In anticipation of the launch, Toyota has also revealed 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 – the same found on the 48V HiLux – across the entire new-gen Prado range.
The system – a combination of a 48-volt lithium-ion battery, DC/DC converter and 8.4kW/65Nm motor generator – works in step with the vehicle’s 150kW/500Nm 2.8-litre turbo-diesel engine to provide improved driving dynamics and better fuel economy.
The new-gen Prado will also adopt AdBlue diesel exhaust fluid, which will be stored in a 17.4-litre tank.
Pricing was officially announced earlier this year, with the vehicle markedly more expensive across the range than its predecessor – the cheapest entry point is the GX, at $72,500 (+ $9670), with the line-up topping out with the Kakadu, at $99,990 (+ $12,432).
New to the line-up is an off-road-focused Altitude variant priced at $92,700 and sitting below the Kakadu on the model hierarchy. As a point of difference, 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.
“Australian buyers have always appreciated the rugged off-road performance of the LandCruiser Prado, which has proved to be the perfect overlanding platform for customers who want to travel all over the country without breaking the bank,” Toyota Australia Vice President of Sales, Marketing and Franchise Operations, Sean Hanley, said.
“The new Altitude grade enhances the performance of the LandCruiser Prado, allowing customers to venture further off-road than ever before.
| 2024 Toyota Prado GX features | |
|---|---|
| Five seats | Manual tailgate with glass hatch |
| 18-inch dark grey alloy wheels | Six-way manual driveru2019s seat |
| LED headlights and daytime running lamps | 7-inch semi-digital instrument cluster |
| Power-folding body-coloured side mirrors | Dual-zone climate control |
| Darkened front and rear bumpers | All-weather rubber floor mats |
| 220-volt rear power outlet | 12.3-inch widescreen infotainment system |
| Wireless Apple CarPlay and Android Auto | Built-in connected satellite navigation |
| DAB+ digital radio | 10-speaker audio system |
| Toyota Connected Services | Front and rear parking sensors |
| 360-degree camera system | Trailer sway control |
| Pre-wiring harness for tow hitch | Four USB-C ports |
| In addition to GX | |
|---|---|
| Seven seats | Synthetic leather upholstery |
| Roof rails | Heated and ventilated front seats |
| Rear privacy glass | Eight-way power-adjustable driveru2019s seat |
| Silver front and rear bumper trim | Leather-accented steering wheel and gear shifter |
| Electric tailgate | Auto-dimming rear-view mirror |
| Rear climate control | Wireless phone charger |
| Six USB-C ports | |
| In addition to GXL | |
|---|---|
| 20-inch dark metallic alloy wheels | Leather upholstery |
| Body-coloured front and rear bumpers | Driveru2019s seat power lumbar support and memory |
| Over-fender moulding and rear guard trim | Four-way power-adjustable passenger seat |
| Bi-LED headlamps with dynamic auto-levelling | Power-adjustable driveru2019s seat |
| Adaptive high-beam | Carpet floor mats |
| Refrigerated console box | Tyre pressure monitoring |
| 12.3-inch digital instrument cluster | 14-speaker JBL audio system |
| Adaptive variable suspension | Five selectable drive modesu00a0 |
| Multi-terrain select | Multi-terrain monitor |
| In addition to VX | |
|---|---|
| 18-inch matte grey alloy wheels | Moon roof |
| Toyo Open Country all-terrain tyres | Optional two-tone colours |
| Rear locking differential | Digital rear-view mirror |
| Stabliser disconnect mechanism (replaces adaptive variable suspension) | Heated steering wheel |
| Black door handles and tailgate garnish | Head-up display |
| Black over-fender mouldingu00a0 | Five seats (down from seven) |
| In addition to VX | |
|---|---|
| Panoramic moon roof | Adjustable driveru2019s seat thigh support |
| Illuminated side steps | Digital rear-view mirror |
| Heated and ventilated rear seats | Head-up display |
| Heated steering wheel | Rear torque-sensing limited-slip differential |
| Model | Pricing | Change |
|---|---|---|
| GX | $72,500 | up $9670 |
| GXL | $79,990 | up $10,640u00a0 |
| VX | $87,400 | up $10,552 |
| Altitude | $92,700 | new |
| Kakadu | $99,990 | up $12,432 |
| Prices exclude on-road costs.u00a0 | ||
Available for the LS-U and LS-U+ variants, the Tour Mate adds a tow bar tongue with a 50mm ball, 12-inch wiring harness, electric brake controller, heated mirrors, canopy, weather shields and specific badging to differentiate this edition from other D-MAXes.
“The reintroduction of the D-MAX Tour Mate not only adds convenience by simplifying the accessory selection process, but it also offers customers unmatched value for money,” said Isuzu UTE Australia’s Deputy Managing Director, Mr Koichiro Yoshida.
“It’s an uncompromising combination of the most sought-after accessories historically chosen by Australian buyers—a package driven by sales data that bundles together what customers want—in a compelling package that offers three times the value for the same money.” Mr Yoshida said.
To further support customers, the Tour Mate is also provided with Isuzu’s Service Plus, which offers flat priced servicing at $449 per year (or every 15,000km), and a six-year/150,000km warranty with seven years of roadside assistance.
The Isuzu D-MAX Tour Mate is available to order from the 1st of August 2024.
The Injecta’s combination of high-quality materials and superior manufacturing processes come together to form a strong and functional ute canopy. Boasting a roof-rack dynamic load rating of 120kg (350kg static), the Injecta allows you to carry more inside and out.
After the Injecta canopy’s tough shell is formed, it’s robotically painted to OEM standards with added UV protection to ensure its finish matches your vehicle, both in colour and durability. Other features include a drop-down front window and dual lift-up side windows that are key lockable, central locking at the rear door using the standard OEM fob and easy installation with the C-Clamp mounting system.
