The Victorian company has brought to market two new Navara-specific Aussie-made products: the HSP electric roll-top cover, and HSP rear tailgate central locking system.
The HSP electric roll-top cover – designed, engineered and manufactured in Australia – provides an ideal storage solution. The automatic cover retracts or covers at the push of a button, either via the tub itself, a key fob, or the HSP mobile app. Two models are available, to suit Navara models fitted with and without a sports bar.
The HSP rear tailgate central locking system simply adds the convenience of locking or unlocking the rear gate with a key fob.
“We know how important accessories are to our Navara owners, which is why we’re always looking to grow our extensive catalogue with options that make Navara ownership even more rewarding,” says Nissan Oceania’s Aftersales Director, Michael Hill.
“HSP is an Australian company that’s been producing quality equipment for three decades, with a wide range of Navara-specific accessories adding further versatility to this proven workhorse.”
The new off-roader is based on the brand’s TNGA-F underpinnings shared with the ‘full-size’ 300 Series Cruiser and Lexus GX. Those reading in other parts of the world may be a little confused – in the United States, there is now only one LandCruiser, the 250 Series that we call the Prado.
With the new 250 Series Prado adopting the same GA-F underpinnings as the 300 Series, the gap between jumbo and junior has closed significantly – the pair share identical wheelbases.
The 250 Series moves its spare tyre under the floor with no on-the-door option. It’s 95mm longer than the old Prado and the same interval wider, as well as 10mm taller and riding on a 60mm longer wheelbase. Toyota’s bigger LandCruiser also boasts better off-road credentials, with an extra 24mm ground clearance and preferable approach/departure angles.
| Dimension | Landcruiser Prado 250 Series | LandCruiser 300 Series (Sahara) |
|---|---|---|
| Length | 4925mm | 4980mm |
| Width | 1980mm | 1980mm |
| Height | 1870mm | 1950mm |
| Wheelbase | 2850mm | 2850mm |
| Ground clearance | 221mm | 245mm |
| Approach/departure angles | 31/22u00ba | 32/25u00ba |
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Its 50 per cent more rigid frame promises to increase the Prado’s overall stiffness by 30 per cent compared to the old 150 Series that was launched in November 2009, aiding ride, handling and response. The Prado also scores a new button-controlled front sway-bar disconnect feature (different to the old hydraulically-operated KDSS) that allows greater articulation for the double wishbone independent front axle. A four-link solid rear axle remains at the back.
This is a very similar setup to the 300 Series, which also has a double-wishbone front and solid rear axle. The 300 Series’ E-KDSS (on GR Sport variants) is also electronically controlled, but not by the driver. Instead, software calculates when sway bars need to be disconnected.
The new LandCruiser 300 Series is certified to tow a load up to 3500kg with trailer brakes installed. An unbraked trailer maxes out at 750kg. Depending on the variant, the 300 Series LandCruiser’s payload fluctuates between 650kg (VX/Sahara/GR Sport) to 785kg (GX).
Toyota Australia has officially announced the new Prado will offer a 3.5-tonne braked towing capacity, matching the latest Ford Everest and Isuzu MU-X.
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In Australia, the new Prado moves from its old sturdy six-speed automatic to an eight-speed Aisin unit. In North America, the Prado employs a 2.4-litre turbo-petrol hybrid that produces 243kW and 630Nm. This limits towing capacity to around 2700kg – not ideal for Australia’s demands, so it’s off the cards for now.
It is a little unfortunate the Prado isn’t equipped with a turbo V6, or hybrid petrol, to give it a leg up on rivals such as the torquey Ford Everest, and further differentiate it from the Fortuner/HiLux. The LandCruiser 300 Series, though, does get the big motor. A 3.3-litre twin-turbo diesel V6 effortlessly churns out 227kW and generates 700Nm between 1600-2600rpm. With a 10-speed torque converter auto onboard, the tractable 300 Series retains on-paper supremacy over the junior Prado.
Toyota confirmed the new Prado’s combined average fuel consumption is now 7.6L/100km, an improvement on the outgoing model’s 7.9L/100km. This 0.3L/100km change is largely thanks to the addition of V-Active technology.
| Specifications | LandCruiser Prado 250 Series | LandCruiser 300 Series (Sahara) |
|---|---|---|
| Engine | 2.8L turbo-diesel four-cyl mild-hybrid | 3.3L twin-turbo diesel V6 |
| Transmission | 8spd automatic | 10spd automatic |
| Power | 150kW | 227kW |
| Torque | 500Nm | 700Nm |
| Claimed fuel use | 7.6L/100km | 8.9L/100km |
| Kerb Weight | TBC | 2630kg |
| Payload | TBC | 650kg |
| Towing Capacity (braked) | 3500kg | 3500kg |
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Blocky squoval cabin design details, integrated twin screens, and Toyota’s signature automatic gear-shift feature in both. Choosing either the 250 Series or 300 Series means you can have five- or seven-seats, variant dependent. Various trim levels of Prado will be offered, with exact grades to be determined next year.
New features across the Prado line-up include a larger 12.3-inch infotainment system, a 7- or 12.3-inch instrument cluster display (up from 4.2-inch), wireless Apple CarPlay and Android Auto, Toyota Connected Services, a 360-degree camera system, front and rear parking sensors, USB-C ports, a 220-volt power outlet, and standard climate control.
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| 2025 Toyota LandCruiser Prado | |
|---|---|
| GX | $72,500 |
| GXL | $79,990 |
| VX | $87,400 |
| Altitude | $92,700 |
| Kakadu | $99,990 |
| 2024 Toyota LandCruiser 300 | |
|---|---|
| GX | $94,301 |
| GXL | $106,101 |
| VX | $118,301 |
| Sahara | $135,501 |
| GR Sport | $142,101 |
| Sahara ZX | $142,101 |
*All prices exclude on-road costs
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The crossing has a reputation for housing large quantities of these reptiles nearby. Even in this video crocs can be seen lurking in the water … and that’s not to mention the ones we can’t see which might be even closer.
It’s an urgent reminder to always be vigilant and remain safe when travelling these areas of Australia.
Cahill’s Crossing is a well-known causeway within Kakadu National Park in the NT. Crossable at low tide, the area is a popular spot to witness crocodiles in the wild. A high-clearance 4×4 is required for touring this region, and do not cross if the water is too high (above 0.5m) or flowing too quickly!
Rated as the most dangerous crossing in Australia, Cahills Crossing is named after pioneer settler Paddy Cahill who was known as the “Buffalo Bill” of Australia due to his prowess as a buffalo shooter.
While the original ‘Cahills Crossing’ is a couple of kilometres upstream in the freshwater reach of the river, the existing causeway was named after him when it was constructed in 1956 – and while some sources claim it’s the original, it’s not.
In May 1975, my wife Eileen and I drove into Darwin in our Series 3 Land Rover tray-back to find a city in despair and broken from its disastrous bout with Cyclone Tracy on Christmas Eve, 1974. We had permits for Mount Borradaile and Malay Bay. It was the first time I drove over Cahills Crossing and into forbidden Arnhem Land, the beginning of a grand adventure and love affair that has endured.
Arnhem Land is different to other parts of Australia as there is something primaeval, mystic and uplifting in the monsoon woodlands, the stone country of the Arnhem Land Escarpment, the rivers and beaches, that is unmatched anywhere else.
