An odd-looking, three-row, seven-seat SUV converted by a local Indonesian upfitter has started to turn a few heads around the globe.

Dubbed the HiLux Rangga in Indonesia, the vehicle is based on the highly customisable Toyota HiLux Champ, a budget-friendly cab-chassis that came to market in 2023.

Riding on a ladder-frame chassis, the SUV made its public debut earlier this year at the GAIKINDO Indonesia International Auto Show (GIIAS) – but these photos recently published to social media have brought it back into the limelight.

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Local Indonesian upfitter – New Armada – has transformed the SUV from the B-pillar and beyond, essentially leaving the front-end untouched. This means it features a 2+3+2 configuration in the now-enclosed cabin. RANGGA lettering is plastered on the big tailgate, surrounded by vertically mounted tail-lights.

In Indonesia, it’s available with either a 102kW 2.0-litre petrol engine or a 110kW 2.4-litre turbo-diesel engine, mated to either a five-speed manual or a six-speed automatic transmission.

Local reports indicate the Rangga will be priced from 400,000,000 rupiah (petrol version with a manual gearbox) which translates to about $AU40,000.

The Rangga will be sold exclusively in Indonesia by Toyota Astra Motor, where it’s slated to arrive early in 2025.

Coping with a dirty load of diesel is often on the cards while travelling to remote areas and even closer to home.

Yep, the larger, more frequented servos in the cities and towns are less likely to have contaminated fuel, but it’s sure not unheard of for water or contaminants to find their way into busy servo tanks at times. Having said that, you are more likely to cop a dose of dirty diesel at the lesser used outback servos and when pumping fuel from drums. For this reason, it’s a wise idea to not only fit a prefilter but also to carry extra filter elements.

Fitting a Flashlube pre-filter kit to any 4×4 ensures your engine will only drink the cleanest fuel possible. The kit includes a diesel fuel filter and water separator in one, utilises a replaceable 30-micron filter, and ensures that neither dirt nor water will pass into your vehicle’s main filter.

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Has it happened to me?

Yes. My last Troopy was also fitted with a Flashlube filter kit, and it saved my neck.

Well, it saved the innards of the Troopy’s fuel pump, fuel lines, injectors, and every other component that the dirty fuel could come into contact with. While it may have only saved the mechanicals once over 10 years and over 100,000km of remote driving, that once was more than enough to pay for itself many times over.

Essentially, the Flashlube kit is an insurance policy, keeping your 4×4 running at its best with clean fuel.

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Filter spares

I carry a few spare filter elements with my other spares, not only for changing at the required maintenance intervals but also for when a dirty, contaminated element needs replacing.

The clear glass bowl at the base of the Flashlube unit allows me to see the general condition of the element. If in doubt or if I’m unsure of its cleanliness, I renew the filter just to be on the safe side.

Given that the Flashlube kit filters the fuel before the OE primary filter, that factory-fitted unit will stay cleaner longer. It will still have all factory warnings and sensors intact and ready to beep, flash or buzz if it becomes contaminated in any way. The micron of the Flashlube filter is not so fine as to slow the flow of diesel but it’s fine enough to filter the gunk from the fuel as needed.

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Vehicle-specific kits

While the filter assembly and filter element are one-size-fits-all products, the fitting brackets and fuel hoses are vehicle-specific. This makes fitting quick and easy; no more custom brackets are needed for most installations.

Installation into the HiLux was a breeze, and I’m confident that I won’t be left stranded with a clogged main filter or suffer internal mechanical failures from contaminated fuel. That’s an insurance policy that I’m happy to dish out for.

The just-released 2025 Toyota Prado has received a five-star ANCAP safety rating, which applies across the entire model line-up, from the entry-level GX right up to the Sahara ZX.

Across the four key criteria the Prado received scores of 85 per cent for Adult Occupant Protection; 89 per cent for Child Occupant Protection; 84 per cent for Vulnerable Road User Protection; and 82% for Safety Assist.

