For many years, 4×4 owners have been motivated by the desire to escape the hustle and bustle of city life.

However, these same owners do not always want to give up the comforts of home, and as a result, the amenities that they take with them on their travels have evolved over time.

Thanks to the constant advancement of modern technology, 12V fridges now allow travellers to spend more time in remote areas, pie ovens can cook food while they drive, and 240V induction hobs eliminate the need to carry gas bottles. And let’s not forget about those all-important coffee machines.

All of this technology requires a significant amount of power, which is provided by the ever-improving LiFePO4 battery industry.

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Designed to work

Having accumulated a wealth of experience manufacturing designer HDPE (high density polyethylene) canopies, WA-based Core Off-Road decided to build its own Power Box range of lithium battery based power stations, simplifying installation of auxiliary power into any 4×4.

Listening to what customers were asking for in their builds, the team at Core Off-Road came up with three designs based around known quality components, with each succession adding more capacity and features.

Amped up

While capacity is an important factor for auxiliary power, an equal if not more important component is how easily that capacity can be restored and maintained.

All three versions of the Power Box feature a Redarc BCDC1225D 25A charger, which allows inputs from the vehicle’s start battery/alternator as well as from a solar panel/blanket simultaneously. The Redarc unit prioritises solar input, should both be available, taking load off the vehicle’s alternator.

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A Victron 500A Smart Shunt is also incorporated into each model of Power Box, providing a realtime data feed to a user’s mobile device. Information such as capacity in remaining days, charge and discharge rates, and cycles over a 30-day period provide users with an easy way to keep an eye on power usage, or to review it later.

The ability to shut the whole Power Box unit down with a dedicated 200A main isolator is found on each model’s front face, which can be quickly accessed in an emergency, or when the unit will be left unused for an extended period of time.

PB-100

The PB-100 is the entry-level model and the most compact of the range weighing just 17kg and priced at $2450.

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It measures 199mm (L) x 474mm (W) x 324mm (H) and packs a 100Ah Powertech lithium battery. All plugs are found on the front face with Anderson plugs for 50A of solar and vehicle (alternator) inputs.

There are outputs aplenty with one 25A Anderson plug, two 12V merit plugs, and two twin USB outlets. All outputs feature resettable breakers, with everything clearly labelled and easily accessible.

PB-150

The middle child in the family weighs in at 24kg and costs $3250.

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It measures 196mm (L) x 646mm (W) x 345mm (H), which is the ideal shape for it to be hidden away in the void behind the wheel tub and a set of draws on a dual-cab ute. With a 150Ah capacity it has a few tricks hidden up its sleeve when it comes to big power delivery.

As well as running the same power outputs and front facia panel as the PB100, it also has the capacity to power inverters up to 1000W capacity through a rear mounted 120A rated Anderson plug. There’s another Anderson plug rated to 40A alongside it too, with auto-reset breakers for the pair located internally.

PB-200

The PB-200 is the big kahuna at 32kg and priced at $3995.

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It measures 266mm (L) x 680mm (W) x 345mm (H), and features the same front-mounted merit and USB outlets as its smaller companions, but also packs 10 resettable breakers, and five Carling switches across its front face.

Inside there’s a 200Ah lithium battery, while at the back there’s a 12-pin Deutsch plug allowing for a simple plug-in connection to provide switched power to canopy staples like light banks, inverter, stereo, water pump, or even relay control for high-draw items like a compressor.

Two of the pins act as an isolator, so no pins remain live once the plug has been removed. The remaining 10 pins are allocated to each of the five front switches.

With the extra battery grunt available, a 1500W inverter can be run from the PB-200’s rear-mounted 150A Anderson plug, while four more 40A plugs increase the options for powering other appliances.

If 40A isn’t enough to run a power-hungry device, then a piggy-back Anderson plug loom is available to bridge two 40A outputs into one, doubling the available current.

Real-world testing

The day before a month-long north-west trip, I decided to drop a PB-150 into the trusty HiLux to power a big Engel fridge, a pie oven, a water tank pump and an air compressor.

I had to wire in the power supply cable for the Power Box that I situated in the gap behind the wheel arch in the tub; it took 40 minutes and a half-dozen cable ties to route the Power Box’s pre-terminated and fused 5m in-vehicle charging cable. And as everything else – battery monitor, DC-DC charger etc. – is already wired in, that was it!

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Recharging was done through the vehicle on this trip with no solar input, and the PB-150 lasted for days while sitting at camp, and was quick to recharge from its lowest point within a couple of hours of driving.

The corrugations we encountered on the trip were enough to loosen fillings, but the PB-150 kept on doing its thing without any fuss. Even when doused with all the dust the Karijini could throw at it, the Power Box worked as it should.

These Aussie-designed and built power stations live up to their promise; they are easy to install, provide ample power and have so far proved durable, no doubt as a result of the hard yards put into their development.