On the return, we fished and caught barramundi while standing knee-deep in the tidal waters on Cahills Crossing. It was déjà vu for three years in a row before we moved to the new town of Jabiru in 1979. In those days, the road from the Arnhem Highway junction was unsealed and badly corrugated.
A day before May Day 1976, the Magela Creek was high enough for the run-off water to sweep over the Land Rover’s bonnet in the deeper sections, but there was little flow in the creek or in the 500m S-bends melaleuca swamp and Hady’s Flats beyond.
The water was clear, and the hard dirt road was easy to follow. It’s now sealed. At the time, the Border Store had a liquor licence, and it was our first port of call. Locals from across the river had already swum or waded across and had drunk the store almost dry. The proprietor was surprised to see us and must have made a few phone calls.
We were the first vehicle in for the season, but by evening there were dozens and others kept coming in during the night, including more grog supplies for the store. The word was out in Darwin: “Cahills Crossing is open.” Camping space was tight but, being first, we picked the spot where the viewing platform is now located.
At daylight, we tackled the crossing when the tide ebbed and drove to Red Lily Lagoon to enjoy some of the best barramundi fishing ever. We returned the following year. The fishing was excellent, but due to a couple of late ‘knock-em-down’ storms, the river was running high and uncrossable. But the locals still managed to wade the slippery causeway back and forth in chain-link fashion, carrying money across and cartons of beer back to thirsty mates.
During our time at Jabiru we made the East Alligator River home but rarely fished from the causeway, preferring the comfort of my solid Savage Jabiru 3.7m tinnie powered by a 25hp outboard. With it, I explored the upper and lower region of the river, often alone, and I became acutely aware just how many large crocodiles lived in it.
The probable explanation was that the presence of so many people about the crossing kept them away from it, while warning rifle and shotgun shots were not uncommon when one did appear, nor was the odd floater …
In the meantime, the locals, boosted by government money and royalties from the two uranium mines, Ranger and Nabarlek, were buying cars and 4WDs. They were coming to grief on the crossing, having no idea how to tackle the high water, and judging by the continual annual mishaps, they still don’t …
Old mate and I were coming back from a trip 50km downriver and had just crossed the rock bar some 2km downstream from the crossing when we noticed beer cans and an esky bobbing in the current. We scooped most of them out with a landing net – free beer!
There was more stuff floating downstream, before it hit us – someone had turned a boat over. I twisted the throttle, sped up and saw a large local sitting on a wheel below the crossing, the only part exposed from his 4WD. A woman cried out from a tree near us. She was sitting on the leaning trunk of a paperbark tree, while a small croc was eyeing her off below. I steadied the boat under the trunk and old mate lifted her into the boat. She immediately claimed the beer cans as her own … bugga!
We picked up two men from the muddy bank, before we turned our attention to the bloke on the tyre, but someone had pushed a tinnie into the river and was helping him into it. Nothing to do but take photos. Turned out that he had picked up a brand new Nissan Patrol in Darwin that day, one of those early box-like models that were called ‘bog machines’.
On a recent visit, there were three vehicles in the river and another two that had been pulled out with a loader on the bank of the Arnhem Land side. One year, a dump truck with two trailers went over the side. The driver thought he was okay with the heavy truck and trailers, but the river was high, unkind and punished him for his ignorance and lack of respect.
Before the 1980s, there were few crocodiles about the crossing, but in May 1987, old mate, Kerry McLoughlin, was fishing the run-off, the period after the Wet when the plains and rivers drain and the barramundi come on the bite.
There were other people fishing on the causeway as the road had just opened. Kerry waded across and had a few casts on the Arnhem Land side before returning, the water knee-deep and running strongly. Upstream, the head of a big crocodile surfaced alongside him. Those who saw it yelled warnings, but the current noise was too strong – the cries went unheard.
Suddenly Kerry saw the croc and ran forward, the high water and current hindering his progress. He fell and slipped off the crossing and swam to the high muddy bank where willing hands were reaching down to help him up, but to no avail as the living nightmare of the tropics leaped up, grabbed him about the head and shoulders and performed the dreaded death roll below the horrified witnesses. There have been more attacks, and due to the nature of stupid people, others will become victims.
Today, there are more than 120 crocodiles within 2km of the crossing. Twice a day the tide (up to 8m) pushes up from the Van Diemen Gulf, 100km downstream, to a few kilometres upstream from Cahills. When currents collide with the crossing, it creates powerful and dangerous conditions and drivers, mostly locals, end up in the water when vehicles are washed off it.
As far as I know there have been no serious attacks on people in the water, even though they swim for their lives in the deeper sections – some clutching desperately on to their children.
The incoming tide at Cahills is six hours behind Darwin’s tidal times, and knowledgeable drivers use it to their advantage. The most dangerous period is during the run-off season when huge volumes of run-off floodwaters rush over the causeway, but some drivers insist on challenging the river – and losing.
Having driven to Arnhem Land and back many times, I have found that the best time to cross during the run-off season is when both the incoming tide and river peak when, for a few minutes, there is no current before the tide turns and the fun begins. Water depth is generally below 80cm and easy to cross. But once the water speed picks up, forget about it or end up as lunch for the hungry crocodiles who wait with open mouths for fish to swim downriver.
Make no mistake, the crossing is only possible on the ebb tide in the run-off and during the dry season when there is little freshwater flow in the river. Hungry crocodiles are ever present, waiting for the tide to push fish in on the upstream side, before switching over to the downstream side when the tide turns. It’s truly an amazing spectacle that is unmatched anywhere else in the country, perhaps the globe. Check out the film clips on YouTube, especially the one that shows a drunk woman challenging a croc with a thong.
To lure early buyers, INEOS is offering the first wave of customers a $7000 contribution when they place a deposit.
The five-seat Quartermaster Cab Chassis is available with the choice of three trays from Norweld, an Australian manufacturer with 53 years of experience in the industry.
The entry-level Deluxe measures 1826mm x 1850mm and features a 4mm one-piece floor; 76mm tube headboard; extruded sideboards; a 40-litre poly water tank; under-tray toolboxes; and a 1200mm trundle drawer. The Deluxe Plus is identical to the Deluxe, but is painted in a matching finish to the cab.
Upgrading to the top-of-the-line Elite tray gets an additional locking drawer slide and drop-in table (included on the rear trundle drawer), as well as premium constant torque toolbox hinges and colour-coded painted side plates. All trays are delivered with a lifetime warranty on workmanship.
The Cab Chassis will use the same BMW-sourced petrol (210kW/450Nm) and diesel (183kW/550Nm) six-cylinder engines as the other Grenadiers in the line-up, both mated to an eight-speed automatic transmission.
