A few decades back, there was a newspaper cartoon depicting a stylised Ned Kelly holding a gun on a bank clerk. Ned’s speech bubble proclaimed, “You will thank me when tourism is invented!”

Well, tourism has well and truly been invented and many towns in north-east Victoria and southern New South Wales certainly benefit from visiting tourists seeking bushranger history.

The sites that now cater for visitors are well worth looking at, but it is still possible to get away from these popular places to get a true feel for the spirit of the life and times of the Kelly gang.

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Powers lookout – the old fox and the cub, 1870

Harry Power was transported to Tasmania from Ireland and later turned to crime. He escaped from Pentridge Prison in Melbourne in 1869 and turned to bushranging in the Beechworth area.

A young Ned Kelly served as his assistant. In May 1870, three police officers acting on information captured Harry at his hideout near what is now Powers Lookout.

Roads from Mansfield, Benalla and Myrtleford provide scenic access to Powers Lookout. Parks Victoria has recently made big improvements to the tracks, steps, ladders and lookout platforms which provide visitors with spectacular escarpment views over the Upper King River Valley and the Alpine National Park.

Picnic tables, fireplaces and toilets are available, but camping and dogs are not allowed. It is possible to seek out further trails and campsites in surrounding reserves, or camp at Stringybark Creek and drive across to Powers Lookout for the day.

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Greta – beginning and ending, 1878-2013

Ned lived with his mother, brothers and sisters at Greta, where he built his family a new slab house, not long before taking to the bush as a murderer and outlaw. It was in this house that on 15 April 1878, Constable Alex Fitzpatrick claims that he was shot in the wrist by Ned Kelly.

The site of this house was once visible from the road, marked by two obvious brick chimneys. These are now gone, and no sign of the house remains. Greta is still worth a visit though, as the final paragraph in the saga can be found here.

Ned was eventually hanged on 11 November 1880 in Old Melbourne Gaol and the body was buried on site. In 1929 Ned’s and other remains were exhumed and reburied in Pentridge Prison. In 2013 Ned’s remains were removed again and reburied in an unmarked site in Greta Cemetery. A headstone by the gate commemorates the event.

Following the incident at the house in Greta, Ned, brother Dan, Joe Byrne and Steve Hart took to the bush and the two-year Kelly Outbreak began.

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Stringybark Creek – blood on the wattle, 1878

It is now 146 years since three Victorian police officers lost their lives at the hands of Ned Kelly and his gang at Stringybark Creek in the Wombat Ranges.

On 26 October 1878, Sergeant Michael Kennedy, Constable Thomas Lonigan and Constable Michael Scanlan were ambushed and killed in their isolated bush camp. Only Constable Thomas McIntyre survived to tell the tale.

Warrants had been issued for the arrest of Ned and Dan Kelly and two police parties were to converge on the suspected hideout in the Wombat Ranges. The southern party from Mansfield under Sergeant Kennedy was well ahead of the northern patrol. Kennedy’s party made camp at a clearing in the thick bush that had been used by gold miners in the past.

The next day Kennedy and Scanlan rode out to seek any sign of the fugitives, while Lonigan and McIntyre looked after the base camp.

Ned and Dan and two mates, Joe Byrne and Steve Hart, were camped very close by and knew of the police presence and decided to strike first. They attacked the police camp and shot Constable Lonigan while McIntyre was taken prisoner.

When the other two policemen returned from patrol they too were attacked and shot dead. Sergeant Kennedy retreated while firing his pistol, but he was followed and shot by Ned. In the confusion, McIntyre escaped on Kennedy’s horse and eventually made his way back to Mansfield after a miraculous and fearful journey.

Ever since that day, visitors have been attracted to the site of the bush battle. At first a tree was marked and when it was cut down another was marked. It too fell to old age and so a nearby giant forked gum was carved with the inscription ‘1878 KELLY SHOT LONIGAN’.

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That tree still stands in the vicinity, but the inscription is now gone and replaced with a metal plaque representing Ned’s armour. That too is now almost grown over by the bark of the tree.

As the decades rolled by, the actual site of the camp and the battle was forgotten and now many interested people have different theories as to its precise location. A picnic area was developed last century at the most likely site and today that site is seen as the most probable location.

In 2017 the official Victorian government comment was, “Significant research over many years by individuals and groups has suggested different sites as possible locations where events unfolded. Much of this research continues and remains contested.”

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In the lead up to the 140th anniversary, and well ahead of the sesquicentenary in 2028, the Victorian Department of Environment, Land, Water and Planning has been working with the police, families and others to commemorate the lives of the fallen officers.