An LED interior light and an LED brake light are standard features and a canopy vent is available as an optional extra. TJM offers a four-year warranty on the canopy shell and paint and, a one-year warranty on componentry excluding glass.
Featuring high-quality metallurgy, Bendix brake drums deliver strong braking performance and low-noise operation along with a confident and consistent pedal feel. Bendix says they’re best paired with Bendix Brake Shoes, although the drums are compatible with most brand brake shoes.
Bendix Brake Drums offer an ‘E+ Original Equipment Fit’ that’s designed to be a direct replacement for OE drums and meet or exceed all OE specifications.
The Apex bull bar is compatible with all Toyota safety features including lane-departure assist and airbags. There are two antenna mounts suitable for UHF or sand flags, and provision for mounting driving lights and light bars. There is also provision for up to six cube or fog lights. A 4mm skid plate is integrated in the Apex bull bar for added protection underneath the vehicle.
Stone ejector ribs prevent gravel from being wedged in the tread grooves, and the T4 silica-reinforced compound is claimed to provide excellent wet handling and braking performance, as well as cut and chip resistance. Available in a wide range of sizes – from 15- to 24-inch wheel diameters – with several offering increased load-carrying capacity.
To ensure that you have the safest and most appropriate winch, the Frontier winch is available in both 9500 and 12,000lb models, with synthetic and wire rope options. With an IP68 rating, the winch can be submerged to one metre for up to 30 minutes without water getting into the mechanics, so you can drive through rivers to your heart’s content knowing that your winch will be just fine.
A one-way breather allows air from inside the winch to escape when a hot winch gets cold. There’s a science to it, but the simple fact is this little feature will save the seals on your winch and stop water from getting inside, even when a little mistreated. Having a wireless remote adds great practicality and safety to a recovery, until you forget to charge it, at which point you can plug it in.
The unit still has a fold-down table that can be accessed without opening the slide-out stove, and the slides can be opened and closed with one hand. There is ample storage space in the pantry for herbs and spices, oil, spreads, paper towels and other pantry items, with three shelves, two of which are adjustable. The drop-down slide-out bench for the stove is designed for use with a Coleman PEAK1 two-burner stove.
The table height is adjustable, and the kitchen can be adjusted along the length of the rails to allow for canopy door clearance. If needed, the drop-down bench and drop-down slide-out stove shelf can be swapped to the opposite side.
Built tough with a durable textured black powder coat with DMW orange accents, kitchen/pantry is 800mm long, 610mm high and 410mm wide (which includes the rubber bumper) when closed. Dimensions when open with the cooker and table folded down are 1900mm (L), 610mm (H) and 1240mm (W).
Designed to suit a range of popular induction stoves including Westinghouse, Breville and Tefal, Navigator Gear recommends you check the dimensions of the bag (42cm x 30cm x 6cm) to ensure that your single induction stove will fit. The buddy includes webbing carry handles and strong nylon zippers.
Milwaukee has leveraged end-user-driven insights to develop the hand-tool range, aimed at reducing user frustration, delivering precision and improving efficiency. Each screwdriver and plier is built to last, with Milwaukee Tool eliminating common frustrations such as slippery screwdriver tips and weak cutting pliers. The range includes 16 items in total, including multiple pliers in both a comfort grip and dipped grip variations, as well as screwdriver sets sold individually or in four- and six-piece offerings.
The kit includes replacements for both the radiator and heater coolant hoses which are oil-resistant, while the internal silicone compound combats swelling and prolongs the life of the hoses. The Silicone Nomex oil and heat-resistant layer is exclusive to Coltec products. The hoses are available in OEM Black only.
The smartphone-enabled Uniden DashView range fits the latest tech into a compact design. The DashView 60+ boasts a unique 5K resolution, 150-degree wide-angle front-facing camera for high-quality vision while in motion. With built-in Sony Starvis sensors, all models have low-light sensitivity and Wide Dynamic Range for a clear picture in both bright and low light to capture any incident at any time of day.
DashView dashcams also come with energy-saving Smart Parking Mode that records motion-activated events in 60-second blocks. The new Dashview 60R is a 4K Smart Dash Cam and includes a 2K Super HD Rear Camera. The DashView series has built-in WiFi connectivity and free DashView app for Android and Apple smartphones.
Both swags come equipped with robust metal buckles ensuring secure and reliable fastening when rolled up, engineered with curved fixed swag poles that follow the curve of the swag for exceptional durability and stability. For ease of set up the swags have an aluminium alloy centre pole, fortified with a locking device for added stability. A plush 50mm foam mattress with zippable cover provides comfort and easy washing.
Made from premium 400gsm poly-cotton canvas, the swags offer unparalleled weather resistance, keeping you dry and cosy in wind and rain. Fine midge-proof mesh ensures uninterrupted ventilation, while keeping bugs at bay. Keep your phone and keys within reach with four spacious internal pockets, offering convenient storage for the essentials. The oversized carry bag accommodates the swag, doonas, pillows and rolled-up bedding for hassle-free transportation.
The soft spring allows for flex in the tie-down system, ensuring strong wind gusts are absorbed and pegs remain securely fixed to the ground. The spring has a carabiner at each end allowing for it to be wrapped around items such as bullbars, bollards and trees etc. The springs also come with a spring loop allowing them to be easily pegged to the ground.
It has also been designed to wrap around the drum of a caravan awning providing a secure and safe connection point for the guy rope. Soft materials ensure there’s no risk of scratching to the awning. The gear bag is made from high-quality acrylic canvas and mesh so it’s robust and breathable to prevent wet ropes from going mouldy.
The kit accommodates varying loads of up to 600kg so you can handle tools during the week and a rooftop tent on the weekend.