The Chassis Cab features a 3227mm wheelbase, the same as the Quartermaster pick-up but 305mm longer than the Grenadier wagon. The vehicle retains a maximum towing capacity of 3500kg. It also features a full box-section ladder frame chassis, heavy-duty solid beam axles, two-speed transfer case, and up to three locking diffs.
| Length | 5440mm |
|---|---|
| Width with mirrors | 2146mm |
| Width without mirrors | 1943mm |
| Vehicle height | 2019mm |
| Track width | 1645mm |
| Front overhang | 847mm |
| Rear overhang | 1328mm |
| Wheelbase | 3227mm |
| Petrol | Diesel | |
|---|---|---|
| Gross vehicle weight | 3550kg | 3550kg |
| Kerb weight | 2643kg | 2718kg |
| Dynamic roof load | 120kg | 120kg |
| Static roof load | 375kg | 375kg |
| Maximum unbraked trailer load | 750kg | 750kg |
| Maximum braked trailer load | 3500kg | 3500kg |
| Maximum trailer nose weight | 350kg | 350kg |
| Ground clearance | 264mm |
|---|---|
| Approach angle | 35.5u00b0 (petrol); 36.2u00b0 (diesel) |
| Ramp breakover angle | 26.2u00b0 |
| Departure angle | 22.6u00b0 |
| Gradeability | 45u00b0 |
| Wading depth | 800mm |
| Front axle articulation | 9u00b0 |
| Rear axle articulation | 12u00b0 |
| Wheel travel | 585mm |
Well, not necessarily. There are other factors that determine how much you can tow, such as the towbar strength and total weight of the tow vehicle. As well as understanding the different factors, you also need to master towing terminology. Let’s simplify it ?
Trailers (including caravans and horse floats) are usually assessed by their total weight, which means their unladen weight (also known as tare weight) plus the maximum payload they can carry. There are two different total weights to consider:
Aggregate trailer mass (ATM): This is the tare weight of the trailer plus its maximum payload when uncoupled from a vehicle. This is also referred to as gross trailer weight.
Gross trailer mass (GTM): This is the weight of the fully loaded trailer on its own axle, which will be less than the ATM as it excludes much of the trailer’s underpinnings. Not to be confused with gross trailer weight, which is another name for ATM.
Kerb weight: This is the weight of a vehicle alone with a full tank of fuel. This figure doesn’t include payload including passengers, luggage and accessories such as bull bars and roof racks.
Tare weight: This is the weight of an empty vehicle with all of its fluids, but with only 10 litres of fuel in the tank.
Gross vehicle mass (GVM): The total weight of the tow vehicle – the kerb weight plus payload including passengers, luggage and accessories. Manufacturers quote a maximum GVM that the vehicle must legally remain below.
Gross combination mass (GCM): This is the maximum total weight allowed for both the vehicle and trailer. It is calculated by adding the vehicle’s GVM and the trailer’s ATM.
This refers to the maximum trailer ATM a vehicle can legally pull. Towing capacity is based on things such as the vehicle’s power and torque, rear-axle strength, frame durability and even the grip of the standard tyres.
Braked towing capacity: This is the most commonly-quoted figure, and refers to the ATM of a trailer which has its own brakes.
Unbraked towing capacity: This figure refers to towing a trailer without brakes. In Australia, 750kg is the maximum unbraked towing capacity for all passenger and light commercial vehicles.
Often forgotten, this is an important figure, as excessive down weight on the towball affects a vehicle’s ability to steer and brake.
Towball loading is a factor in determining towing capacity, but even a trailer that is lighter than the specified towing capacity can exceed towball loading if it is front-heavy, or riding at a different height to the tow vehicle.
The rule of thumb is that towball loading is around 10 per cent of the maximum towing capacity. For example, a properly weighted 3000kg caravan will exert 300kg of downward force on the towbar. Towball down weight is added to the vehicle’s total GVM.
For example, let’s say the maximum GCM allowable for your vehicle is 6000kg and it has a 3500kg braked towing capacity. This means your vehicle can weigh (GVM) up to 2500kg and still tow 3500kg.
That’s fine if your vehicle weighs the same as it did when it rolled out of the factory, but adding accessories such as a tow bar (60kg), bullbar with winch (100kg), extra spare wheel (15kg), roof rack (40kg) and any extra camping gear (300kg) takes the GVM to 3015kg. That’s before taking into account any passengers, or incorporating the towball down weight. This drops the vehicle’s maximum towing capacity to 2985kg, in order to stay within the 6000kg GCM limit.
Remember that, although the towball down weight is calculated as part of the load’s weight, it affects the GVM when attached to a vehicle. Therefore, when purchasing a vehicle with towing in mind it’s a good idea to have a buffer of roughly 10-20 per cent between the maximum towing capacity and your intended tow load.
For example, if your car has a towing capacity of 2800kg but the towbar is rated at 2500kg, you will only be allowed to tow up to 2500kg. Alternatively, if the towbar is rated at 3000kg and car’s towing capacity is 2800kg, you go with the lower number.
The T9 received scores of 85 per cent (adult occupant protection); 87 per cent (child occupant protection); 87 per cent (vulnerable road user protection); and 89 per cent (safety assist).
The independent body said the JAC T9 demonstrated strong overall safety performance, with the vehicle scoring full points for protection of the driver in the full-width frontal, side impact, far side impact, and whiplash tests.
Full points were also awarded for its protection of child occupants in the frontal offset and side impact tests. However, ANCAP did note that installing child restraints in the rear centre seating position is not recommended as there is no top tether anchorage.
Full marks were also given in the autonomous emergency braking (AEB) and lane support systems tests, and ANCAP stated in the report that the JAC T9 is well-equipped with a broad suite of active safety features on both the Oasis and Haven variants. “The systems fitted to the T9 are capable of detecting and reacting to other vehicles, motorbikes, pedestrians and cyclists,” it said.
“JAC has clearly committed to bring high levels of safety performance to the Australian market with the T9 and are to be commended for achieving these strong results with their first offering,” said ANCAP Chief Executive Officer, Carla Hoorweg.
The T9 has seven airbags including a front-centre airbag. Active safety features include 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.
Exclusive to the top-spec T9 Haven are front parking sensors; and a 360-degree camera system. Plus it also gets non-safety kit including 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.
The base-spec Oasis is priced at $42,662 before on-road costs, and the top-of-the-range Haven at $45,630. Both variants are powered by a 125kW/410Nm 2.0-litre single-turbo four-cylinder diesel engine matched to an eight-speed automatic and part-time four-wheel-drive system.
Ford updated the Ranger with a new-generation model in 2022 and it set new benchmarks in its segment for driving dynamics, technology and cabin quality/comfort. That update also added a gutsy new V6 diesel engine, a more capable chassis, a stack of fresh off-road features and an improved active safety offering.
Available in a wide range of body styles and price points, the Ranger has earned a reputation as one of the best mid-size utes currently on the market. It won the 2022 Wheels Dual-Cab Ute Megatest and is a regular comparison test winner. The Ranger is also as close as you can get to an ‘Australian made’ vehicle. While it’s manufactured in Thailand, the design and engineering of its T6.2 platform was led by Ford Australia.