Ford’s conversion partner has revealed they’d relish the challenge of converting the 2023 Ford Bronco to right-hand drive, injecting fresh hope that the retro-styled SUV will join the Aussie line-up.

RMA Automotive is Ford’s remanufacturing partner on the F-150 project, with the conversion work taking place in a brand new 21,000 sqm facility in Michleham, north of Melbourne.

The new venture will see RMA produce 20 converted F-150 utes per day, though General Manager Trevor Negus confirmed the facility has capacity to produce more and take on other Ford products.

I think it’s very doable and I’d love to have that challenge

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“Absolutely. The whole facility has been built with other products in mind, I guess,” said Negus. “So we’ve got the capacity to take larger F series. We’ve got the capacity to take other vehicles. And as you pointed out, we’ve got another shift to go to.”

Negus’s mention of “larger F Series” is intriguing and could indicate Ford is considering converting the 2024 F Series SuperDuty, which was refreshed with a new generation model last year.

Aside from the bigger trucks, two products are known to be firmly on Ford Australia’s radar for conversion, the F-150 Lightning and Bronco.

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The Bronco shares the same T6 underpinnings as the Aussie-developed Ford Ranger and Everest and a left-hand drive Bronco development vehicle has already been spotted several times around Melbourne.

Ford also recently confirmed the Bronco will soon be made in China through a joint venture with Jangling Motor, leading to speculation that deal could help free up some Bronco supply for Australia.

As for whether RMA Automotive has already assessed the Bronco to convert for Aussie roads, Negus simply replied: “I think it’s very doable and I’d love to have that challenge.”

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Ford Australia boss Andrew Birkic was diplomatic when quizzed about Bronco’s Aussie chances, saying Ford and RMA need to focus on nailing the F-150 project before expanding to other product.

“Bronco is an amazing vehicle. I’ve been on the record before saying we love it and yeah we’re looking at it but we’ve got nothing to share,” he said. “There will be lots of decisions that still need to be made and we would go through a very rigorous process and do our due diligence on what’s the right way to do it. What’s the most effective way, can we get the supply, is it commercially viable?

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“We’ve also been very conscious of getting this right [the F-150 project]. Sometimes it’s great to look at what’s next and what you could do, but sometimes it’s good just to love the ones you’re with. And that’s what we’re doing.

“Let’s land the plane on this [F-150] and then we’ll have conversations with our seniors in the US and in Bangkok about what’s the art of the possible.”

Imagine pulling into camp and being able to have dinner cooking quicker than you can set up the sleeping quarters.

These Ridge 4×4 kitchen slides make this possible, and in seconds you can have the entire kitchen area prepared and ready to use including the fridge and kitchen sink.

What’s most impressive is that the team at Ridge 4×4 are serious about ensuring these kitchen slides are simple to use, are of the highest quality and are built strong enough to handle the roughest of tracks.

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There are two versions of Ridge 4×4 kitchen slides available, V1 and V2, and both versions are designed to fit a 60-litre fridge.

The V1 features 125kg slides on the fridge, a barbecue pan, a cooking section and 227kg slides on the cutting-bench section. Stored neatly underneath the cooking section are three height-adjustable stabilising legs, which is a good safety feature.

The cooking section includes a windbreak, which can be faced in either direction and is perfect for when you’re trying to cook dinner on a windy night; while the cutting-bench section includes an inbuilt nylon cutting board.

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The V2 has all the features of V1 but adds a pop-out sink and a carpet top with four tie-down points.

Both units are constructed using 2mm steel sheet and utilise lock-out drawer slides so that the kitchen won’t slide back in when you are parked on a slope. Nyloc nuts are used, so you won’t find a nut and bolt rattling around the kitchen after a long day on the Gibb River Road.

If you’re thinking about turning your 4WD into a tourer or modernising your current set-up, Ridge 4×4 has a range of gear that will help you reach your goal. These kitchen slides are one of the best designs out there, and they won’t break the bank.

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Pricing

Ridge 4×4 offers a 24-month warranty on both kitchen slides. The V1 retails for $699 and V2 for $749, keep an eye on the Ridge 4×4 website for reduced prices.

Sponsored content

Late model Isuzu D-MAX, MU-X and Mazda BT-50s are known to suffer from bump steer issues, resulting in excessive tyre wear and, in some cases, undesirable handling characteristics.

The issue presents itself in standard-height vehicles and becomes more prominent as you lift them or add additional weight, like accessories.

Previously, regular wheel alignments were the only tool available to owners to mitigate some of the excess tyre wear and poor handling. Not anymore.

SuperPro has developed a world-first, permanent solution for the D-MAX, MU-X and BT-50, that when fitted to a standard height vehicle reduces bump steer almost entirely. The new Steering Knuckle is a game changer for owners of these vehicles.

Why is bump steer an issue?