Priced from $1,030 for its RWM100W winch, rated at 4536kg for its line-pull, Bushranger 4×4 says that the REVO MKII offers uprated reliability, recovery performance and safety.
| Part number | Description | RRP |
|---|---|---|
| RWM100S | REVO MKII 10,000lb (4536kg) Synthetic Winch | $1,195 |
| RWM100W | REVO MKII 10,000lb (4536kg) Wire Winch | $1,030 |
| RWM120S | REVO MKII 12,000lb (5443kg) Synthetic Winch | $1,370 |
| RWM120W | REVO MKII 12,000lb (5443kg) Wire Winch | $1,195 |
Further details for the REVO MKII can be found at the Bushranger website [↗️].
| Model | RWM100S | RWM100W | RWM120S | RWM120W |
|---|---|---|---|---|
| Dimensions | 582mm(L) x 194mm (W) x 185mm (H) | 600mm(L) x 194mm (W) x 185mm (H) | ||
| Weight (fitted) | 32.7kg | 44.2kg | 33.9kg | 46.7kg |
| Rated line pull | 4536kg | 5443kg | ||
| Motor | 3.9kW (5.2 HP) | 4.6KW (6.2HP) | ||
| Remote control | Wireless – 30m range / Wired – 5m Lead (Wireless Function for Synthetic Only) | |||
| Electrical contactor | Albright DC88P Contactor | |||
| Gearbox | 171:1 – 2 Stage Planetary & 2 Stage Spur gear | |||
| Brake | Gearbox mounted 100% load holding proportional friction brake | |||
| Clutch | Rotating Ring Gear – 90u00b0 Turn Handle (no lift) | |||
| Fairlead | Two Position, Aircraft Grade Aluminium Hawse Fairlead or Stainless Steel 304 Roller Fairlead | |||
| Finish | Electrophorus Pretreated Black Satin Powder Coat | |||
| Waterproof ratings | IP68 Winch Motor and Gearbox | |||
| Warranty | Limited Lifetime Warranty (7 Year Warranty on Electrical Components) | |||
| Certifications | CE | |||
Nine years ago, Darryl Kimmoe was en route to a friend’s place in his Nissan Patrol when he was lured in by a spicy-looking track – now closed – within the Wombat State Forest in Victoria.
“I was driving to a mate’s property and decided to do this track quickly as it was on the way,” Darryl explained. “Drove in full gusto, and ended up sliding into the creek.”
Darryl managed to get a mate to come down in his 2WD HiLux, but as the track was so sloppy they ended up using four snatch straps to clear the mud. After some time spent heavy-duty snatching, they finally managed to get the Patrol out of the muck.
They let it sit for a while, checked fluids and hit the fuse box with WD40. “It fired up straight away and we continued the drive, although it was completely soaked. The complete dash was under water and the CD player randomly came back to life a few weeks later,” Darryl laughed.
When asked if he has any advice to offer following this incident, Darryl said to make sure you carry recovery gear… “and have decent mates that will drop everything to come out and help!”
• Voucher can only be redeemed through www.maxtrax.com.au
• When using the voucher, any outstanding balance can be paid as normal.
• If you don’t spend the whole thing, the remaining balance can be used on your account in the future.
• The voucher will expire 3 years from the date of activation.
It’s currently running 265/75R16 tyres on ROH Vapour wheels. Plus it has an Old Man Emu two-inch lift; Rhino-Rack platform; Darche 180 awning; and an Ironman 4×4 canopy on the back with bar work. In the tub I have fitted drawers with a 45-litre Kings fridge on a slide, powered by a 125A Enerdrive lithium battery with a 2000W inverter. Also in the back is a Travel Buddy 12-volt oven. I have an ARB compressor on-board to run the rear locker.
On the front I have an ARB Deluxe bull bar with Kings 8.5-inch Laser driving lights, plus a Kings 12,000lb winch to get me out of trouble. It also has an Ironman 4×4 four-inch snorkel, as well as a three-inch exhaust… and probably more things I have forgotten. The Vic High Country would be one of the best places I have taken the Triton. Can’t wait to get back there – Liam Fenwick
Mods include a 2.5-inch Fulcrum Formula lift; 33-inch Mickey Thompson MT tyres; TJM bar work and underbody protection; GME XRS UHF; Stedi Type-X Pro spotties; ProVent diesel pre-filter and catch can; Redarc dual battery system; XTM drawer system; Dometic fridge drawer; Domin8r X winch; Toyota snorkel; Rhino-Rack Backbone Pioneer roof platform; and a HIKE IT X9 throttle controller. The best place I’ve taken it would be to the re-opening of the Owen Springs circuit a few years ago in Alice Springs – Keats Masters
She’s done Perth to Kununurra a couple of times with a stop at Exmouth. I’ve also taken her to Albany, Sandy Cape and a few other places with my local 4×4 group. I’m actually on the road right now to Broome for The Gibb Challenge. My absolute favourite place to go is the Kimberley, but my dream trip would be to Cape York. I did it in a mate’s 100 back in 2018 and would love to go back. Mods include a winch, bull bar, three batteries under the bonnet (two main; one to give power to the rear), rear drawers, awnings, and a roof rack – Alison Renton
The D-MAX is running ARB bar work; Warn winch; Lightforce spotlights; GME XRS; Safari snorkel; ARB canopy; MSA drawers; ARB 60-litre fridge; 120A dual-battery system with 170W solar panel; two-inch OME suspension; and a Darche 270 awning. It has been to Bendleby Ranges multiple times, doing most of the tracks. So many places I want to take it – Rhys Kretschmer
She’s not a 4×4, but the Caddy has taken us on some great adventures and always seems to lead us on to dirt roads. It has a full custom aluminium drawer system; slide-out cooker and kitchen with an Engel fridge; two 120Ah Slimline batteries; and a DC-DC charger/MPPT solar controller with two Renogy flex panels on the roof. All remote systems are monitored through the car’s head unit. Other gear includes a 270 awning; roof-top tent; gas-powered hot water and shower tent with 60 litres of water on board; and Yokohama Geolandar A/T tyres. We spend a lot of time camping at Tenterfield and Glen Innes, NSW – Justin and Terri Cassidy
Simpson Desert and Robe, SA, are my favourite places. Modifications include a two-inch lift with Fox shocks, Cepek mud-terrain 35-inch tyres, Smittybilt front and rear bars, a 12,000lb winch, and rear lockers – Teagan Hart
We recently caught wind that there was a warehouse full of all-electric F-150 Lightnings in Brisbane – converted to right-hand drive, no less – so we went knocking. It turns out AUSEV – who brings the Lightnings in, converts and then sells them – said yes to our proposition, which went something along the lines of: “Please let us take one of them off-road… we’ll be gentle.”