| Single-cab | |
|---|---|
| XL single-cab cab-chassis 2.0TD 4×2 auto | $36,880 |
| XL single-cab cab-chassis 2.0TD 4×4 auto | $47,980 |
| Super-cab | |
|---|---|
| XL super-cab cab-chassis 2.0TD 4×2 auto | $39,380 |
| XL super-cab cab-chassis 2.0TD 4×4 auto | $50,480 |
| XLT super-cab cab-chassis 2.0TTD 4×4 auto | $61,390 |
| Dual-cab | |
|---|---|
| XL dual-cab pick-up 2.0TD 4×2 auto | $43,280 |
| XL dual-cab cab-chassis 2.0TD 4×4 auto | $48,980 |
| XL dual-cab pick-up 2.0TD 4×4 auto | $50,880 |
| XL dual-cab cab-chassis 2.0TTD 4×4 auto | $52,480 |
| XL dual-cab pick-up 2.0TTD 4×4 auto | $54,380 |
| XLT dual-cab pick-up 2.0TTD 4×2 auto | $56,190 |
| Black Edition dual-cab pick-up 2.0TTD 4×4 auto | $56,680 |
| XLS dual-cab pick-up 2.0TTD 4×4 auto | $57,380 |
| XLT dual-cab pick-up 2.0TTD 4×4 auto | $63,390 |
| XLT dual-cab cab-chassis 3.0TD V6 4×4 auto | $65,690 |
| Sport dual-cab pick-up 2.0TTD 4×4 auto | $65,690 |
| XLT dual-cab pick-up 3.0TD V6 4×4 auto | $67,590 |
| Wildtrak dual-cab pick-up 2.0TTD 4×4 auto | $69,390 |
| Sport dual-cab pick-up 3.0TD V6 4×4 auto | $70,090 |
| Wildtrak dual-cab pick-up 3.0TD V6 4×4 auto | $73,590 |
| Platinum dual-cab pick-up 3.0TD V6 4×4 auto | $79,390 |
| Raptor dual-cab pick-up 3.0TT petrol V6 4×4 auto | $89,190 |
Prices exclude on-road costs
Cab-chassis models allow buyers to fit the tray of their choice, including designs tailor-made for specific applications. Single Cab models come only in this form but you can have the Super Cab and Double Cab either as a cab-chassis or a pick-up which includes an enclosed factory tub at the back.
Single Cab models only have room for two passengers, while Super Cab versions add two extra rear ‘jump seats’ accessed through shorter, rear-hinged back doors and can seat four. Double Cab models have larger, more conventional rear doors and can seat five.
Buyers have the choice of seven model grades: XL, XLS, XLT, Sport, Wildtrak, Platinum and Raptor. A Black Edition model based on the XL double-cab 4×4 ute debuted in Q3 of 2024, while a number of limited edition variants – Wildtrak X and Tremor – have been released.
These include a single-turbo 2.0-litre diesel, a bi-turbo 2.0-litre diesel, a 3.0-litre V6 turbo diesel and a 3.0-litre twin-turbo V6 petrol. The V6 petrol engine is only offered in the performance-focused Ranger Raptor.
An update in 2024 saw the entry-level XL equipped with heavy-duty suspension, which added thicker rear springs and new front and rear dampers tuned for heavier loads.
| 2024.5 Ford Ranger XL features | |
|---|---|
| 16-inch steel wheels with full-size spare | Steel underbody protection including transfer case |
| 10.1-inch Sync 4 infotainment system | Halogen headlights and daytime running lamps |
| Wireless Apple CarPlay and Android Auto | LED tail-lights (pick-up), halogen tail-lights (cab-chassis) |
| 8-inch digital instrument cluster | Tailgate with lift assist (pick-up only) |
| FordPass Connect with embedded modem | Vinyl floor covering |
| Remote start (via FordPass application) | Cloth upholstery |
| Locking rear differential (standard on 4×4, optional for 4×2) | Eight-way manual driver seat and four-way manual front passenger seat |
| Front disc brakes, rear drum brakes | Power rear windows (dual-cab only) |
| Trailer tow body wiring (tow bar optional) | Single-zone climate control |
This includes a tow bar, keyless entry and push-button start, dual-zone climate control with rear seat air vents, connected satellite navigation, and DAB+ digital radio. Moving up to the XLS model grade also brings the following equipment:
| In addition to XL | |
|---|---|
| Tow bar and tongue | 16-inch alloy wheels with full-size steel spare |
| Trailer light check | Four drive modes (normal, eco, slippery, tow/haul) |
| Integrated trailer brake controller and extended blind-spot monitoring | Black side steps |
| Body-coloured door handles | Halogen front fog lamps |
| Keyless entry and push-button start | Black front grille with silver accents |
| Dual-zone climate control with rear seat air vents | Powered tailgate lock |
| Built-in connected satellite navigation | Carpet flooring |
| DAB+ digital radio | Driver floor mat |
| Voice-activated controls | Six-speaker audio system |
| In addition to XLS | |
|---|---|
| 17-inch alloy wheels with full-size steel spare | 4×2 locking rear axle |
| LED headlights and daytime running lamps | Black sports bar (pick-up only)u00a0 |
| Electronic gear shifter (V6 only) | Tub illumination (pick-up only) |
| Electronic parking brake | Bed-liner and 12-volt socket |
| Rear disc brakes | Leather-wrapped steering wheel and gear shifter |
| Body-coloured side mirrors | Auto-dimming rear-view mirror |
| In addition to XLT | |
|---|---|
| 18-inch alloy wheels and spare | Skid plate |
| Six rotary select drive modes (normal, eco, slippery, tow/haul, sand, mud/ruts) | Two front floor mats |
| Dark accent grille | Wireless phone charger |
| LED front fog lamps | Off-road screen |
| Dark exterior accents | Leather upholsteryu00a0 |
| Two front-mounted tow hooks | Eight-way power driveru2019s seat and eight-way manual passenger seat with u2018Sportu2019 embossing |
| In addition to Sport | |
|---|---|
| 18-inch alloy wheels with Goodyear Wrangler all-terrain tyres | Wildtrak moulded sports bar |
| 12-inch infotainment system | Power roller shutter |
| Unique Wildtrak grille design | Ambient lightingu00a0 |
| Exterior mirror with puddle lamps and zone lighting | Cargo management system |
| Roof rails | Pull-out cup holders |
| Aluminium load box tie-down rails | Leather upholstery with orange stitching |
| Heated front seats | Eight-way power-adjustable passenger seats |
| In addition to Wildtrak | |
|---|---|
| 20-inch alloy wheels | Quilted leather-accented upholstery |
| 12.4-inch digital instrument cluster | Premium carpet floor mats |
| 10-speaker Bang and Olufsen audio system | 10-way power-adjustable front seats with driver’s seat memory function |
| Flexible rack system | Matrix LED headlights |
| Heated and ventilated front seats | Full LED tail-lamps |
| Heated steering wheel | Overhead auxiliary switch bank |
| Chrome exterior trim | Damped gas-strut tailgate |
| Black-painted roof (body coloured available as no-cost option) | Interior accent stitching |
| Platinum badging on the bonnet, front doors and tailgate | |
It’s the only Ranger to use a powerful 3.0-litre V6 twin-turbo petrol engine and brings a number of other performance upgrades, including:
| In addition to Wildtrak | |
|---|---|
| 17-inch alloy wheels with T285/70 R17 BF Goodrich K02 High Performance All Terrain tyres (beadlock capable wheels optional) | Matrix LED headlights |
| 12.4-inch full-digital instrument cluster | Full LED tail-lights |
| Active exhaust | 2.3mm-thick front bash plate |
| Fox racing 2.5-inch live valve suspension and Watts Link coil suspension | Raptor dual tow hooks |
| Electronic locking front differential | Spray-in bed-liner |
| Full-time 4×4 | Paddle shifters |
| Unique u2018F-O-R-Du2019 block letter grille | Seven drive modes (normal, sport, slippery, mud/ruts, sand, Baja, rock crawl) |
| 2024.5 Ford Ranger options | |
| Commercial canopy | $4700 |
| Dual lift canopy | $4700 |
| Lift and slide canopy | $4500 |
| Power roller shutter u2013 Raptor | $3800 |
| Manual roller shutter | $3000 |
| Flexible Rack System u2013 Sport/Wildtrak | $2800 |
| Premium Pack u2013 Wildtrak | $2000 |
That rating applies to all model grades and body styes, except for the Ranger Raptor which has not been crash tested.