Bump steer is the change in toe-in (front wheels pointing in) or toe-out (front wheels pointing out) as the ride height of a vehicle changes.

This occurs constantly while driving as a vehicle oscillates over bumps in the road. This wheel movement is amplified by increased weight from towing, heavy loads, accessories, or when a suspension lift has been fitted.

An excessive amount of bump steer is known to cause premature tyre wear and undesirable steering feedback for the driver.

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What does the SuperPro steering knuckle do to help?

Adam from VideoShowMeHow has the steering knuckle installed on his late-model D-MAX.

“When I saw the D-MAX, pre-install on the alignment laser rig it was very obvious the factory steering geometry could definitely be improved,” he said.

The SuperPro steering knuckle optimises the steering geometry of the D-MAX, MU-X and BT-50, reducing the amount of bump-steer at a range of ride heights.

When fitted to a lifted vehicle, the steering knuckle reduces bump steer by around 75 per cent. This figure is reduced by a further 10-15 per cent when combined with fixed upper control arms. When the knuckles are installed in a standard-height vehicle, bump steer is reduced almost entirely!

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Michael Sargent, store manager at Fulcrum Capalaba, worked closely with the SuperPro research and development team to test fit the product.

“We’ve seen a drastic improvement in the vehicles we fitted the steering knuckle to,” he said.

“I think people are fully aware how much the excess tyre wear is costing them every year and they want it fixed as soon as they can, especially with increased cost of living pressures,” he said of the tyre wear and expense to vehicle owners. “The improvement in handling is an added bonus, helping to reduce driver fatigue.”

Available now!

The SuperPro steering knuckle is available to purchase through fulcrumsuspensions.com.au and local SuperPro stockists. Professional fitment at a suspension service centre is advised.

For further information, visit superpro.com.au or call 1800 385 278. For trade customers, please contact 1300 360 922.

SuperPro now also has a kit with UCAs, which can be found HERE.

A key component of any touring 4×4 build is a suspension upgrade.

Some might ask why this is necessary when the OEM engineers have spent countless man-hours and millions of dollars developing the suspension for the vehicle, so why would you ever need to replace it?

The answer is simple. Like most everything on a production car, the suspension is a compromise. It has to meet acceptable standards for body control, handling, ride quality and load carrying ability, all while meeting a cost per unit to meet the manufacturer’s targets.

They are built to a price and that price is the lowest possible one while achieving the desired performance. Some manufacturers invest more in the suspension of their vehicles than others do and it shows when you drive them.

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This compromise is amplified in a double-cab 4×4 ute as these vehicles are the biggest compromise themselves.

They are marketed to be family vehicles that are capable off-road, able to carry a one-tonne payload, pull a 3500kg trailer, and be a great all-round touring vehicle. In reality, they don’t do any of those things particularly well. Sure, they do an acceptable job, but rarely do they do a good one.

Take the current Ford Ranger for example. Its chassis and suspension deliver ride and handling that are best in class, but start to load it up with weight on the back and the rear springs sag terribly, and it doesn’t take much to have it riding on the bump stops.

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So if you want to tow or carry a load in your ute you will want to upgrade the rear suspension at the very least. You might even want to fit a suspension kit that increases the GVM of the vehicle to allow for heavier loads.

If you are fitting a lot of heavy accessories like steel bullbar, side rails, winch, canopy, rooftop tent and so on, you’ll also want to upgrade the suspension and might want to consider a GVM upgrade.

If you want to use your ute for off-roading then you’ll want to raise the ride height to give more ground clearance, and maybe some added tyre clearance. You’ll want heavier springs to carry the loads required of a touring 4×4, and better quality shock absorbers to control those springs and manage the rough terrain you will experience when driving off road.

It’s all about dialling-in the vehicle to best suit your requirements to give you a safe, competent and reliable rig for the type of use you need it for.

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Getting it right

There are countless companies out there with ready-made suspension packages they are only too willing to sell you for your 4×4 but, just as you tailor the vehicle to your own specific needs, you need to tailor the suspension to the vehicle and its use.

The biggest factor here is vehicle weight, followed by how you plan to use it, so rather than simply buying an off-the shelf or online suspension package, you should speak to the suspension manufacturer/supplier to discuss your needs and planned use in detail so you can tailor a package that will best suit your application.

As mentioned, the RA Ranger comes with the best off-the-lot suspension for general driving in the class, but we knew that as we loaded our Ranger up with equipment, it wouldn’t cope for long. And we were surprised at how soon it fell short of being acceptable!

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To get the right suspension for your 4×4 you need to know how much weight you’ll be adding to it.

Having a definitive list of all those added products and what they weigh is a good start but ideally you want to set the vehicle up at full touring weight, with all the accessories already fitted.