The F-150 Lightning Extended Range we picked up was remanufactured to RHD by Advanced Manufacturing Queensland (AMQ). Like AUSEV, who sells them, AMQ is a subsidiary of the broader BOSSCAP Group of companies.
These guys have been converting cars to right-hand drive for around a decade, with a particular focus on yank tanks through sister company AUSMV. However, as of this year, the company has turned its focus to electric vehicles, the first of which is the F-150 Lightning.
We picked up the Lightning with around 90 per cent charge, or 400km of range, from AUSEV’s conversion facility at Brendale in Brisbane’s northern suburbs. The plan was to shoot north, 60km or so to the 4×4 beach at Bribie Island. Using 120km of charge for the journey there and back, we’d have 380km to play with on the sand. Beauty.
We wouldn’t have known this was converted if someone didn’t tell us, and we were actively trying to spot imperfections. The guys also fitted this demo model with 18-inch Method Wheels (which look small on an Effie) and 275/70 R18 Maxxis RAZR all-terrains, plus a ReadyLIFT 2-inch lift kit. They told us they actually had 35s on it but they scrubbed, so the decision to move down to 33s was made.
A week prior to this drive, we’d used a couple of LWB F-150 XLTs to drive 2500km in convoy from Melbourne to Alice Springs for the Finke Desert Race, so the layout felt familiar. The Lightning is every bit an F-truck inside, with lounge-like comfort and fold-out-this and fold-out-that, not to mention all the switches. It’s still fairly utilitarian for an EV, though, clearly aimed at work or adventure rather than straight-out luxury.
In fact, aside from the huge digital dash and 12-inch infotainment screen, which display all matter of battery and driving range data, you wouldn’t necessarily know you’re in an electric Effie. We like that they haven’t tried to reinvent the wheel here, or change a good thing.
The liquid-cooled battery is completely sealed, keeping water and dust out, and electric motors are housed where the diffs would normally sit, with half shafts sending drive to each hub. It’s all covered by underbody protection, but we wouldn’t want to test how well it bounces off a rock. Serious underbody protection would be one of our first purchases, given how much of the vehicle’s value lies beneath it.
The total output across both motors is 433kW/1050Nm, which feels as insane as it sounds. Despite the gargantuan torque underfoot, it has a rated range of 515km on a single charge which is, based on our testing, pretty accurate. All that power means the Lightning will shoot to 100km/h in around four seconds, which puts it neck-and-neck with the F-150 Raptor R and Ram 1500 TRX, but it feels quicker than the stopwatch suggests.
It accelerates more dramatically than other EVs, likely because the Maxxis RAZR tyres weren’t designed to wrangle 1050Nm – from zero rpm – as they squeal and squirm under load. The best way to describe the acceleration is that it shocks the senses during the initial ‘hit’ of torque, but doesn’t continue to build like a big-power engine. It’s more of a blunt-force impact than the three-punch combo we are used to – the noise, smell and buildup of combustion power.
It’s extremely addictive to punch up to speed, before settling right back into regular, whisper-quiet driving… aside from the tyre noise, which seems 10 times louder than usual in an EV.
You don’t choose the level of regen you want, you just choose from Normal, Sport, Tow or Off-road modes and hit it. There is the option of ‘one-pedal’ driving, but it throws the anchors on hard with every lift off the accelerator pedal. We preferred using both pedals, especially off-road where momentum isn’t something we want to give away for free.
On a side note, the pedals are adjustable, which is an Effie feature that should be standard in more vehicles. A little switch to the right of your accelerator leg adjusts both pedals up or down, letting you fine-tune the position.
This Lightning has all the same passive and active safety technology we have come to expect in high-end Ford models, with the usual pre-collision warning, autonomous emergency braking, rear cross-traffic alert and a 360-degree camera system. During our on-road driving, though, we didn’t notice any of the technology interfering with or annoying us.
These Lightnings will tow a full 4500kg, but payload is limited to 885kg, which has a for the 1.6m tub. It’s a heavy ute, tipping the scales at nearly three tonnes, which eats into GVM.
Effie’s and other 1500 class utes – denoting their payload in pounds – are best suited to those who plan to tow, which a lot dual-cab owners do. Seriously heavy canopies are possible, with a GVM upgrade, but a camper trailer is ideal behind one of these. We recently towed two 4-tonne-plus trailers behind petrol F-150 LWB XLT models – for that Finke trip mentioned earlier – and for pulling weight, American pick-ups are unmatched by anything else you can drive on a car licence.
The 2.0-inch lift and bigger rubber on our test vehicle improves on these numbers, but is still not a match for something like a LandCruiser or Patrol. Then there is the inherent heft of a battery-powered 4×4, tipping the scales at 2885kg, which isn’t normally ideal in sand or mud. But what 1500-class utes lack in genetic potential, they make up for in attitude, and with this much (instant) power all of the numbers were quickly forgotten.
We aired down to 30psi at the beach entry, purely because we wanted to see if it would do it with plenty of air left in the tyres. It did, and it probably would have been fine with the full 40psi. Flicking into off-road mode locks the rear diff, turns traction control off and it’s ready to go. It’s that simple. The beach entry was eventful, because the lightning throws ‘accidental’ roost if you even breathe on the accelerator.