In crash testing, the Ranger scored well for protection of adult occupants in frontal offset, side impact and far-side impact tests, although a result of ‘marginal’ was assigned for protection in the full width frontal crash test and for the chest of the driver in the oblique pole test.
Likewise, maximum scores were awarded recognising the Good levels of protection offered to child occupants in the frontal offset and side impact crashes. All body styles with rear seats feature two ISOFIX anchorage points in the outboard seats.
Every Ranger carries a high level of standard safety gear including dual frontal, side chest-protecting and side head-protecting curtain airbags, along with a driver and passenger knee airbag. A front centre airbag is also standard, which protects front seat occupants in side impact crashes and also prevents front occupants from clashing heads.
Features such as pre-collision assist, post-impact braking, blind-spot monitoring with trailer tow function and cross-traffic alert, reverse brake assist and evasive steer assist are all available.
Adaptive cruise control is standard across the range and from XLT upwards there’s intelligent adaptive cruise that features lane centreing, traffic sign recognition and a ‘Stop & Go’ function that will allow the vehicle to come to a complete halt in traffic and then automatically resume its cruise setting. There’s also Active Park Assist 2.0, which will help with parallel parking.
| 2024.5 Ford Ranger active safety features | |
|---|---|
| Autonomous emergency braking (vehicle, pedestrian, cyclist, junction) | Adaptive cruise control |
| Lane-keep assist | Post-collision braking |
| Lane departure warning | Reverse autonomous emergency braking* |
| Evasive steer assist | Blind-spot alert* |
| Traffic sign recognition | Rear cross-traffic alert* |
| * Pick-up models only | |
The current generation model (released in 2022) is larger inside than models that have gone before it and Ford has also used the available space more smartly. The seatbacks, for example, are slimmer to allow more knee room for rear passengers and the door cards have a thinner design which helps to make the cabin feel wider.
The mix of materials is also impressively high for a mid-size ute. Entry level XL and XLS models have a strong workhorse focus but mid-spec XLT models and above feel far more premium thanks to a greater use of soft-touch surfaces and an increased use of more expensive feeling materials.
The cabin design also feels far more modern than most offerings in this segment. The dashboard is dominated by large 10.1-inch portrait style touchscreen that offers easy smartphone integration and every Ranger also features a digital instrument pack ahead of the driver.
The interior feels tightly screwed together and there’s a good amount of storage courtesy of twin glove boxes, generous door bins, a large centre console and additional storage cubbies beneath the seat base of the second row in dual-cab pick-up versions.
Both front and rear seats offer decent headroom, with knee room and shoulder space being increased in the rear compared with older Ranger models. Rear passengers also get air conditioning vents for the first time which will make longer family trips far more comfortable for the kids. Despite the Ranger’s additional rear room, however, some rivals do have more space in the back seat for adults.
All-round visibility is good which helps to make Ranger easy to manoeuvre in traffic despite its relatively large size, especially in double cab pick-up guise, and the driving position is also excellent thanks to a steering wheel that can be adjustable for reach and rake.
A European pallet that is 1200mm wide can now fit between the rear wheel arches meaning it is one of the best dual-cab utes on sale for lugging stuff about.
| 2023 Ford Ranger tray dimensions | |
|---|---|
| Length (at floor) | 1547mm on dual cab pick-ups, 1845mm on super cabs |
| Width (between wheelarches) | 1224mm |
| Width (rear opening) | 1584mm |
| Height (at centreline of axle) | 529mm |
The tray itself is also well equipped with most double-cab versions featuring six tie-down points, which is more than average for this segment. Additional side steps for easier access to the tray also feature, as do clamping pockets and a ruler with 10mm increments along the tailgate.
A 240V power socket and LED lighting to illuminate the tray are also available on most versions and Wildtrak variants are fitted with aluminium rails inside the tray on which additional tie-down cleats can slide.
A Flexible Rack System that was introduced with the Platinum variant in 2023 is available as a cost option for Sport and Wildtrak models. The system replaces the standard sports bar and load box access points for the Sport, or sailplane and box rails for the Wildtrak.
Typically, mid-size utes can feel a little agricultural to drive given they also have to be capable off-road and are built to carry and tow heavy loads. Vague steering and ride quality that can be stiff-legged and brittle without a load in the tray are fairly common in this segment, however the Ranger is one of the most ‘car like’ utes to drive.
The calibration of its electronic stability system is also superb which helps to make the Ranger feel safe and secure, even on wet roads.
The Ranger is also impressively capable off-road. Approach, departure and breakover angles are among the best in class and campers and tradies will love that there’s plenty of room in the engine bay to fit a second battery. There’s also space for a snorkel and the standard 80-litre fuel tank aperture can accommodate an aftermarket 140-litre unit.
This allows the driver to quickly manipulate the rear diff lock, switch off the parking sensors, activate and deactivate the hill descent control and also displays the view from a forward facing camera.
The camera is a particular boon when attempting to crest a ridge or dune, as its angle of view is so wide that while you’ll merely have a windscreen full of sky, the lens can see down the other side and you can steer the vehicle accordingly.
Of the engines available, it’s the 2.0-litre bi-turbo diesel and larger capacity 3.0-litre turbo diesel that are the most desirable. Both are paired to an improved 10-speed automatic gearbox and they’re also amongst the quietest and most refined engines available in this segment.
The V6 is smoother and more muscular, making it the engine to pick if you plan on towing things on a regular basis, but it’s only available on mid-spec XLT models and above meaning you’ll need to spend at least $63,000 (before on-road costs).
If it’s driver engagement and fun you’re chasing, though, the flagship Ranger Raptor is the model to buy. It’s the most expensive variant in the line-up but it’s also the fastest and most capable. And its turbocharged V6 petrol engine sounds great.
The single-turbo 2.0-litre diesel engine, which is only available on entry-level 4×2 XL variants, has an official fuel rating of 7.6L/100km meaning it’s pretty line-ball between the two 2.0L diesels when it comes to fuel use.
As you’d expect, the more powerful 3.0-litre V6 diesel is thirstier and it has a combined fuel rating of 8.4L/100km.
The thirstiest engine belongs to the flagship Ranger Raptor. Its 3.0-litre twin-turbo petrol engine drinks 11.5L/100km on the combined cycle.
No matter which engine or body style you choose, the Ranger has a braked towing capacity of 3500kg with a 350kg tow ball weight limit. The one exception to that is the performance-focused Ranger Raptor which has a lower braked towing capacity of 2500kg due to its independent rear suspension set-up.
Payloads vary across the model range. The V6 Sport, for example, has the lowest payload of the Ranger double-cab pick-up line-up at 934kg, while the 4×4 XL has the highest at 1023kg.
The infotainment system features an easy-to-understand checklist to run through, and there’s also an integrated trailer brake controller fitted as standard to the Wildtrak and optional with other models.
This can power a trailer’s electric brakes using a proportional output corresponding to the Ranger’s braking pressure.
What’s more, the centre screen also features a trailer coverage system. The dimensions and names of up to 10 different trailer types can be entered into the system, and the blind-spot monitoring will then adjust to account for the combined dimensions of vehicle and trailer.