As with our last two 4×4 builds we again turned to the team at Tough Dog Suspension for the kit to go under our Ranger. We discussed with them what we wanted for the vehicle and what was going on it, and planned to leave the suspension installation until the latest possible moment when most of the gear would already be fitted, allowing us to dial it all in.

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Our 285/70R17 Maxxis tyres on Fuel Ripper zero-offset wheels fitted the on the vehicle without requiring any suspension changes, so we were able to run them right from the outset.

The TJM Venturer front bar, Torq winch and side steps added a noticeable weight to the front-end, but with no detrimental effects on the way the car drove. It wasn’t until we removed the standard cargo tub and fitted the Trig Point canopy that we really started to see and feel the OE suspension struggling.

Removing the steel cargo tub and fitting the aluminium canopy/service body only adds around 230kg or so, but the longer body does move the weight of the vehicle further back behind the rear axle, especially with the spare wheel mounted right at the back.

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This again was noticeable when driving but still acceptable. It wasn’t until we started loading the canopy up with the Projecta 12-volt power system, and the MSA Powerslide with the Dometic fridge, that things started to turn south.

The rear-end sagged so much that the suspension was bottoming out over suburban speed bumps and the springs were only millimetres off the bump stops. This is something we also heard from folks who were buying their Rangers to tow 3000kg trailers with, and they were having to update their suspension.

The team at Tough Dog was still working on its suspension systems for the new Ranger and we still had more gear to fit before we planned to take it to Sydney for the final installation, so as a stop-gap fix, Tough Dog sent us a set of 500kg constant-load rear springs to get the back-end back up, and tide us over till we headed up north for the full kit.

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The leaf springs were selected in line with the weight we had already fitted to the vehicle, as well as what we had planned.

The 500kg springs had the Ranger looking like a 70s street machine with the rear-end raised and the nose down, but at least it was driveable again. With our Narva lights, Rola Racks, Boss Aluminium awning and a few other goodies fitted, we figured we were getting closer to our target, so we hit the Hume and headed north for the trip to Tough Dog HQ.

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Fitting time

On arrival at Tough Dog’s huge facility in Marsden Park, the team was ready to install a set of front struts they had already built using the information we had supplied earlier.

Specifically, they were designed for a vehicle running a steel bullbar and winch, which of course we had. The fully assembled struts include the dust boot and bump stop along with the strut top mounting and bushings.

The struts are fitted with Tough Dog’s Foam Cell 40mm bore shock absorbers. The Foam Cell shocks are a twin-tube design and have a foam insert inside them that helps manage the oil flow to reduce shock fade from sustained corrugations and rough roads.

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They also employ velocity-sensitive valving so they best react to high- or low-speed frequency bumps.

They are a great value for money, all-round performance shock absorber, and our previous experience with the foam cells meant we were happy to be using them again.

The Tough Dog struts were installed along with replacement upper control arms. The latter are not only tougher and stiffer than the OE arms but more importantly allow the suspension geometry to be adjusted back to the factory specifications after installation of the taller struts. The new struts raised the front ride height by around 50mm.

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A set of 40mm bore Tough Dog Foam Cell shocks were also fitted to the rear-end where the OEM Ford shocks had been topping out over every bump when made to work with the taller leaf springs.

The longer shocks allow the springs to work to their full travel, and they better control the load and movement.

The full suspension installation was a straightforward job for the team at Tough Dog. This is after all what they do everyday… and have been doing for more than 35 years. Their experience showed once we got the Ranger back out on the road after a wheel alignment.

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All the alignment settings were brought back to the factory specifications with a little bit of added caster to sharpen up the steering a tad.

The Ranger not only steers and rides better than it did when we drove in there, but it now copes better with bumps, and thanks to the added control of the new shock absorbers, the rear-end no longer tops out over every bump. It looks more like a proper touring 4×4 now as well, thanks to a lever ride height and plenty of ground clearance.

The drive back down the Hume Highway to Melbourne was a much more pleasant experience than the drive up to Sydney, as everything is now working in cohesion and the weight of the vehicle is much better controlled over humps and bumps. We’ll let you know how it performs off-road soon, so keep an eye out.

The term masterpiece is hardly new. In fact it’s something that has been coveted since the Middle Ages.

Something apprentices and journeymen aspire to create in all realms of craftsmanship and artistry.

Under the old guild system, young men and women learning the skills to be Goldsmiths and Masons, Painters and Sculptors, Bakers and any number of countless other talents would work under a master as they honed their skills.

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Eventually, with proper guidance and perseverance, they’d produce a piece of their own work so perfect in all aspects that they could be admitted to a guild, and become masters themselves. Their masterpiece.

The LandCruiser you’re looking at on these pages is a masterpiece in its own right. The result of painstaking lessons, impeccable attention to detail, and sheer perseverance. But what the ruddy hell is it, actually?

In short, it’s an FJ45, although it’s also an 80 Series. And technically, there’s a little 75 Series and some Lexus in there too, and a seemingly endless supply of box tube. But let’s start with the chassis, yeah?