The Bribie access track is a good gauge for suspension, too, because it’s rough year-round. We could feel the weight of the Effie but coils at the rear help and a lot of its weight is down between the rails, so it feels lighter than it is. Laying under the vehicle after getting onto the beach, it doesn’t look all that different but did confuse us at first. “Where’s the exhaust?” our photographer asked before quickly remembering it doesn’t have one. The layout is logical, with front and rear diffs (housing motors), shafts, hubs and all the arms you’d expect on a 4×4 ute. The battery is tucked up between the rails, so you can’t even see it from underneath.
While the chassis and general layout is similar to that of a petrol F-150 – bar the missing engine over the front-end – the biggest change is independent suspension all around.
Gone is the live axle and leaf springs at the back, with an independent coil-spring setup in its place. The rear control arms are enormous and even the rear shock mounts look unusually beefy… presumably to handle all that twist. Speaking of twist, performance on the sand is unreal. We don’t really know how else to put it. In a diesel or petrol vehicle, power builds as engine (and wheel) speed increases, so you’re moving by the time peak torque is there. In the Lightning, the full 1000Nm wack-in-the-back is ‘on’ from zero rpm.
Suddenly, with no delay whatsoever, it spins up all four wheels and actually requires careful throttle control to avoid digging a hole. It needs to be babied a bit on soft sand, at least until you’re up and moving, but then it’s a riot. We don’t condone foolishness, but it’s hard not to slam the pedal to the floor in the Lightning. It accelerates like a three-tonne UTV, which is the closest thing we can liken it to. This leads us to the consequence of driving it hard, which is diminished range. Before you nod, agreeing that EVs are doomed because of their range limitations, let’s just acknowledge that lead-footed driving does the same thing in a combustion car.
What the F-150 does is offer an accurate kWh/100km reading, which shoots up during off-road work but remains true to the claims made by Ford. Some earlier EVs we drove, and trucks too, gave blatantly unrealistic range indications and plummeted once they got down to 20 or 30 per cent charge.
This system is pretty simple: monitor the kWh/100km readout and range indicator, while factoring in the 131kWh total capacity. It’s like watching your fuel gauge, knowing you’re into the 20s off-road but will drop back to 10L/100km on the highway, and managing consumption that way.
The average energy use was showing 22kWh/100km when we picked it up, but after beach work it was up to 34kWH/100km. Based on the 131kWh battery, that means a range of 385km including off-road driving. With the standard 98kWh unit, you’d be struggling to get 300 clicks with a consumption average like ours.
We would have liked to see what towing does to the range for this Lightning model, but that’ll be one for another time. If it doubles or even triples fuel use in a combustion vehicle, we can assume it’ll do similar in an EV. The reality is, most beaches and tracks are pretty close to a servo and most have a charger these days. We found one around 10-minutes drive from the beach access track, but had enough range to get back to Brisbane if we wanted to.
A BP Pulse charger pumped around 50kW of constant energy into the Lightning, nowhere near the 150kW it can receive, but pretty standard in Australia. The AUSEV guys told us they’ve had it right up at the 150kW mark using their own charger, which will get the battery from 15 to 80 per cent in just under 40 minutes.
The BP Pulse charge cost us around $40, after one false start that only put $15 of juice in before the charger decided to go to sleep – a BP issue, not a Lightning issue. As the chargers get better, the hour I spent having lunch could be down to 30 minutes.
While charging, because it doesn’t take an hour to eat a sandwich, we had a proper look around the Lightning. It has four 120V power outlets at the rear and another four inside the ‘frunk’, the 400-litre front trunk compartment where the engine would otherwise be, but these have been disabled (blanked-out) for compliance reasons. AUSEV told us they have engineered an aftermarket solution, though.
Essentially, this means you could run a fridge off outlet power, the frunk being a particularly handy weather-sealed spot for one. The entire vehicle can also put out up to 9.6kW, using the vehicle’s bi-directional charging function, giving you a powered campsite on wheels.
It also has a zone lighting feature, similar to that found in new Ranger and Everest models, which lets you illuminate sections of the vehicle depending on where you need light. Not much good during the day, but a lifesaver if you get to a campsite at night.
AUSEV offers the extended range Lightning for $209,900 plus on-road costs, and the standard range Commercial spec for $179,000. Our Luxury spec tester had an extra $10,000 thrown at it for the purpose of bettering its off-road ability.
AUSEV also offers a five-year, unlimited kilometre warranty for all Lightning models, which includes five years of complementary servicing. As is the case with other EVs, servicing requirements are seriously reduced and all it needs in the first year is a cabin air filter.
The point of the Lightning is probably not to have as much fun as possible off-road like we set out to do, and early electric adopters don’t seem that way inclined. But the fact it can be done is a win in our books. Driven sensibly during the week, packed up for weekend getaways, and occasionally used to embarrass just about anything at a set of lights, it’ll do it all.
| 2024 Ford F-150 Lightning | |
|---|---|
| Price | $209,900 +ORC |
| Engine | Dual eMotor 4WDu00a0 |
| Max power | 433kW |
| Max torque | 1050Nm |
| 4×4 system | Full-time 4×4 with locking rear diff |
| Construction | 4-door ute body on separate chassis |
| Suspension | Fully independent with coil springs |
| Tyres | 275/70 R18 Maxxis RAZR all-terrain |
| Weight | 2885kg (tare) |
| GVM | 3878kg |
| GCM | 7756kg |
| Towing capacity | 4500kg |
| Payload | 885kg |
| Seats | 5 |
| Battery | 131kWh |
| Charge time (15-80%) | 150kW DCFC 38 minutes |
| Consumption (tested) | 22kWh/100km (road) / 34kWh/100km (sand) |
| Approach angle | 24.4u00b0 |
| Ramp over angle | 17.6u00b0 |
| Departure angle | 23.6u00b0 |
| Ground clearance | 213mm |
| Wading depth | 610mm |
Inspired by the success of the Ranger Wildtrak X that was released in the second half of 2023, Ford this time took the spanners to its Sport double-cab bi-turbo 4×4 variant, adding a suite of equipment to heighten the Ranger’s off-road nous.