Work commenced in August 2018 to enhance infrastructure and signage at the site to better reflect the historical importance of the location. Wonderful results have been achieved.

Where previously the site was mainly a picnic area with a memorial plaque, it is now mainly a memorial zone with a couple of picnic tables in one corner.

The location now has the feeling of quiet contemplation and reverence. The carpark and toilet are up on the roadway and as you cross the road and read the large information board, which overlooks the clearing, the spirit of the place starts to overtake.

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A track descends the gentle slope to the central feature which is the three-sectioned memorial on the perceived police campsite.

Three tall markers describe the three slain officers with stone curved benches to aid contemplation as you read. The spirit of the site can be very strong here at dusk, the time of the ambush.

Adjacent to the memorial is a circular stone wall with six information panels describing the events of those tragic days in chronological order. Here too the stone wall provides contemplation space.

Perhaps the most innovative aspect to the whole site and the most interactive for visitors is the pathway leading northward out of the clearing following the last desperate attempt by Sergeant Kennedy to escape destruction. This is also McIntyre’s escape route, and his information board is located here.

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A map post depicts the 1.4km circular walking path that follows as best as can be researched the route of McIntyre and Kennedy. McIntyre on horseback escaped down the creek valley. Kennedy on foot and wounded was fighting for his life.

Adults can use their imagination to try to understand what was going through the mind of the pursued Kennedy and the minds of the pursuers, Ned and Dan Kelly.

This is a real historic interactive experience for visitors. No bells and whistles, just the wild bush, and the imagination can span those 146 years. Children will appreciate the real experience if it is explained well to them.

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After a few hundred metres, the pathway crosses the road and enters the divide between Stringybark and Germans Creek.

Kennedy reached a point somewhere in this thick bushland before he was overtaken by Ned and shot at close range. An information sign marks a possible site and of course there is a large contemplation rock bench.

The track continues to a sign explaining the fortified Kelly hut and hideout that was located across the Germans Creek divide at Bullock Creek (now Kelly Creek).

The circular walking path now crosses the road and descends some steps to follow Stringybark Creek down to the Kelly Tree. Some researchers think that the police camp was in this area. The tree has an information sign, and it is fun for kids to discover Ned’s helmet peering out from the encroaching bark tomb.

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When I first visited the isolated site in 1968, light snow was falling. I located the tree with its ‘1878 KELLY SHOT LONIGAN’ much worn inscription. Over 50 years ago there was just thick moody bush, and the spirit of the place was strong.

The track now returns to the memorial clearing. A track over a small bridge across the creek leads a short distance up to the adjacent camping area which is not visible from the memorial site.

This is one of the best free isolated forest camping areas that you will find. There are plenty of bushy nooks or wide-open grassy spaces to choose from. Toilets and a picnic shelter are provided but no water. Firewood from the surrounding bush is plentiful. The access road is just south-east of the Stringybark Creek Road.

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While in the area it is worth visiting other features. Just up Madhouse Road is a pioneer grave. The Toombullup School Site Campground is worth a look. There is a half-hour walk into the site of the Kelly fortified hut on Kelly Creek.

Follow the rough track just north of the Germans Creek crossing almost opposite Madhouse Road.

Take the right branch at the dirt pile. There is nothing left at the scenic bushland site. When the creek is reached the hut was thought to be located to the right where the old sawmill sawdust pile can be seen.

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The hut was removed to build the sawmill. There is another large sawdust pile on the far side of the creek. The walking track is very overgrown.

In Mansfield you can visit the graves of the policemen and see their monument in the main street. It was dedicated while the Kelly Gang was still at large.

Stringybark Creek is well signposted. From Benalla, travel into the Toombullup State Forest via Tatong. From Mansfield travel via Tolmie. Both access routes have steep sections with narrow gravel roads. Timber trucks work in the area. If towing, the Tolmie access may be best with 11km of dirt road to the site.

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Euroa and Jerilderie – banks in peril, 1878 and 1879

Being an outlaw on the run can be an expensive business. Supplies and ammunition were needed. Families needed to be supported and friends needed to be paid so that they would not be seduced by the high government rewards.

Robbing a bank or two would solve the financial problems and these raids were carried out with utmost skill and planning. A base of operations was established, hostages taken, surveillance undertaken, and worthwhile proceeds stolen.

No one was physically injured, and the gang got away clean. In both cases, similar amounts were stolen – over 2000 pounds. This amount has been compared to an average worker’s lifetime earnings over 50 years.