Pro Trailer Back-Up Assist is standard on Ranger Wildtrak, Platinum and Raptor models, as of a 2024 update.
Service intervals are every 12 months or 15,000km – whichever is sooner – and Ford’s capped price servicing scheme means that the most you’ll pay for each of the first four visits to the dealer is $329.
It feels far more premium and feature packed than the lower spec XL and XLS model grades and it’s also powered by the more powerful V6 engine.
Not only is the Japanese carmaking giant number one on the sales chart for new cars in Australia, it’s held that position for the past 20 years. Biggest carmaker on the planet? Toyota, by a generous margin.
Diversity of product certainly helps it achieve that degree of popularity, with the brand offering something for almost every mainstream segment there is. One of the broadest portfolios of hybrids also helps that appeal, with more and more Aussies looking to lower the running costs of the family vehicles. Demand for petrol-electric product has been so strong, in fact, that in mid-2024 Toyota Australia announced that it would only offer its regular cars and unibody SUVs as hybrids – only performance vehicles and body-on-frame SUVs and commercial vehicles would continue with combustion-only power.
So, what’s around the corner for Toyota in Australia? Here’s what’s in the foreseeable future, and what you can expect beyond that:
The 250-series LandCruiser Prado is an all-new renewal of Toyota’s fan-favourite offroader, which has historically sat alongside the Kluger as the top-seller in the large SUV segment. Prices are going up for the new-gen Prado, however, with a $9670 increase in the price of entry and even greater price rises across the board, prospective Prado owners will need to stump up more to put one in their driveway.
Balancing that out is a massive increase in standard equipment and the adoption of a more efficient eight-speed automatic, though power will continue to be supplied by a HiLux-spec 2.8-litre turbo diesel inline four with 150kW and 500Nm.
The ninth-generation model will arrive on our shores with a three-grade lineup, consisting of base Ascent, mid-spec Ascent Sport and the top-shelf SL – the SX grade of the outgoing generation has been deleted.
Non-hybrid powertrains have also been cleaved off the Camry. As with the rest of the Aussie Toyota car and unibody SUV range, the Camry will be exclusively hybrid, with power coming from a 2.5-litre petrol engine and electric motor combo.
Essentially an extensive facelift of the eight-gen model, the new Camry carries over a lot of sheetmetal but sports more dramatic styling to its front and rear end. Inside, there’s better infotainment software running on bigger screens, fresh interior furnishings, and mare electronic safety aids. Expect pricing to increase to reflect those changes.
The hulking pickup is set to come here as a RHD-converted Yankee pickup to do battle with its compatriots the Chevrolet Silverado, RAM 1500 and Ford F-150, and it’ll be here with the full weight of official Toyota Australia aftersales support as well.
To get to showroom-ready status, it’s partnered with Walkinshaw Automotive Group to locally convert the biggest truck in the Toyota stable to right-hand-drive, and with the Tundra now based on the same TNGA-F platform as the 300 Series LandCruiser, the task will be made easier, with the team able to poach RHD parts that are already in production.
While it’s not completely locked in, the Toyota Tundra is already creating a stir with punters, especially those looking for a rig that can tow 4500kg. Toyota is also taking the unconventional approach of leasing out the first 300 examples to customers rather than selling them outright, with those customers required to provide feedback to Toyota – essentially making them part of the pickup’s test and evaluation programme. If all goes well, expect a more conventional sales debut sometime in 2025.
Beyond freshened-up cosmetics and a comprehensive interior restyle for the GR Yaris, these updates will also herald the introduction of an automatic transmission option for both cars – music to the ears of driving enthusiasts who’d rather not bother with a clutch.
Power also gets bumped up for the Yaris, with an extra 24kW and 30Nm being squeezed from its 1.6-litre turbo three-pot. The GR Corolla also gets a 30Nm boost, generating a torque tally of 400Nm, though power remains at 221kW. A suspension retune also tones the GR Corolla’s handling further.
Full pricing and specifications for both the GR Yaris and GR Corolla facelifts will be announced closer to the end of 2024.
In its second generation, the C-HR is now supplied from Europe, with only hybrid powertrains on offer. It’s not cheap, but it could prove very popular with style-focused singles.
Read our Australian launch review at the linked story above.
The only change in 2024 for the Toyota’s ever-popular RAV4 has been the shift to an all-hybrid range, with petrol-only variants being discontinued and put into run-out earlier in the year.
Are there further changes coming for the top-selling midsize SUV? 2025 will mark the sixth year of the RAV4 being on sale in Australia, which is the traditional age of retirement for most unibody cars and SUVs, but so far there’s no word about what’s in store for the next generation RAV. Expect to start hearing more about that one either toward the end of this year or sometime in 2025.
Drive configurations include front- and all-wheel drive, and In the case of the former, there’s a single big front-mounted motor providing motivation. But, where other brands use all-wheel drive as a welcome excuse to add a lot more power and speed, the AWD version of the BZ4x will swap the big single motor for two smaller ones – one at the front and one at the rear – to develop similar overall power.
That means there’s a 150kW motor in the FWD model, which is fairly close to standard – but only two 80kW motors in the AWD for a total of 160kW.
Both versions pack a 71.4kWh battery system, with the FWD model offering 516 kilometres of driving range. As with all AWD EVs, the all-wheel-drive model will give you surety, but reduce driving range to 460 kilometres.
All of that fresh product is making the HiLux look old and wrinkly by comparison, but there’s building buzz about what’s next for Toyota’s globally important utility.
While Toyota’s HiLux battles it out for the ‘best-seller’ spot every month with its Blue Oval foe, it’s clear the HiLux’s next reboot can’t come fast enough. When? Probably not terribly soon, as the HiLux received a modest facelift in early 2024 and welcomed the arrival of its mild-tune GR Sport variant, and Toyota will likely want to give the refreshed Hilux family a good length of time to marinate in showrooms.
Perhaps we’ll hear about an all-new replacement sometime in 2025, but 2026 seems more likely. While Toyota is yet to confirm it, expect to see a version of the company’s most recent ladder-frame platform, the TNGA-F, underpinning it.
The TNGA-F frame currently rides underneath vehicles like the 300 Series LandCruiser and the incoming Prado, as well as the large, US-based Tacoma ute in the US.
This means that the next HiLux will be taller, longer and wider than the current version. As well, the newer platform will enable Toyota to incorporate hybrid-compatible gear like electric motors and 48-volt batteries, and potentially even larger plug-in style batteries. With Toyota already flirting with a fully-electric HiLux (we’ve driven the concept), a more battery-centric ute seems like a logical next step for the Big T.
Believed to debut either late this year or sometime in 2025, with styling based on the spunky Compact Cruiser concept of 2022 and mechanicals drawn from the Asian-market HiLux Champ, the LandCruiser FJ could be just the thing to grow Toyota’s family of offroad wagons.
The timing would make sense. The new Prado is moving up in price, creating a bigger gap below it for an enthusiast-focused, shorter-wheelbase 4×4 to slide into. The LandCruiser FJ could also take the place of the HiLux-based Fortuner when Toyota’s ute transitions into its next generation (see above).
How real is this? Well, Toyota Australia has already trademarked the LandCruiser FJ name, which at least shows that a local intro is somewhere on the product plan. We should find out more soon – potentially before the end of 2024.
Development on two new performance coupes is reportedly well underway at Toyota, and the intent is apparently to stick two very recognisable badges to them: Celica and MR2.