Just like the Wildtrak X, the Tremor gets specifically developed off-road suspension in the form of Bilstein position-sensitive dampers (with external reservoirs). The new suspension package – combined with the addition of 17-inch black alloy wheels, General Grabber AT3 all-terrain tyres, and wheel-arch mouldings – has increased overall ground clearance by 26mm and track width by 30mm.
“Ranger Tremor builds on the success of the popular Wildtrak X, offering the same enhanced capabilities, making it ideal for tough Australian conditions,” said Ambrose Henderson, Ford Australia Marketing Director.
“The Tremor takes the highlights of Wildtrak X and combines them with the Sport series, resulting in a more budget-friendly off-road warrior that’s ready to-go for the adventures that hard-working Aussies love.”
The Tremor is powered by the proven 2.0-litre bi-turbo diesel engine, mated to a 10-speed automatic transmission and generating 150kW and 500Nm in the process. It also utilises a full-time (4WD) system that includes Trail Turn Assist, Rock Crawl drive mode, and Ford’s Trail Control (essentially off-road cruise control).
The circa $70K price tag places the dual-cab between the 2.0-litre bi-turbo Wildtrak ($69,390) and the V6-powered Sport ($70,090), making it the most premium 2.0-litre bi-turbo variant in Australian showrooms. Excluding the Raptor ($89,190), the 3.0-litre V6-powered Platinum remains atop the Ranger line-up at $79,390.
Visually, the Tremor differentiates itself from the Sport variant by adding a honeycomb grille with auxiliary LED lamps; a front steel bash plate; cast aluminium side steps; a long-legged sports bar; and Tremor branding. Inside, it gets Tremor-embossed seats; Tremor-branded all-weather floor mats; and an overhead auxiliary switch bank for aftermarket accessories.
The Tremor is expected to bolster the dominance Ford already has on the new-car market – a total of 30,620 Ranger 4x4s have been sold so far in 2024, the most of any 4×4 vehicle by a whopping 5640 sales.
Originally based in the suburb of Warner in sunny Moreton Bay – a 4×4 hot spot – Superior Engineering spawned in 2002 as a sole-operated, home-based business that manufactured just the one product – in its infancy, owner and current director Michael Hayes manufactured a drop shackle for the Toyota Hilux.
From these humble beginnings, Superior Engineering escalated to become the home-grown success story it is today, where it now utilises a purpose-built, 3000-square-metre facility as its base. Opening in 2022, the massive all-encompassing facility located in Burpengary, Queensland – along the Bruce Highway – houses a new factory, warehouse, showroom, fitting bays, and retail outlet.
It’s here at this new facility where Superior Engineering now manufactures and distributes a range of premium 4×4 equipment including its well-renowned suspension accessories and lift kits, but also a wide range of driveline components and 4×4 accessories – anything from diff drops, fridges, recovery gear and more. As well as designing, manufacturing and supplying a massive range of equipment, the company also installs products at its state-of-the-art workshop within the facility. The workshop houses four service and fitting bays, with a team of qualified mechanics and auto-mechanical fitters on-site to perfect your 4WD build.
“Customer feedback has been fantastic,” said Michael Hayes, director and owner at Superior Engineering. “Our new purpose-built facility has allowed us to speed up manufacturing and increase stock holding, which has made our dispatch times very efficient. This has been a huge benefit for our stockists and customers.
“We are always innovating and growing with the demand; our manufacturing facility only recently had two new machines installed – a CNC mill and lathe – that will further streamline our processes and increase efficiencies. Keeping as much as we can manufactured here in Brisbane and being able to advertise that Australian-made logo.”
Priding itself on developing, manufacturing and selling “superior” products, Superior Engineering is now one of Australia’s biggest manufacturer and supplier of 4×4 accessories and suspension components. Its full suite of R&D staff are avid four-wheel drivers who live and breathe the lifestyle, and the products are built – utilising the latest in CAD programs and CNC machining systems – to meet their lofty standards.
Superior Engineering fits suspension and accessories in-house; plus the company also covers steering and suspension components, presswork, bar work, MIG-welding, metal fabrication, CNC lathe work, laser cutting, bending, machining and turning.
This expert workmanship when combined with high-quality materials results in a premium product, with essentially every type of 4×4 make and model catered for. Super Engineering’s range of aftermarket suspension equipment includes but is not limited to: Hybrid 5 Link, Hyperflex, Superflex and Hybrid radius arms; coil conversions; drop boxes; shock absorbers; coil springs; leaf springs; steering arms; steering dampers; shackles; bushes; drag links; tie rods; coil tower braces; control arms; and airbags.
Despite Superior Engineering’s prowess in suspension components, it also develops and produces its own chassis repair plates. Other branded products include bull bars; chromoly heims; coil spacers; air compressors; e-Lockers; exhaust systems; diesel power chips; snorkels; switches; winches; recovery gear; water tanks; lights; roof racks; long range fuel tanks; rock sliders; and even roof-top tents.
The state-of-the-art showroom located within the facility is manned by an experienced crew of specialists, so that the 4×4 public – both new and seasoned explorers – can be guaranteed they’ll leave with an individualised 4×4 set-up tailored to their requirements.
In addition, Superior Engineering also stocks and distributes a range of products from other brands including Airbag Man; Bilstein; Bowdens Own; Brown Davis; Camp boss; Carbon Offroad; Carli Suspension; Clearview; Dobinsons; Dometic-Waeco; Dynatrac; EFS; ERPS; Front Runner outfitters; GME; Hardkorr; Hayman Reese; Hema; Icon Vehicle Dynamic’s; King Springs; Legendex; Lightforce; Maxtrax; Mean Mother; Metalcloak; MSA 4×4; Profender 4×4; Rhino 4×4; Rugged Radios; Runva; Safeguard Cargo Nets; Salt Shift; Simpson Racing; Stedi; STR Racing Products; Tough Dog; Trail Gear; Uniden and Warn.