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The museum in Euroa tells the story of the raid. The National Bank building was pulled down in 1974 to make way for a small office building with plaque attached, on the corner of Railway and Binney Streets.

Jerilderie, NSW, like Euroa, is also now minus the bank building, though some sites and buildings remain. These include the Post and Telegraph Office which was disabled by the gang.

Other sites are the police station and stables, the courthouse, the Royal Mail Hotel and the Bank of New South Wales site.

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Beechworth/Woolshed Valley – murder in the night, 1880

In line with Ned’s policy of always being in control of his crimes, he plans to derail a police train and shoot the defenceless survivors, while he and his gang are protected in armour.

To entice the police train to a derailment site of his choosing, he plans the murder of Aaron Sherritt, who was once a friend but who has now turned police informer.

Sherritt is murdered at his hut in the Woolshed Valley below Beechworth and the trap is set. The Woolshed Road can be accessed from Beechworth via the Wodonga then Chiltern Roads. Many sites along this old goldfields route have been marked with information signs.

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At the Devils Elbow is the marker for the Woolshed School site.

A little way on after cresting a small rise and cutting is the site of the Sherritt hut on the right, between the road and the fence. Look for ground depressions. The site is usually not marked, as signs disappear. A day can be spent exploring the history along rough roads through to El Dorado.

Beechworth retains numerous Kelly buildings and sites, and caters well to visitors. Historic buildings and sites include the gaol, now open for tours, courthouse, museums and historic walks and drives.

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Glenrowan – walking the battlefield, 1880

Glenrowan has always been the epicentre for experiencing the Kelly story. Kelly tourism sits side by side with the actual battlefield walking route.

Now this has all come together with the new Glenrowan Viewing Tower, a circular elevated platform, located in the Lions Park in the centre of town. The tower gives an overview of the battlefield, as well as information on the events of June 1880.

Glenrowan is where the Kelly story reaches a climax. The police train was saved from derailment, the outlaws in their bush-made armour fought the police, three outlaws died along with civilians caught in the crossfire, and the besieged hotel was burnt down.

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Ned survived to be hanged in Melbourne Gaol on 11 November 1880.

For the complete story, a visit to the big smoke is required, where you can visit the gaol and view the armour. Ned’s suit is in the State Library, Joe Byrne’s is in a private collection, while Dan Kelly’s is in the Police Museum and Steve Hart’s armour can be seen in Old Melbourne Gaol.

Amazingly, it took until 2002 to reassemble the pieces, the first time since 1880, into the probable original configuration. On rare occasions the four sets are displayed together. I have been lucky to experience this event twice.

In addition to its Genuine accessory range that includes bull bars, sports bars and towbars for the Navara, Nissan also offers dealer-fit products from domestic company, HSP 4×4.

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.

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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.”

Both products are made for the current D23 Nissan Navara dual-cab ute and can be purchased and fitted at any Nissan dealership.

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Pricing (RRP; fitted)

• Electric Roll Top Cover: $3,806.74
• Electric Roll Top Cover, sports bar: $4009.73
• Rear Tailgate Central Locking: $459.47

We investigate how the upcoming Prado 250 Series measures up against its big brother, the LandCruiser 300 Series.

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.

This article addresses all the differences between the new Prado and the ‘full-fat’ V6 LandCruiser 300 Series. Let’s dive in to the differences ?

JUMP AHEAD

• Dimensions
• Chassis and towing
• Engines
• Interior and cabin design
• Pricing

Dimensions

The 300 Series LandCruiser is the larger of this pair, though its wheelbase was unchanged from its 200 Series predecessor.

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.

Back to top ⬆️

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Chassis and towing

The Prado moves to the new GA-F ladder frame platform introduced with the 300 Series.

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.

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The 250 Series LandCruiser Prado adopts the same electronic power steering hardware as the 300 Series LandCruiser for a lighter feel and more immediate response than the 150’s hydraulic rack.

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.

Back to top ⬆️

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Engines

Under the bonnet of Aussie Prados will be the familiar ‘1GD’ 2.8-litre turbo-diesel four-cylinder producing 150kW/500Nm, though like the HiLux, it will be boosted with 48-volt mild-hybrid tech.

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.

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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.

Back to top ⬆️

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Interior and cabin design

The 250 Series Prado and 300 Series LandCruiser have similar features and technology.