“The new Toyota Prado delivers a robust level of safety that aligns with the expectations of fleet buyers and everyday consumers. This is yet another strong result with the new generation Prado demonstrating Toyota’s continued focus on safety across its model line-up,” said ANCAP Chief Executive Officer, Carla Hoorweg.

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The Prado only showed ‘marginal’ protection of the driver’s chest during the frontal offset head-on crash test (50km/h) and ‘adequate’ protection of the lower legs. However, the Prado did score maximum points during the Child Occupant Protection frontal offset and side impact tests, which uses six-and 10-year dummies.

The large SUV features dual frontal, chest, side head, centre, driver knee and passenger knee airbags, as well as a full suite of advanced safety tech including autonomous emergency braking; lane support system (LSS) with lane keep assist (LKA) and emergency lane keeping (ELK) functionality; blind spot monitoring (BSM); and autonomous emergency braking.

Toyota shifted a total of 3590 Prados to customers in its first official month on sale in Australia, making it the second best-selling vehicle in the country behind only the Ford Ranger.

A tweak to Toyota’s ordering process should also improve clarity for buyers and cut waiting times.

Toyota Australia has finally added the Tundra full-size pick-up to its showrooms after more than a year of testing and driver programs to see how well it is suited to Australian conditions.

Initially only offered in the one specification level, the Tundra Limited, it will be joined by a higher spec Platinum model later in 2025. That’s not to say that the Tundra Limited is not highly specified, and so it should be after arriving with a price of $155,990 plus on road costs into a full-size pickup market that is growing and becoming more competitive.

RAM, Chevrolet and Ford are already battling it out in the US truck segment but they will be joined by outsiders from China with new offerings growing beyond the more popular midsize utes that dominate the Australian light-truck market.

What the Tundra does bring to the segment, which none of its American cousins do, is a proper hybrid powertrain. Sure, the V8 Ram has a 48-volt mild-hybrid system but that doesn’t really count and it will be replaced early in 2026 with a new drive unit. When the RAM get’s its all new inline six-cylinder engine it will leave the Chevy Silverado as the only V8-powered truck in the 1500 class.

JUMP AHEAD

• Powertrain
• What does it get?
• On-road performance
• Off-road performance
• Locally developed
• Verdict
• Specs

Powertrain

The iFORCE MAX that powers the Tundra is a 3.5L V6 twin-turbo petrol engine that produces a claimed 290kW and 649Nm on its own, but paired with the parallel hybrid system, peak output jumps to a claimed 326kW and 790Nm, endowing the Toyota Tundra with the most grunt in the segment. The hybrid system charges a 288v NiMH battery that feeds a motor-generator that sits in the bell housing of the 10-speed automatic transmission.

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Interestingly, the Tundra only has a part-time transfer case so there’s no full-time 4×4 for on-road use but it does have high and low range 4×4 for loose surfaces and off-road use. Past experience has shown us that trying to put such high torque-loads through the rear wheels on a greasy surface when towing a three-tonne or heavier trailer can be sketchy, and that’s where full-time 4×4 comes into its own, as well as on gravel tracks.

What does it get?

Inside the Tundra Limited you will find faux-leather seats with heating and cooling on the power adjustable front pews, a 12.3-inch digital instrument cluster and a 14-inch multimedia touchscreen with Bluetooth wireless Apple CarPlay and Android Auto pumping sounds through a 12-speaker JBL sound system, along with a wireless phone charger and dual-zone climate control.

For towing loads of up to 4.5-tonnes (with the available heavy duty towing kit; 3.5t standard) there’s an integrated trailer brake controller with an on-screen trailer reversing guide.

Safety kit includes ABS, ESC, lane departure and traction control and warnings, pre-collision AEB system with day/night pedestrian and daytime cyclist detection, rear cross traffic alert and trailer sway control.