But nostalgia won’t be the only thing fuelling their appeal. Rather, a new 2.0-litre turbo petrol engine with a stout 294kW of power and 550Nm of torque in road car form (and north of 440kW for a race-ready version) are slated to feature under the bonnet.
The MR2 is expected to be the more powerful of the pair, and potentially wear a six-figure pricetag. The Celica would complement it as a more accessible sports coupe, sitting somewhere between the current 86 and Supra in Toyota’s performance car hierarchy.
When? An official reveal is rumoured for 2025.
A mid-life refresh in 2023 saw the arrival of Australia’s first all-electric ute, the eT60. At the same time, LDV also introduced the T60 Megatub variant.
In 2024, LDV expanded its local line-up to include the Plus, a new flagship variant that added tech, mechanical features (multi-link rear coil suspension) and safety kit including potentially life-saving autonomous emergency braking (AEB). It also received a bigger 12.3-inch infotainment system with wireless or wired Apple CarPlay and Android Auto support.
The T60 is offered as a five-seat dual-cab with either a torque-on-demand 4×4 powertrain, or as a 2WD electric vehicle. While the four-cylinder bi-turbo diesel-powered T60 has a small displacement of just two litres, its claimed outputs of 160kW and 500Nm are among the best in class.
The LDV has among the best warranties on the market, with all diesel-powered models treated to seven years/200,000km of cover. Roadside assistance is free for the first five years (with unlimited kilometres) for all T60s. Electric eT60s have a five-year/160,000km warranty, with an eight-year/160,000km battery warranty.
| Variant | Pricing |
|---|---|
| T60 Max Pro manual 4×4 | $36,990 |
| T60 Max Pro auto 4×4 | $38,990 |
| T60 Max Luxe manual 4×4 | $41,490 |
| T60 Max Luxe auto 4×4 | $43,490 |
| T60 Max Luxe Megatub auto 4×4 | $44,990 |
| T60 Max Plus manual 4×4 | $45,990 |
| T60 Max Plus auto 4×4 | $47,990 |
| T60 Max Plus Megatub auto 4×4 | $49,490 |
| All prices are drive-away for ABN holders.u00a0 |
Only a dual-cab pick-up is offered; although, for those who need more pick-up tray length, there is the Megatub model. The T60 is classed as a light commercial vehicle and drives either its rear wheels (the 4×2 eT60 model only) or all four wheels as a dual-range, torque-on-demand 4×4 (Pro, Luxe, Megatub and Plus).
| 2024 LDV T60 Max Pro features | |
|---|---|
| 17-inch alloy wheels | Heavy-duty suspension (rear leaf spring) |
| 10.25-inch infotainment system | LED headlights and DRLs |
| Wired Apple CarPlay | Single-zone climate control |
| Six-speaker audio system | Stainless steel sports bar |
| USB-A charge ports (x2) | Rear parking sensors |
| Analogue instrument cluster dials with central LCD display | Rear-view camera |
| Black cloth upholstery | Rain-sensing wipers |
| Part-time four-wheel-drive system | Tyre pressure monitoring |
The Luxe is available with the same 2.0-litre diesel, standard manual or optional auto and the torque-on-demand four-wheel drive powertrain. However, the Luxe has softer ‘Comfort’ suspension. Then there is the Megatub, based on the Luxe automatic, but with a longer tray.
| In addition to Pro | |
|---|---|
| 19-inch alloy wheels | Keyless entry and push-button start with two key fobs |
| Black leather-accented upholstery | Auto-folding side mirrors |
| Heated front seats | Auto-dimming rear-view mirror |
| Six-way power-adjustable driver and passenger seats | Black sailplane |
| Paddle shifters | Black exterior trim |
| Rear on-demand differential lock | 360-degree camera system |
| Comfort-tuned suspension (rear leaf spring) | Lane departure warning |
| 2024 LDV T60 Megatub features | |
|---|---|
| Automatic transmission as standard | At 1760mm, a 275mm-longer tray and at 5680mm, a 315mm longer body overall. |
| In addition to Luxe | |
|---|---|
| 12.3-inch infotainment system | Electronic power steering |
| Wireless or wired Apple CarPlay | Front parking sensors |
| Wireless or wired Android Auto | Lockable tailgate |
| 12.3-inch digital instrument cluster | Driver fatigue reminder |
| Multi-link rear suspension (coil spring) | Autonomous emergency braking (vehicle, 8-130km/h, automatic only) |
| Steering wheel-column mounted gear selector | Lane-keep assist (automatic only) |
| Wireless phone charger | Adaptive cruise control (8-130km/h, automatic only) |
| Electronic parking brake | |
| 2024 LDV eT60 features | |
|---|---|
| 885kWh lithium-ion battery | 1000kg payload |
| 130kW/310Nm permanent synchronous electric motor | Four-speaker audio (in place of six speakers) |
| WLTP-rated driving range of 330km | Polyurethane steering wheel (instead of leather covered) |
| 1000kg (braked) maximum towing capacity | Leatherette seats, power-adjustable at the front |
The T60 Plus gets autonomous emergency braking (AEB); lane-keep assist; adaptive cruise control without stop/go functionality; and a driver fatigue reminder. However, LDV has not added this to the manual Plus, lower T60 Max variants or the eT60 electric ute, with further updates required to continue selling those models from March 2025
The LDV does provide the safety basics such as anti-lock brakes, a reversing camera and rear parking sensors. The T60 Max Luxe adds lane departure warning to the armoury.
The T60 Max does carry a five-star ANCAP rating, but it was achieved back in 2017. Under today’s stricter testing protocols, it’s unlikely the T60 would be a five-star vehicle. The eT60 has not been rated for crash safety.
In lower-spec models there’s a 10.25-inch central touchscreen – the Plus gets a 12.3-inch touchscreen – and the steering wheel features an updated design that includes shift paddles for auto versions. General ambience and design are also pleasing and the LDV is not an ergonomic nightmare: all major controls are easy to rustle up. There’s no big, widescreen dash here, with the analogue instruments sitting around a small LCD screen in lower-spec models – the Plus replaces this with a 12.3-inch instrument cluster.
There’s ample interior storage, courtesy of large door bins and two central cup holders. The Plus comes with wireless or wired Apple CarPlay and Android Auto support, but lower-spec models have to make do with wired Apple CarPlay and no Android Auto as standard (yep!)
A lack of reach adjustment for the steering wheel means the driving position always feels a touch off, no matter how you adjust the seat, which itself lacks under-thigh support – a potential issue on long trips.
While the general sense of quality is acceptable, it’s easy to encounter hard and scratchy interior plastics. The back seat is impressively roomy, though. Some dual-cab utes have squishy second rows but the Max can easily ferry about four six-foot adults in relative comfort.
The Megatub is identical in all measurements except length, which extends to 1800mm. Meanwhile, the eT60 has a different length again, at 1485mm (L). A spray-in tub liner is included with all models, as are four tie-down points. A large step is integrated into the rear bumper, too, which is useful for reaching things in the back without dropping the tailgate.
One key thing to remember is the Luxe has a payload of 750kg, whereas the Pro’s 935kg rating makes it the variant to pick if you intend to load up the tray with heavy items for work or long camping trips. The Plus has a payload of 840kg for the manual; 830kg for the auto; and 800kg for the automatic Megatub.