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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Pricing

Toyota Australia confirmed the Prado will be priced between $72,500 before on-road costs for the entry-level GX and $99,990 for the top-of-the-range Kakadu, with price rises between $9670 and $12,432 across the line-up.

*All prices exclude on-road costs

Back to top ⬆️

• Pricing and features revealed
• First UK reviews
• Australian line-up detailed
• Prado officially revealed
• Spec battle: New Prado v LandCruiser 300 Series
• Spec battle: New Prado v ‘old’ Prado
• Spec battle: New Prado v Fortuner
• Spec battle: New Prado v Ford Everest
• 2024 Toyota Prado: Everything we know
• What is the towing capacity of the new Prado?
• New Prado: What YOU think so far!
• A 2025 Prado ute? Yes please!
• ALL PRADO NEWS & REVIEWS

Footage captured by tour operator Jack Tanner from Cyaround Australia Tours shows a family fishing and playing on Cahills Crossing, an extremely dangerous causeway known for its croc-infested waters.

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.

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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!

Read Dick Eussen’s yarn about his experiences traversing Australia’s most dangerous causeway ?

Adventure awaits in Arnhem Land if you survive Cahills Crossing, by Dick Eussen

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.

Explore Australia

I first saw the crossing in the early 1960s during a fishing and hunting trip to the Alligator Rivers Region, as the area was then known by. It became the Kakadu National Park in 1979.

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.

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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.

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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.

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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!

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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.

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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.

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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.

INEOS is now taking orders for its Grenadier Quartermaster Cab Chassis, with the work-ready vehicle priced from $102,000 (excluding tray fitment and on-road costs).

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.

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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.

Dimensions

Weights

Off-road specs

The Cab Chassis variant is developed in tandem with the Quartermaster dual cab ute but, unlike the pick-up, the Cab Chassis variant features an exposed ladder frame behind the cabin.

You’ve just bought a new vehicle with a 3000kg towing capacity, so this means you can go out and tow a three-tonne caravan, right?

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 ?

JUMP AHEAD

• Trailer weights
• Vehicle weights
• Towing capacity
• Towball loading
• GCM and towing capacity
• Towbar rating

Trailer weights

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.

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Vehicle weight

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.

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Towing capacity

Most cars have an official towing capacity declared by the manufacturer.

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.

Towball loading

Also referred to as down weight, this refers to the maximum vertical weight that can be applied on the tow ball.

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.

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GCM and towing capacity

Specified towing capacity can be misleading, as any weight added to the tow vehicle (including passengers, fuel and luggage) counts towards the vehicle’s GCM.

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.

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Towbar rating

A vehicle’s towing capacity is only as good as the towbar. The towbar’s maximum towing weight may be different to the one set for the vehicle.

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.

ANCAP has awarded the JAC T9 dual-cab ute full safety marks, with the five-star score applying to all 2.0-litre diesel variants sold in Australia.

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.

Exterior inclusions

• Sports bar
• Rock rails; side steps
• Spray-on protective tub liner
• Full LED headlights and tail-lights
• 4×4 with rear diff lock
• 18-inch Titanium sports rims
• Tailgate lock with fob
• A full-sized spare tyre with steel rim

Interior inclusions

• 10.4-inch infotainment touchscreen
• Accented leather-quilted seats
• Front heated seats
• Wireless charging
• USB-C and USB-A charging
• Rear 220V power socket
• Rear air vents

The Ford Ranger is one of Australia’s best and most popular mid-size utes. First introduced as a nameplate locally in the late 1990s, the Ranger has steadily grown in popularity and is now one of the country’s best-selling vehicles.

• Introduction
• Pricing
• Body styles
• Standard features
• Upgrades
• Safety
• Comfort
• Tray/tub size
• Driving enjoyment
• Fuel efficiency
• Towing capacity
• Warranty & servicing
• Recommended version
• Key rivals

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.

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Pricing

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What body styles are available for the Ford Ranger?

The Ford Ranger is available in five body styles: Single Cab cab-chassis, Super Cab cab-chassis, Double Cab cab-chassis, Super Cab pick-up and Double Cab pick-up.

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.

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Driving configuration

The Ranger is available either as a 4×2 which powers the rear wheels only or with a 4×4 four-wheel drive system that offers greater traction and off-road capability.

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.

Engines

Four engines are available across the vast Ford Ranger model range.

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.

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What features are standard in every Ford Ranger?

The features listed below are standard in the entry-level XL model and will appear in higher-grade models, unless replaced with more premium equivalent features.

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.

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What key features do I get if I spend more?