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From the ground up

Despite the 1971 FJ45 cab perched on top like a crown, underneath, and on the rego papers, Patrick Savery’s masterpiece is a 1994 80 Series LandCruiser.

“I had begun to restore a short wheelbase 40 Series,” Patrick tells us. “But as I progressed I realised it wasn’t going to suit my needs. Leaf springs and a thirsty 2F petrol engine wasn’t my idea of comfort or performance.”

As luck would have it, when a mate reached out with a complete 45 Series Cab, an 80 Series chassis just happened to pop up for sale in the same town. Some things are meant to be, eh? Another call to good mate Hugh Ager from Limitless Chassis in Coolum Beach and things really kicked into gear.

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A spot was cleared in the corner of the shop, plans were sketched out, and the roar of welders and the sizzle of grinders wouldn’t stop for two years.

Peel your eyes off the stunning body for a second, past the custom cab mounts, and you’ll find a surprisingly stock 80 Series chassis hiding underneath, doing a convincing job it’s meant to be there.

Up front, two-inch lifted coils slink their way into the factory coil buckets, a pair of Superior Engineering remote reservoir shocks the only giveaway this 45 drives a whole lot better than stock.

Up the back has a similar treatment, with the only addition being a pair of adjustable upper control arms allowing Patrick to dial the pinion angle back in. It’s a real testament to Toyota just how good these chassis are and why they’re such a hot ticket item with resto-modders.

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Powerplant

While the diffs at either end may remain largely stock, the drivetrain combo spinning them couldn’t be further from stock if you tried.

Nestled between the rails up front is none other than a 1UZ-FE. “I decided on the 1UZ-FE as I wanted the Cruiser 100 percent Toyota,” says Patrick. “I truly love the history of the engine, it’s still heralded as one of the most reliable V8s ever built.”

Not the kind of donk you’d typically find in a 4×4, Patrick sourced a Lexus LC400 to pinch the 4.0L V8 from and promptly set about tearing it down for a full rebuild. A custom alloy sump was welded up at Limitless Chassis to clear the front diff under full articulation, while custom engine mounts in conjunction with LC74 rubbers get the 1UZ bolted in place.

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With a gut full of factory forged internals, Patrick knew with a freshen-up the 1UZ would be more than up to the task of reliable power and set to work making it a hoot to drive.

The solution was a Dellows Automotive bellhousing mating up a five-speed manual cog-swapper from a HZJ75 Cruiser – that’s a H55F for any Toyota nerds eager for all the details. There’s an Exedy heavy-duty clutch linking the two, while the HF1A transfer case and Aisin free-wheeling-hubs from the 75 finish the part-time 4×4 conversion of the LC80 chassis.

Of course a combo like this doesn’t come together easily; a custom gearbox crossmember was needed to hold it up in place, and as the cab floor was sliced and diced to suit the H55F package, a custom cover was fabricated to keep things civilised inside.

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A symphony roars out twin stainless exhaust tips either side of the 130L LC79 fuel tank down the back.

Modified & Driven Fabrication expertly pieced together the twin stainless system snaking its way through the compact chassis. The end result, after all that hard work, is a 6200rpm redline, an idle so smooth Top Gear famously balanced a glass of water on the intake manifold without a hint of vibration, and twice the horsepower, and 50 percent more torque than an FJ45 rolled off the production line with.

When the clutch drops and the revs pick up, 35-inch Nitto Trail Grapplers on all four corners scrabble for traction. Inside them, 16 x 9-inch steel wheels give an old school look, with more precise steering than the 15-inch rims of yesteryear.

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Above the chassis

Back up on solid ground and that attention to detail throughout the drivetrain is taken to a whole new level.

Up front, trick JTX LED headlights and late-model 45 grille are well protected with some sleek yet strong bar work. Patrick pieced together the custom stubby front bar including the integrated recovery points and UHF antenna mount.

Following the body lines back and McKinnon’s Cruisers flat-pack wheel arches were pieced together at Limitless Chassis, and bracing added including tie-ins to the shock towers for additional strength and to help close in the engine bay. Matching flat-packed McKinnon’s Cruisers sliders were welded together at the same time.

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Moving past the period correct and oh-so-smooth silver paint to the rear-end really drives home just how passionate Patrick is about the Cruiser not just looking good, but working well too.

“I’m very proud of the canopy,” he says. “Many people told me it’d be too tricky to make, but I worked hard on it for three solid weeks and got it don’t just in time for our maiden trip.”

Constructed out of a lightweight steel frame with aluminium skins, Patrick worked together with Kahn Burrel from Hardarc Engineering to make sure it would not only have ample room for camping kit, but Patrick’s Kelpie pup Blue would be right at home in there.

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There’s carpeted flooring and roll-down covers for wet rainy days, and dual air vents and a fan for warm summer days.