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Underpinning the luxury four-door cabin is Toyota’s TNGA-F chassis platform as found under the LandCruiser 300 and Prado 250 Series, however under the Tundra its 3700mm wheelbase is a whopping 850mm longer than that of the LandCruiser 300 and the 1737mm wheel track is 70mm wider than the 300. The chassis holds a double-wishbone coil-spring IFS and a multi-link coil-spring live rear axle in place.

The cargo bed has a protective liner, adjustable tie down points and a folding load cover but there are no power outlets or lights in the tub. Fixed tie-down points positioned low in the bedsides supplement the adjustable ones positioned higher up.

Speaking of cargo, the Tundra is only rated for a 758kg payload which seems paltry for a truck of this size, but this is on par with other trucks in the class including the Silverado, RAM 1500 and Ford F-150 models.

On-road performance

All this hardware adds up to a truck that follows the recipe of other full-size trucks from the American Big Three. The large cabin provides ample space for both front- and rear-seat passengers and the rear seat folds up to give more storage space when not in use.

A large glasshouse provides great vision around the vehicle for driver and passengers, and the massive multimedia screen also aids the driver when negotiating tight terrain with views from front and rear cameras.

All of the controls are placed logically in typical Toyota fashion so they are easy to use and operate, and the driver’s seating position is comfortable with plenty of adjustment. The digital dash screen looks like something from the Death Star and is loaded with lots of information; much of it is green coloured to make you feel all warm and fuzzy about saving the planet in your hybrid truck but the display lacks some key info that would actually be useful such as speed sign recognition and a TPMS.

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The hybrid iFORCE MAX powertrain puts out a non-offensive growl under full throttle to provide swift acceleration and strong load hauling capability. The 10-speed auto is smooth and precise but you can feel the electric side of the hybrid system cut in when driving.

The drivetrain offers normal, sport and eco modes. Even in the eco mode and when using a light throttle application, the petrol engine still cuts in to move the Tundra, meaning there is no full electric driving.

There is nothing to complain about in the suspension department; it does its job without fuss and the cabin is well insulated from road noise on both sealed and gravel surfaces.

Off-road performance

Like the other big pickups out of the US, the Tundra is not a great off-road vehicle in standard trim. It is heavy and low riding, and while good on gravel roads, it’s less than suited to deep ruts and large rocks. The long wheelbase and low ride height results in poor ground clearance when riding on standard suspension, and the Tundra Limited does not come equipped with a locking rear differential.

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Other Tundra models in the USA are available with an on-demand 4×4 system with multi-terrain monitor and drive modes, but not on the Limited model currently sold here, which is a pity as such a system would be appreciated for towing and when driving on gravel roads where the Tundra is best suited.

There are also several off-road packs available in the US that provide improved suspension but we’ll have to wait until Toyota reveals the specification of a higher-grade Tundra set to launch in Australia in 2025 to see if we get any more off-road hardware from the factory.

Locally developed

The Toyota Tundra is manufactured in Texas, USA and is only made in left-hand drive for its home market.

The re-engineering process for left- to right-hand drive is done in Melbourne by the Walkinshaw Group, which has plenty of experience in this game as it is also the company that does similar work here for both Chevrolet Silverado and RAM trucks. The Toyota Tundra conversion is done at its own facility and there is no sharing between the US truck brands, but the processes are similar.

Bringing the Tundra to Australia has been a six-year process for Toyota with trips to the USA for Australian personnel and key engineers from Japan visiting Australia. This is the first and only program of its kind in the Toyota world in which a vehicle that is made by Toyota America is shipped to another country where it is re-engineered by a third-party manufacturer and then marketed and sold by Toyota Australia.

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Interestingly, the team working on the Tundra program at Walkinshaw is smattered with former Toyota engineers including some that worked on the left-hand drive Camry program when they were built in Australia and shipped to overseas markets.