As part of the 2024 midlife refresh, the mid-spec XLS dropped all 4×2 variants and is is now only available in 4×4. In addition, equipment from the previously optional Tech and Towing packages is now standard.

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:

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Paying more again for a Ranger XLT brings a cabin that feels more premium, and the option of a more powerful V6 diesel. You also gain the following additional features:

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The Sport model grade is the next rung on the ladder and is available as a 4×4 dual cab pick-up only.

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Nearing the top of the model range is the Wildtrak. It builds on the Sport’s long list of standard features by adding:

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A Platinum model grade was added to the top of the regular Ranger line-up in May 2023. Available only as a dual-cab pick-up with the 3.0-litre V6 engine, its additional equipment includes:

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Sitting at the very top of the line-up is the performance-focused Ford Ranger Raptor. ?

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:

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Additional options

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How safe is the Ford Ranger?

The Australasian New Car Assessment Program (ANCAP) rated the current-generation Ford Ranger at five stars for safety, its maximum, in September 2022.

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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.

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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.

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How comfortable and practical is the Ford Ranger?

The Ford Ranger has one of the most comfortable cabins of any mid-size ute.

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.

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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.

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How big is the tray/tub?

Ford increased the size of the Ranger’s tray with the introduction of this new generation model in 2022.

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.

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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.

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I like driving, will I enjoy this ute?

Yes. The Ford Ranger has excellent driving dynamics for a mid-size ute.

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.

Its steering is direct and well-weighted, the cabin is impressively quiet and refined and its body control and ability to soak up bumps are a step above its competitors.

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.

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Ford has also tried to reduce the intimidation factor for inexperienced off-roaders by fitting a dedicated off-road display on Sport model grades and above.

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.

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Deciding between the two engines will likely come down to your budget.

The 2.0-litre bi-turbo is available across a wider selection of Ranger variants, meaning it’s the more affordable option.

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.

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Which Ford Ranger’s engine uses the least fuel?

The 2.0-litre bi-turbo diesel engine uses the least fuel, at 7.3 litres/100km on the official test (city & country combined). That fuel rating is for 4×2 models and increases to 7.6L/100km in 4×4 variants.

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.

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What is the Ford Ranger’s towing capacity?

The Ford Ranger is one of the best mid-size utes currently available for towing.

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.

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Ford has looked to take much of the hassle and arcane knowledge out of hitching a trailer or caravan to the back of a Ranger.

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.

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How long is the warranty and what are the Ford Ranger’s servicing costs?

The Ford Ranger comes with a five-year / unlimited-km warranty, which is now the industry standard.

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.

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Which version of the Ford Ranger does 4X4 Australia recommend?

We reckon the XLT V6 is the sweet spot in the Ranger model range.

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.

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What are the Ford Ranger’s key rivals?

• Isuzu D-MAX
• GWM Ute Canon
• LDV T60
• Mazda BT-50
• Mitsubishi Triton
• Nissan Navara
• Ssangyong Musso
• Toyota Hilux
• Volkswagen Amarok

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It’s no overstatement to describe Toyota as a powerhouse.

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.

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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:

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JUMP AHEAD

Confirmed new models

• LandCruiser Prado
• Camry
• Tundra
• GR Updates
• C-HR
• RAV4
• BZ4x

Future models

• HiLux
• Landcruiser FJ
• Celica and MR2

Confirmed new models

LandCruiser Prado

Launching in the second half of 2024, the local arrival of the Prado will be a commercially critical moment for Toyota Australia.

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.

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Camry

Gearing up for a fourth-quarter 2024 launch is the latest evolution of the family car favourite, Toyota’s Camry.

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.

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Tundra

Rumblings of the Tundra’s arrival is pretty big news for Toyota Australia. Literally.

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.

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GR Updates

Around the end of 2024 Toyota will roll out a range of running updates to its GR family of performance cars, with the headline news being the arrival of the facelifted GR Corolla and GR Yaris.

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.

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C-HR

Revealed in 2023, the new C-HR made its Australian debut in March 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.

RAV4

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.

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BZ4x

Toyota’s first all-electric model, the BZ4X electric SUV, finally made its Australian debut in 2024.

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.

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Future models

HiLux

The dual-cab utility space has been re-energised in Australia with the launch of Ford’s latest Ranger, along with its twin the Volkswagen Amarok, while new metal is coming from rivals like Mitsubishi.

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.

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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.

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LandCruiser FJ

This one is speculative for now, but the overseas rumourmill claims Toyota is about to wheel out a spiritual successor to the long-departed FJ Cruiser.