Sure, there’s a shower for Patrick too, fed from an 85L water tank and 12V pump mounted under the tray, but he knows where he sits in the pecking order.

A simple 12V system also managed to sneak in, a Redarc BCDC Core charging the 130Ah deep cycle for the fridge, with the 1UZ’s starting battery snuck back there as well.

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Interior design

On the inside Patrick has attempted to walk the tightrope between serious improvements in comfort, without butchering the sheet metal and making the place unrecognisable.

The biggest standout improvement is without a doubt the pair of Suzuki Vitara seats. Riding on custom mounts they’ve been bolstered, re-upholstered, and somehow look period correct and comfortable all in one hit.

The seats are paired with a Brass Monkey centre console fridge and fresh black carpet, making the 52 year old cab is a seriously nice place to be. Rather than cut into the 40’s iconic dash, Patrick pieced together an LCS4X4 overhead console with a few custom tweaks including the Sony touch screen stereo and faux croc-skin trimming.

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“I firmly believe that attention to detail makes a big difference,” Patrick says. “This classic interior, with a subtle modern twist, makes for a great place to be.”

Old bodies on new frames are hardly a new concept, and Patrick’s is far from the wildest modified Cruiser we’ve ever seen, but it’s that attention to detail that has elevated it beyond anything you’ll spot down the local tracks. It’s just proof that, with a little creativity, a handful of good mates, and a whole bunch of hard work, a masterpiece just might be within reach.

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When investing in a 300 Series LandCruiser, it doesn’t seem appropriate to spend money on a set of side steps that cheapen the look of your asset.

Clearview Accessories has come up with a solution that respects the lineage of the vehicle while also adding a touch of luxury, with its Power Boards for the 300 Series LandCruiser.

“This is an exciting time for us – we’ve been working on Clearview products for the new LC300 for over 12 months now, and we’re finally starting to release them into the market!” said Jay Praag, co-founder of Clearview Accessories.

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Triggered by the door sensors, the new electric side steps are an advanced running board that automatically lowers to a more accessible height when any of the doors are opened; and when the door is closed, the Power Board will automatically retract back into the body of the 4WD.

The Power Boards are practical, discrete and a worthwhile addition to your vehicle, and they’re great for those who struggle to get in and out of high 4WDs, especially if they have been lifted.

“We’re often asked whether our Power Boards reduce clearance on the vehicle. Our Clearview Power Boards provide a safe stepping surface without sacrificing all-important clearance! When the door closes, the Power Board automatically tucks back into the body of the vehicle,” said Jay.

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The LandCruiser 300 Series Power Boards can handle a hefty 300kg load capacity per step, helped by the three mounting brackets on each side that add strength and durability for when you need it most.

No drilling is required when mounting the side steps as they are designed to mount into existing OEM holes, meaning no damage is done to your pride and joy.

The Power Board lowers up to 300mm from the door sill to the lowered board, and there is a safety cut-off feature that safeguards the Power Board by holding its position if it senses any resistance during opening or closing – so if you’re sill rests on a rock, the Power Board won’t open.

Pricing

Clearview Power Boards are only available for purchase and installation through the Clearview Accessories Australia-wide dealer network and retail for $1799. Allow three hours for installation.

There’s no arguing that the current-gen Toyota HiLux is a bit long in the tooth. It has received several substantial upgrades and facelifts throughout its lifespan, but the bones of the eighth-gen HiLux and its 1GR 2.8-litre engine have essentially been wandering mountains and deserts since 2015.

However, it’s entirely unfair to say the GR Sport is a “sticker pack” aimed at keeping the Japanese brand relevant until the new-gen arrives.

That this vehicle is bred from racing stock – inspired by the 2019 Dakar-winning GR HiLux piloted by Nasser Al-Attiyah and co-driver Mathieu Baumel – proves that Toyota was serious about planting a new flagship variant atop its line-up.

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For starters, Toyota engineers have eked an extra 15kW and 50Nm from the 2.8-litre engine by dialling into the ECU and tweaking the turbocharger characteristics and fuel injection control.

This has netted a gain of 10 per cent across the board, with the turbo-diesel now producing 165kW at 3000rpm and 550Nm from 1600-2800rpm – up from the standard outputs of 150kW and 500Nm.

To harvest this increase in power and torque, the six-speed automatic transmission has been recalibrated accordingly. To achieve this, Toyota changed the transmission’s oil pressure control to enhance shift operation speeds and then revised the mapping for a more accurate shift feel.

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The GR Sport also has a wider track, as seen on the HiLux Rogue, making it wider (135mm at the front; 155mm at the rear) and taller (15mm higher than the rest of the HiLux range).