“Our most wanted product is our popular Superior Coil Tower Brace kit, suitable for Nissan GQ/GU Patrol utes and body-lifted wagons,” Michael Hayes told 4X4 Australia.
“Our flavour of the year thus far is our street-legal lift kits, which we, stockists, and our customers love. With strict Australian vehicle modification laws, we put a lot of effort into ensuring we can offer our customers fully street-legal kits from pre-registered Second Stage Manufacture kits to our QLD VSB14 Street Legal kits with a range of different makes and models available.
“This allows our customers to tour the most remote locations or take on the hardest tracks around with zero worry of being defected while still driving a car built to take on anything,” he added.
With a burgeoning list of patented products, and an enormous catalogue of quality suspension and aftermarket components, Superior Engineering is a true one-stop shop for your 4×4 build – big or small.
Based on the Ford Ranger ute platform, this is one of the better ute-based SUVs for driver engagement and up-to-the-minute standard safety equipment, as well as being a strong heavy towing candidate, with its 3500kg (braked) capacity.
Even though it’s not built here, a lot of the Everest’s engineering was done in Australia, so it could lay claim to being built for our conditions more than most. The new Everest is a new benchmark for large 4WD ute-based wagons.
In addition to the Wheels COTY award, the Everest was also judged Best Off-Road Large SUV Under $70K and Best Overall Large SUV in our Wheels Best Large SUVs series.
The Ford Everest range all comes with the technology we all expect such as Apple CarPlay and Android Auto connectivity, and comprehensive safety resulting in a five-star ANCAP result. The Ford five-year/unlimited km warranty is about average.
| 2024.5 Ford Everest variant | Pricing |
|---|---|
| Ambiente 4×2 bi-turbo diesel | $53,990 |
| Ambiente 4×4 bi-turbo diesel | $58,990 |
| Sport 4×2 bi-turbo diesel | $63,490 |
| Trend 4×4 bi-turbo diesel | $66,790 |
| Sport 4×4 V6 diesel | $72,490 |
| Platinum 4×4 V6 diesel | $79,490 |
It is classed as a large SUV, and aside from obvious sheetmetal changes, different trim specs and the use of a coil-spring rear axle instead of leaf-spring, it shares much with its ute sibling the Ford Ranger.
| 2024.5 Ford Everest Ambiente standard features | |
|---|---|
| 17-inch alloy wheels with full-size spare (18-inch alloys with all-terrain tyres optional, $1350, 4×4 only) | LED headlamps and daytime running lights |
| Five seats (seven-seat optional, $1200) | Front fog lamps |
| 10.1-inch Sync 4 infotainment system | LED tail-lamps |
| Wireless Apple CarPlay and Android Auto | Power-folding exterior mirrors |
| Connected satellite navigation | Rain-sensing wipers |
| DAB+ digital radio | Keyless entry and push button start |
| FordPass Connect with embedded modem | Dual-zone climate control |
| Eight-speaker audio system | Black side steps |
| 8-inch digital instrument cluster | Two front tow hooks |
| Wireless phone charger | Driveru2019s floor mat |
| Remote startu00a0 | Electrochromatic rear-view mirror |
| Cloth upholstery | Pull-out cup holders |
| Eight-way manually adjustable driver’s seat | Open storage shelf |
| Four-way manually adjustable passenger seat | Steel underbody protection (4×4 only) |
All Ford Everests in Ambiente, Trend and Sport trim have a 2.0-litre bi-turbo diesel as standard, with the 3.0 V6 turbo-diesel in Sport 4WD and standard for Platinum. All have a 10-speed automatic and the only major mechanical option for Ambiente and Sport trim levels is to choose either the 4×2 (rear-wheel drive only) drivetrain or full-time, dual-range 4×4, which in Sport and Platinum you must choose the V6 diesel engine.
Aside from the steel underbody protection plates and locking rear diff only available on 4×4 (where is it standard on all spec levels), there is no difference otherwise between 4×2 and 4×4 in trim line features.
| Everest Trend (in addition to Ambiente) | |
|---|---|
| Zone lighting (new) | Power-folding, heated side mirrors with puddle lamps |
| Black stand-off roof rails (new) | Leather upholstery |
| 18-inch alloy wheels (all-terrain tyres optional, $700) | Eight-way power adjustable driveru2019s seat |
| Seven seatsu00a0 | Leather-wrapped steering wheel |
| 12.0-inch infotainment system | Driver and front passenger floor mats |
| Rear privacy glass | Second upper glove box (no open shelf) |
| Electric tailgate | Off-road screen |
| Selectable drive modes (sand/mud and ruts modes) | |
| Everest Sport (in addition to Trend) | |
|---|---|
| 20-inch black alloy wheels (18-inch alloy wheels with all-terrain tyres optional at no cost) | 10-way power-adjustable driveru2019s seat with memory |
| 10-speaker audio system | Eight-way power-adjustable passenger seat |
| Black exterior trim with Sport bonnet lettering | Unique interior colour accents |
| Leather upholstery with Sport embossing | Hands-free electric tailgate |
| Heated and ventilated front seats | |
| Everest Platinum (in addition to Sport) | |
|---|---|
| 21-inch alloy wheels (18-inch alloy wheels with all-terrain tyres optional at no cost) | Tyre pressure monitoring system |
| 12.4-inch digital instrument cluster | Plastic underbody protection (steel available as a no-cost option) |
| 12-speaker Bang and Olufsen audio system | Satin chrome accents |
| Matrix LED auto-levelling headlights | Premium leather-accented quilted seats |
| Dual-panel power-sliding panoramic sunroof | Heated steering wheel |
| Silver roof rails | Heated outer second-row seats |
| Power-folding third-rowu00a0 | Premium front and rear floor mats |
| Ambient lighting | 360-degree camera system |
| Automatic park assist | |
The AEB can initiate a full emergency stop automatically from speeds up to 80km/h if the system senses you are in danger of driving into something. First it sounds a warning; if you ignore that, it applies the brakes partially; and if you do not intervene it applies maximum braking.