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.

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Celica and MR2

While Toyota has already resurrected the Supra nameplate, there are two more famous athletes from Toyota’s history that are expected to make a similar return from the grave.

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.

Outright value has been a key component of the T60’s appeal since arriving here in 2017.

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.

However, its 3000kg (braked) maximum towing capacity is lower than the competition, for which a 3500kg towing capacity is now the norm.

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.

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JUMP AHEAD

• Pricing
• What body styles are available for the LDV T60?
• What features are standard in every LDV T60?
• What key features do I get if I spend more?
• How safe is the LDV T60?
• How comfortable and practical is the LDV T60?
• How big is the tray/tub?
• I like driving – will I enjoy this car?
• Which LDV T60 engine uses the least fuel?
• What is the LDV T60’s towing capacity?
• How long is the warranty and what are the LDV T60’s servicing costs?
• Which version of the LDV T60 does Wheels recommend?
• What are the LDV T60’s key rivals?

Pricing

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What body styles are available for the LDV T60?

Unlike some of its competitors, the T60 is not offered with single- or extended-cab options, nor does it offer a cheaper cab-chassis alternative for those who wish to fit a bespoke tray or service body.

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).

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What features are standard in every LDV T60?

The features listed below are standard in the entry-level model and will appear in higher-grade models, unless replaced by more premium equivalent features.

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What key features do I get if I spend more?

For extra features, you could spend more for a T60 Max Luxe.

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.

The T60 Max Luxe gets:

Paying more again for a Megatub gets you those features plus:

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The flagship T60 Plus then adds:

The eT60, the most expensive version, swaps out the turbo-diesel 4×4 powertrain with a 4×2 battery-electric system. Loosely based on Pro equipment level, key differences include:

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How safe is the LDV T60?

The addition of the Plus variant early in 2024 saw the T60 get a bump in safety equipment.

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.

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Dusk-sensing headlights, six airbags, tyre pressure monitoring and (mandatory) stability control complete the standard package.

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.

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How comfortable and practical is the LDV T60?

It might be a budget-focused ute but initially, at least, the T60 certainly doesn’t feel cheap when you jump inside the cabin.

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.

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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!)

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There are other missteps, too.

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.

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How big is the tray/tub?

As for its ability to lug a load, the T60’s tray is well-sized and measures 1525mm long (at the top of the box), 1510mm wide (1131mm between the wheelarches) and 530mm deep.

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.

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I like driving – will I enjoy this car?

This is where the T60’s appeal starts to dip a touch. There’s certainly room for improvement with the LDV’s dynamics.

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.

It’s not devoid of feedback – there’s actually quite a lot of vibration and kickback that comes back through the wheel – it’s just lacking the type of reassuring feel and connection you might expect.

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.

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For all the T60’s on-paper performance numbers, it’s actually quite tricky to tap into the diesel engine’s full potential. Max power is made high in the rev range and response is a bit sluggish below 2500rpm.

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.

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Some improvements to traction control calibration would also benefit the T60, especially in off-road scenarios where they can feel heavy-handed.

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.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive

The 2.0-litre turbo-diesel engine with six-speed manual uses the least fuel, at 9.2 litres/100km on the official test (city and country combined).

Paired with an eight-speed automatic, combined fuel use rises to 9.3L/100km.

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A 73-litre fuel tank is used across the range except, of course, for the eT60.

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.

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What is the LDV T60’s towing capacity?

The LDV T60 has a braked towing capacity of 3000kg, of which up to 10 per cent (300kg) can be placed on the tow ball.

The eT60 has a 1000kg towing capacity, again with 10 per cent on the tow ball (100kg) as a maximum.

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How long is the warranty and what are the LDV T60’s servicing costs?

LDV ships the T60 with one of the industry’s longest factory warranties – seven years/200,000km of cover (eT60: five years/160,000km), while roadside assist is free for the first five years (unlimited kilometres) for all T60s.

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.

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Which version of the LDV T60 does 4X4 Australia recommend?

Given that all models (except the eT60) are a solid $5K cheaper than the nearest rival (and $10K-plus cheaper than most) it is hard to go past the T60 Plus as the best of the bunch.

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What are the LDV T60’s key rivals?

• Ford Ranger
• GWM Ute Cannon X
• Isuzu D-MAX
• Mazda BT-50
• Mitsubishi Triton
• Nissan Navara
• Ssangyong Musso
• Toyota HiLux
• Volkswagen Amarok