However, unlike the Rogue, the GR Sport benefits from revised front suspension, including increased rigidity for the front coil springs. In addition, the front and rear shock absorbers have been upgraded – tuned KYB monotube-type dampers with increased piston diameter – and are also specific to the GR Sport. Toyota then removed the rear sway bar for this specific variant.

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JUMP AHEAD

• How does it drive?
• Interior
• Safety
• Pricing
• VERDICT
• Specifications

How does it drive?

On paper, the changes to the engine and consequent gains in output may seem mild, but you notice it, especially when off-road.

The HiLux has always been a competent off-roader, and a brief off-road test loop at the vehicle’s launch demonstrated that the GR Sport has the off-road chops to carry on this tradition.

Its extra power and torque, combined with an excellent electronic traction control system, make it a worthy consideration for remote area exploration. A rear diff lock as standard helps when battling more serious terrain.

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The implementation of those tuned KYB monotube dampers does transfer to more stable on- and off-road performance, especially on rutted tracks – better than the Rogue, at least. It does have the same wider track as the Rogue, but its performance falls well short of something like a Ranger Raptor – don’t expect a Raptor-like performance from the GR Sport, despite it being stamped with those Gazoo Racing logos. Instead, its closest competitors would be the Ranger Wildtrak X and Navara Pro-4X Warrior.

However, when combining the increase in performance, retuned suspension and extra width, the GR Sport remains composed on both potholed back roads and bitumen – the best of any HiLux in the line-up.

The recalibrated transmission feels dialled in, with swift and punchy upshifts. More than once on bitumen, though, the transmission hesitated to downshift.

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Also aiding off-road driving is the inclusion of a skid plate designed to protect vital underbody components when traversing outback dirt roads at pace.

The skid plate is made from 4mm-thick pressed and laser-cut aluminium alloy, powder coated in a matte silver colour. The GR Sport also gets bespoke rails and side steps, built and designed in Australia.

It features the same ground clearance and departure angle as the Rogue, at 265mm and 23 degrees respectively, but it has lost one degree of approach angle – 30 versus 31 degrees.

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From the showroom, the GR Sport comes with 17-inch alloy wheels (opposed to the Rogue’s 18s) inside 265/65R17 Bridgestone Dueler all-terrain tyres. Despite being capable tyres in their own right, they look undersized beneath massive satin black over-fenders. It may be aesthetic, but it’s obvious the GR Sport needs bigger tyres to fill those wheel arches.

Large ventilated disc brakes on all four corners – 338mm x 28mm four-piston fixed calipers at the front and 312mm x 18mm single-piston floating calipers at the rear – make it an efficient stopper when anchors are deployed. Plus, the calipers are painted red because … red is fast.

The GR Sport retains the range-wide 3500kg braked towing capacity, and a towbar and rear recovery points are fitted as standard.

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Interior

On the inside, the GR Sport mimics the Rogue in many ways, and it’s here that reminders of the age of the current-gen HiLux become most obvious.

The 8.0-inch touchscreen on the centre console is small by modern standards, especially for a flagship model. It does feature Android Auto and wireless Apple CarPlay compatibility, with the rest of the user interface easy to operate and well mapped out, and the nine-speaker JBL sound system is booming.

A few notable differences between the Rogue and GR Sport, though. Importantly, the GR Sport gets suede- and leather-accented sports seats (heated, of course), which are embroidered with the GR logo and are appropriately bolstered and comfortable for longer stints behind the wheel.

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There’s plenty of head, shoulder and leg space afforded in the front pews, with copious storage pockets and well-sized drinks holders appropriately positioned. The rear seats are also comfortable and supportive, with room for three abreast at a squeeze.

Also unique to the GR Sport are aluminium sports pedals, red seatbelts for all occupants (yep, fast) to accentuate the sporty theme, a unique trim on the dashboard and doors dubbed “technical mesh”, and all-weather floor mats for the driver and front passenger which prove handy for off-road pursuits.

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Kerb weight is listed at 2270kg and payload is limited to 780kg, which is significantly less than its competitors: Ranger Wildtrak X (918kg) and Amarok PanAmericana (1031kg).

The tub features four tie-down points, while a five-piece moulded tub liner with GR-branded headboard and anti-slip floor is unique to the GR Sport. However, it misses out on the Rogue’s motorised roller cover and 12-volt tub outlet.

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Safety

Although the GR Sport is officially unrated by ANCAP, all regular Toyota HiLux models built from July 2019 have been awarded a five-star ANCAP safety rating, with scores of 96 per cent for adult occupant protection; 87 per cent for child occupant protection; 88 per cent for vulnerable road user protection; and 78 per cent for safety assist.

The GR Sport shares all of its safety features with the Rogue. This means it benefits from the full suite of Toyota’s Safety Sense tech, which consists of auto emergency braking (with day and night pedestrian and daytime cyclist detection); high-speed adaptive cruise control; lane departure warning with steering assist (brakes); and speed-sign recognition.