The AEB is capable of detecting and reacting to vulnerable road users, such as pedestrians and cyclists, in daylight. There’s also rear AEB, which fwill warn of an obstacle and stop when vehile when travelling in reverese at speeds between 2-12km/h.
There’s also a standard reversing camera and a seatbelt warning for every seat. Dusk-sensing headlights, nine airbags and the mandatory stability control top-up an very strong standard safety package.
The Everest Platinum’s Active Park Assist, 360-degree camera and tyre pressure monitoring add to what is already extensive safety across the range.
The Australasian New Car Assessment Program (ANCAP) rated all models of the current-generation Everest at five stars for safety, its maximum, in 2022.
Up front, the seats are comfortable, the mix of materials strikes a nice balance between feeling premium and hardwearing, and there’s ample storage thanks to large cup holders, generous door bins and a deep centre console.
The cabin design feels modern and premium, too, and the Everest trounces its rivals when it comes to infotainment.
Like the new Ranger, the Everest is built on Ford’s heavily updated T6.3 platform
The portrait-style 12.0-inch central screen In Trend and Sport) is quick to respond and easy to navigate thanks to a logical menu structure and, mercifully, it retains a dedicated panel for the HVAC controls at the bottom so you don’t have to click through multiple submenus to adjust the temperature or fan speed.
There’s also plenty of room in all three rows. Like the new Ranger, the Everest is built on Ford’s heavily updated T6.3 platform and the wheelbase has been stretched by 50mm. Unlike the new Ranger, however, which has a slightly cramped rear seat, the Everest’s second row offers plenty of space.
Ford says the middle seat has been redesigned to improve passenger comfort and Trend variants and above also score an additional set of USB ports (to make a total of five), which is useful to keep the kids’ devices powered up.
Speaking of, those relegated to the very back seats won’t feel too hard done by thanks to improved shoulder room and decent vision out through large windows.
Taller adults might find it a touch squishy for knee- and headroom but there’s plenty in the way of amenity including two cup holders, a slot to store a tablet and dedicated air vents in the roof.
And importantly, curtain airbags cover all three rows of seats regardless of what Everest variant you choose. In fact, the level of standard safety equipment is impressively high across the entire Everest range.
With all three rows of seats in use, Ford says there’s 259L of boot space available which is large enough for a few golf bags stacked on top of one another.
Drop the third row and your boot grows to a generous 898L or with all the back seats folded you’ll have 1823L at your disposal. Need some context? A Fortuner offers 200L/716L/1080L so it’s a clear advantage to the Ford in the load-lugging stakes.
This is the Everest’s biggest strength. In a segment that tends to feel fairly agricultural when it comes to steering feel and bump compliance, the Everest’s dynamics are remarkably polished. Even tight and challenging mountain roads, that would have made most large SUVs feel slow and ponderous, the Ford took on more like a traditional monocoque family SUV than a ladder-framed wagon.
The steering is naturally weighted and a good speed at 3.2 turns lock to lock, plus there’s none of the vagueness off centre that you get with many rivals. The seating position is bang on, too, thanks to ample reach and tilt adjustment on the steering wheel.
Body control is also nicely contained for such a big vehicle. On twisty sections, the Trend stayed commendably flat and unflustered despite several quick changes of direction. Happily, the ride is also relatively supple, despite the firm hand needed to keep the body in check, and the Trend’s 18-inch alloys do a decent job of ironing out all but the biggest of surface imperfections.
You do occasionally notice a telltale tremor or shake through the body that plagues all body-on-frame vehicles but for the most part, the Everest handles like a conventional SUV.
The 2.0-litre bi-turbo is impressively quiet on the freeway but it can get vocal at higher revs and under hard acceleration there’s noticeable diesel clatter to contend with.
At least there’s plenty of performance to exploit. With 154kW/500Nm on tap, the diesel feels reassuringly muscular and while the engine is mostly carried over from the previous Everest, Ford’s engineers have made changes to improve reliability.
The 10-speed automatic transmission has also been improved. In the previous Everest and Ranger, it could hunt for the right ratio but this time around it’s more assertive. In saying that, the gearbox isn’t perfect. We felt the occasional bum shift and on a part throttle over hilly terrain, there was some driveline shunt.
The 3.0-litre V6 is smoother, quieter and with 184kW/600Nm it’s also noticeably more muscular. Weirdly, the performance gap between the 2.0-litre and 3.0-litre engines feels wider than it does in the Ranger.
In the Everest, the V6 is noticeably more urgent and while every Everest has a braked towing capacity of 3500kg, it’s the larger capacity engine we’d recommend if you plan to tow on a regular basis.
Ford’s engineering team set a goal early in development that the second-gen Everest had to be better to drive on-road and off-road, not one or the other, and in several key metrics this new model is an improvement.
Moving the wheels closer to the corners of the body has increased wheel articulation and reduced head toss for occupants. Shorter overhangs have also improved the approach and departure angles, which now sit at 30.4 degrees and 25.3 degrees respectively. The ramp-over angle is also better than before at 22.2 degrees.
Even if you manage to repeat exactly the V6’s average claimed consumption you’d still get 941km before running out of a full tank.
You’ll need to visit the dealer for scheduled servicing every 12 months or 15,000km, whichever occurs first, and the most you’ll pay for each of the first four visits is $329 under Ford’s capped-price servicing program.
The problem is that for not quite $5K more, you can get the Sport 4WD with its V6 engine – which opens up a while lot more performance, potentialespecially if you’re towing heavy trailers.