The fact that the current Tundra, which was launched in the USA in 2022, shares its platform with the current LandCruiser, certainly made the engineering process easier, but it is still an extensive job. It includes removing the body from the chassis and powertrain and then the two sections each work their way down parallel manufacturing lines where the modifications are made and components replaced, before being reunited and bolted back together before being tested and prepped for sale.

The shared TNGA-F platform allows the sharing of some RHD components such as the steering rack, pedal mountings and HVAC blower fan, which are taken from RHD LC300 and Lexus LX models that have the corresponding parts.

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In the case of the HVAC fan, it sits under the dashboard, which itself is an all-new part, on the opposite side of the vehicle to the steering column. With the steering column now on the right-hand side of the vehicle, it comes through the firewall right where the large blower would originally sit, so the LC300 unit was adapted to the other side of the HVAC unit using components developed by Walkinshaw.

Other key components that are replaced in the LHD to RHD process include the front and rear LED lights, the wiring harness, gear shifter and console, and the seat belts among other parts.

Once the vehicle is fully back together it is put through a series of tests that include water ingress, visual inspections and a road test, before it heads out to a Toyota dealer. The conversion is seamless and owners will not be able to see or feel any differences to any other RHD Toyota, allowing the company to offer its full factory warranty.

Verdict

The 2025 Toyota Tundra is covered by Toyota Australia’s full five-year/unlimited-kilometre warranty with roadside assist. This includes five years of capped price servicing at $450 per service with intervals of six months or 10,000km, whichever comes first.

While the Tundra is a welcome addition to the 1500 class full-size truck segment, will the Toyota badge across the grille be enough to make it a success in Australia and to take on the American brands?

Specs

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

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

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2023 Mitsubishi Pajero Sport features

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

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

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

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

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

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

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

What is the Mitsubishi Pajero Sport’s towing capacity?

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

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

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How does it compare to competitors?

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

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

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Safety

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

What is in the kit?

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

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

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

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What are parabolic springs?

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

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

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

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

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

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

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

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

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

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

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

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JUMP AHEAD

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

November 2024: Set to offer ability Australians expect

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

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

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

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

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

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

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

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

September 2024: Australian development reaches major milestone

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

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April 2024: Ranger PHEV spotted at Bunnings

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

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September 2023: Ranger plug-in hybrid confirmed

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

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

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

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

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

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

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How big is the Ranger PHEV’s battery?

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

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

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

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

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

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

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

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How much will the Ranger PHEV cost?

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

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

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

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

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

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Can it still tow? And what about payload?

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

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

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

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

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

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

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

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

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

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

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JUMP AHEAD

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

December 2024: TJM reveals new bar designs

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

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

November 2024: REVIEW! First Australian drive

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

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

November 2024: Toyota changes ordering process

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

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

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November 2024: Full Prado specs and features listed

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

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

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November 2024: Toyota Genuine Accessories available now

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

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

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November 2024: Prado launches in Australia

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

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

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August 2024: Fuel efficiency confirmed

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

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May 2024: Pricing locked in

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

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April 2024: First UK reviews

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

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February 2024: Prado line-up detailed

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

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November 2023: Delays quashed

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

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

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August 2023: Toyota Prado revealed!

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

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July 2023: What we can expect from the new Prado

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

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July 2023: First official teasers

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

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

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

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June 2023: New Prado imagined with help from the GX

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

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

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June 2023: Prado-based Lexus GX unveiled

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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May 2023: Lexus GX hints at Prado’s appearance

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

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

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

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April 2023: New Prado delayed

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

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

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

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

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

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November 2022: New Prado rendered!

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

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

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

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

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November 2022: A long time in the making

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

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

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

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

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

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

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

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

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

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

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

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

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

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

JUMP AHEAD

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

Powertrain and drive modes

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

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

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

Driving range

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

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

Dimensions, payload and towing capacity

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

Interior

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

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

Pricing

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

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