punt the Warrior over. The Premcar suspension really just eats it up and the V8 is such a willing performer you can see why the Saudis love them for tackling their fifteen-storey-high monster dunes. Assuming you’re running the right tyre pressure, it’s almost impossible to imagine this thing being stopped by any sand-based obstacle. 

Dirt roads are a similar story. Corrugations aren’t nearly the worry they are in a solid-axled rig, and even larger washouts are readily absorbed by the springs and shocks. As for towing, you’d need to have a caravan or very large hybrid trailer to even notice it’s there. 

Fuel consumption from the 140-litre tank is a claimed 14.4 litres combined; however you can expect lower than that on the highway, but a little higher dawdling around the ’burbs and higher again off-road. Still, the trade-off is the superfluous power available. Touring with this would not be cheap at the bowser, but it still has just shy of 1000km touring range and, again, that power would make it so much fun it’d definitely be worth it. Maybe try to avoid filling up at places like K’gari though, eh?

LandCruiser Prado

The Altitude is the pick of the Prado models for the simple reason that it’s equipped with an electric-solenoid-activated rear locker.

Coupled with the (very good) traction control it makes it nigh-on unstoppable no matter what the conditions. Sure, you could get caught out on really gnarly tracks, but if you’re willing to take a $100K vehicle over that kind of terrain, can I borrow some cash? 

The electric power steering is light yet has a nice amount of feedback, and the 112-inch wheelbase (same as an LC80) is just about perfect for a range of obstacles. The engine is best described as adequate, which is not meant as a negative, more just that it’s not going to get the excitement-meter redlining. Even so, it has enough to get up the same scrabbly climbs as the Patrol, just with a little less flair and a lot less of an exhaust note that could cure diabetes (probably). The eight-speed is also about as bang-on as modern autos get. On our test it always seemed to be in the right gear at the right time across a large variety of obstacles, so full points there. 

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The 360-degree camera function, which is displayed in high-definition on the 12.3-inch centre touchscreen (the driver display is the same size) is a nifty inclusion that James Bond would approve of, and the 265/70R18 Toyo Open Country ATs are one of the better tyres on the market and offer excellent amounts of traction. The stabiliser disconnect offers marginally more wheel travel over the other Prado models, but it’s not really essential with the locker and TC doing their thing. 

One aspect of the on-board tech we really enjoyed was the crawl control, which essentially allows you to set the desired ascent or descent speed and let the computer do the rest. It turned obstacles that would otherwise require careful wheel placement and judicious application of the brake or throttle into a simple point-and-shoot affair. 

Realistically, the five-seat Altitude is about as good as it gets off-road for stock vehicles. Sure, you could argue the Ineos Grenadier may offer more with its solid axles and twin diff locks, but that’s a very different vehicle to the Prado. Compared to the Patrol, splitting the difference is not easy. Best bet is to drive them both to see what you reckon. You’ll know pretty quickly if you’re more of a “all the traction aids and quiet diesel chug” or “34-inch rubber and a V8, what’s the problem again?” kind of person. 

Verdict

Calling a winner in terms of capability is simply too subjective. You could like one or the other or both of them and you wouldn’t be wrong. 

Off-road, the Prado has much more in the way of technological advancement and maybe a touch more low-range capability, where the Patrol has way more torque and power and a little more ground clearance thanks to the larger boots it wears.

A lot of folks get hung up on the fact the Patrol is petrol-only and a fairly thirsty one at that, but run the sums before making your decision. Over five years of servicing, the diesel Prado will cost you $3900, where the Patrol is basically half that at $1999. You can get quite a few tanks of fuel out of $2000. Conversely, the Patrol’s 140L tank provides around 900km of range, while the Prado’s 110L gives over 1300km – but that’s offset by the additional complication and expense of Adblue. Again, really too close to call a definitive winner. 

1

Interior accolades belong to the Prado, no question. It’s a dozen years newer and the inclusions list is a fair bit lengthier. However, the Patrol has a lot more room, is a true seven-seater and is not at all uncomfortable. Even so, the Prado gets over the line first, but not by that much. 

Mechanicals we’re going to give to the Patrol, only because we’re suckers for a brand new V8 petrol engine (they’re getting rare) and the engine and transmission combo in the Patrol is a pleasure to drive. Yeah, the Prado has better fuel economy, but at the expense of more spendy servicing. We’re more taking points from Toyota for using their long-overdue-for-an-update 2.8L which was used as an auxiliary engine for the Titanic. Why they didn’t use a de-tuned, single-turbo version of the V6 diesel in the LC300 we’ll never know. That would have changed this comparison a lot, but whatever. 

Realistically, no matter what you’re chasing from your 4×4 – daily driving and occasional tow-rig; long-distance touring with the family; a play rig for weekends away with mates; or all of the above – either one of these rigs will scratch the itch. 

We don’t say that as a cop out (if pushed I’d take the Patrol, mainly because of the engine and higher payload) but more as a testament to the broad viability of both of these vehicles. If you’re chasing a new vehicle for $100K or thereabouts, both need to be on your shortlist. 

Prado Altitude: 8/10

Patrol Warrior: 8/10