The T60 Max Luxe and T60 Plus are the most logical choices for private buyers, but the lack of reach adjustment for the steering wheel makes the driving position less than ideal, and the steering itself lacks feel and has a large dead spot off-centre.
Despite the Luxe’s more comfort-oriented suspension setup, the unladen ride is also skittish and stiff-legged. The Plus model offers significant differences but doesn’t dramatically change the driving experience. Its new coil spring rear suspension still feels firm without a load, but it provides a more predictable and more enjoyable drive.
Happily, road noise is pretty well contained and engine noise intrusion is impressively muted when the 2.0-litre turbo-diesel is at idle.
It also suffers from noticeable off-idle lag. On the move, it’s easier to access the muscular top end when optioned with the quick-thinking ZF eight-speed automatic (overtaking performance is reassuringly strong) but the diesel unit can get quite vocal under heavy load.
The powertrain’s peaky nature is also a weakness off-road. During steep low-speed inclines or when tackling trickier obstacles, it can be difficult to maintain a constant throttle as the engine comes on and off boost. However, with the torque multiplication effect with low-range gearing selected, this all-or-nothing result is not as pronounced.
The Borg Warner on-demand centre diff is noisy and generally lacks the sophistication of even the more simple part-time systems used almost exclusively elsewhere in the 4×4 ute market.
In fact, in just about every dynamic discipline the T60 is towards the bottom of the current dual-cab pack. The good news is that LDV’s track record shows it is willing to quickly update and improve its products. Here’s hoping the next iteration benefits from some additional dynamic polish and refinement.
Paired with an eight-speed automatic, combined fuel use rises to 9.3L/100km.
Speaking of the eT60, this wholly EV model uses a claimed 268.5 Wh/km, with a WLTP range of 330km. Top speed is a claimed 120km/h.
LDV says the eT60’s battery can be charged from 20 to 80 per cent in 45 minutes using an 80kW DC fast charger or from 5-100 per cent in about nine hours using an 11kW AC wallbox charger.
The eT60 has a 1000kg towing capacity, again with 10 per cent on the tow ball (100kg) as a maximum.
The eT60 battery warranty is eight years/160,000km. The LDV T60 is one of very few vehicles that does not have any manufacturer capped-price service offer.
It recently announced that it is dropping petrol-only variants of popular cars – like Corolla and Camry, as well as popular SUVs like RAV4 and Kluger – and replacing them with hybrid motivated versions.
This is not surprising when you consider that Toyota has been at the forefront of hybrid technology with vehicles such as Prius and other models for more than 20 years now, and these have paved the way for current and future model hybrids with more evolved petrol/electric systems.
Most of those 4×4 vehicles are powered by the 1GD-FTV 2.8-litre four-cylinder diesel engine, and earlier this year Toyota introduced a 48-volt starting and charging system on some of the HiLux variants that use this engine. But Toyota doesn’t call this ‘mild-hybrid’ a hybrid at all, instead opting for the term ‘V-Active’ technology’.
Expect V-Active to filter through to other Toyota vehicles that use the 1GD-FTV diesel engine; Toyota has already confirmed the new J250 Series Prado will be powered exclusively by this engine when it arrives to market later this year.
We grabbed some wheel time in a HiLux SR5 double-cab 4×4 that features the V-Active system. The popular SR5 starts at $63,260 (+ORC) and this particular vehicle also included the Premium interior pack and premium paint which add $2500 and $675 respectively.
V-Active uses a belt from the engine to drive a compact motor generator that charges the 48v lithium battery which is situated under the rear seats. The battery comprises 13 cells with a capacity of 4.3Ah and it weighs just 7.6kg. Power from this battery runs through a DC-DC converter to power the vehicle’s regular 12V electrics.
Without the opportunity to drive a V-Active-equipped HiLux back to back with a standard diesel variant, it’s difficult to feel any difference in performance; the 150kW/500Nm diesel engine feels as peppy as ever. Interestingly, Toyota doesn’t quote different power and torque figures for the engine with V-Active.
Of greater benefit is the way V-Active smooths out idle stop/start systems, and Toyota has now included such a system in the 2024 HiLux. Thankfully you can switch it off via a dash button, but you will need to remember to do that after each restart.
In many ways, it feels its age when compared to newer models but it still feels like the most solid and well built of the midsize 4×4 utes when driven across rough terrain. While that feeling is difficult to quantify, it comes from spending plenty of time in HiLux’s major competitors over the last 20 years.
The HiLux might not have a V6 diesel engine or the latest tech features but it always feels like it will get the job done day after day in the toughest conditions.
The SR5 gets a well appointed dash with a tablet-style multimedia screen placed high on the dash that includes Apple CarPlay and Android Auto, as well as inbuilt mapping. A wireless phone charger is also there for compatible devices and there’s a pair of USB-C outlets at the back of the console for rear-seat passengers, along with a standard USB outlet in the dash.
Also new in the console is a drive-mode switch allowing the driver to select settings for Sand and Mud (low and high range), Deep snow and dirt (high range), and Rock (low-range), and there’s an Auto setting for most uses.
The rear seat is where you feel the pinch with a narrower cabin and less legroom than in some of the newer, bigger utes.
The HiLux comes with Toyota’s Safety Sense, which includes a pre-collision warning with autonomous emergency braking ,lane-departure warning with steering input, ABS, ESC and trailer sway control.
It’s more of an old school light-commercial vehicle (LCV) engine compared to some of the newer ones in the segment, especially the V6.
The six-speed automatic transmission and part-time dual-range four-wheel drive transfer case is pretty basic stuff but it just gets on with the job, giving nothing to complain about. While the HiLux has a rear differential lock for the toughest terrain, its class-leading electronic traction control (ETC) will get you through most conditions without having to worry about engaging it.
It was timely that we had the HiLux on test as it coincided with us moving the 4X4 Australia office, and we put it to work. Speaking of work, the HiLux SR5 has a 3500kg towing rating, 900kg payload and a 6550kg GCM.
The cargo tub is bare bones with just four tie down points and no lighting or power outlets, not even a protective tub liner, which is disappointing at this price and spec. The SR5 does get a spring assisted tailgate for those that might need it.
While it might not match for the newer utes in terms of features and cabin space, a few days behind the wheel of the HiLux reminded us why it was Australia’s best-selling ute for so long.
| 2024 Toyota HiLux SR5 specifications | |
|---|---|
| Price | $63,260 (+ORC) |
| Engine | Inline 4-cyl diesel, single turbocharger |
| Capacity | 2755cc |
| Max power | 150kW @3000-3400rpm |
| Max torque | 500Nm @ 1600-2800rpm |
| Transmission | 6-speed auto |
| 4×4 system | Part time, dual range 4×4 |
| Crawl ratio | 36.11:1 |
| Construction | 4-door ute body on separate chassis |
| Front suspension | IFS with wishbones and coils |
| Rear suspension | Live axle on leaf springs |
| Tyres | 265/60R18 on alloy wheels |
| Kerb weight | 2150kg |
| GVM | 3050kg |
| GCM | 6550kg |
| Towing capacity | 3500kg |
| Payload | 900kg |
| Seats | 5 |
| Fuel tank | 80L |
| ADR fuel consumption | 7.2L/100km combined |
| On test fuel consumption | 9.4L/100km |
| Approach angle | 30u00b0 |
| Ramp over angle | N/a |
| Departure angle | 27u00b0 |
| Ground clearance | 265mm |
| Wading depth | 700mm |