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Pricing

The GR Sport is priced at $73,990 before on-road costs, putting it in the same ballpark as the VW Amarok PanAmericana and Ford Ranger Wildtrak X (both $75,990 excluding on-road costs). The Nissan Navara PRO-4X Warrior is slightly more affordable at $69,990 plus on-road costs.

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VERDICT

Despite its age and the fact it competes head-on against next-gen rivals, the HiLux continues to sell well. Heck, it was the best-selling overall vehicle in Australia in August 2023 – not bad for an “old” vehicle. It’s a trusted fan favourite, with an immovable customer base.

Like the Rogue, the wider chassis of the GR Sport makes it surefooted and dynamic (for a ute) on bitumen and twisting roads. Unlike the Rogue, though, further tweaks to the suspension make it a better all-rounder and equally at home on dirt-riddled back roads.

Just don’t call it a sticker pack … or a Ranger Raptor competitor either. What you can call it, is the best HiLux in the Japanese marque’s line-up.

Australians continue to flock to the ute segment in their tens of thousands. Or, to put it as a more enlightening statistic: one in every five new vehicles sold in this country features a tray.

The seemingly unstoppable growth in utility vehicle sales is being driven by the dual-cab variant that has evolved from rugged multi-seat commercial workhorse to (relatively) refined, multi-purpose family lifestyle vehicle.

It’s not uncommon to see multiple utes in the monthly Top 10 charts for best-selling cars.

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With so many choices and so many price points, Wheels Best Utes 2023 is your ultimate guide to the top picks in this vast and varied segment.

Whether your buying priority is safe and convenient family transportation, towing capability, performance, value, or you simply have a specific budget ceiling, our nine Wheels Best Ute categories deliver the definitive independent expert insights.

We also crown an overall segment winner for those looking for the best of the best.

Our Wheels Best series covers all utes currently on sale, regardless of how old or new the vehicle is.

What’s new in the field?

Despite the segment’s popularity, all-new models are relatively rare events; Utes typically have longer lifecycles than the average passenger car or SUV.

The current-generation Toyota HiLux, for example, has been around since 2015 – and a new version isn’t expected before 2025.

The Volkswagen Amarok is the only all-new ute to be released locally in 2023, arriving as a twin to the Ford Ranger that was the only new-generation entrant in 2022.

We will see a new-generation Mitsubishi Triton in 2024 (pictured above), while Korean stablemates Hyundai and Kia are developing new contenders for some time in the near future.

New variants are much more regular, however – including a growing trend for higher-specced, upgraded trims – such as the Ranger Raptor performance ute, Nissan Navara Pro 4X Warrior, and Toyota HiLux GR Sport.

Click any of the utes above to see more news, reviews, videos and buying advice for each model.

Where are the big utes?

Our Best Utes coverage doesn’t incorporate the US pick-up trucks that are being converted to right-hand drive for Australia – the Ford F-150, Chevrolet Silverado, or RAM 1500 (though the latter is referenced in our Best Performance Ute category).

These ‘full-size’ utes are much bigger and much more expensive than the ‘mid-size’ segment we’re focused on here – and therefore not models that would be naturally cross-shopped with the likes of the HiLux and Ranger.

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So, which are the best (mid-size) dual-cab utes you can buy?

Read on for the most comprehensive comparison guide in Australia.

Let’s cut straight to the punch. You’re looking at the most powerful Ford Ranger in Australia. By a long, long, long way.

While the internet is rife with people pushing their 3.2 Duratorqs to their limits chasing anything north of 200 rear-wheel horsepower, Michael has obliterated that with an eye watering 750hp at the rear wheels.

If you’ve come here hoping for a write-up on storage drawers and roll-out awnings you’re in for a bad time. But if forged rods, billet internals, and one-off adaptors for exotic transmissions are your kind of funk then you’re in for a treat.

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Let’s get one thing clear right from the start: the original 3.2L five-cylinder turbo-diesel that came standard in Michael’s 2013 PX1 Ranger (yeah, she’s a first gen) is a distant memory.

In its place is now the holy-grail of Aussie motoring: a 4.0L six-cylinder ‘Barra’. Aussie designed and built, the big-six was found in everything from naturally aspirated taxis to high-performance factory turbocharged applications, but none of them were ever as wild as this offering.

Taking an x-ray to the Barra reveals the secret to a reliable 750hp at the wheels. ACL race bearings wrap around a factory crank tasked with keeping the forged Spool rods moving freely, with matching forged Spool CP pistons on the angry end.

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The combination is good for a reliable 1000hp-plus should Michael decide to wind the wick up even further.

A factory Barra head is still more than handling the power. Michael’s fitted it up with heavier duty Crow Cam valve springs to fight off the dreaded valve float. A combination of ARP head studs and an MLS head gasket keep it firmly sealed to the block even when the two-step button is fired into life.

Of course, forged internals alone don’t make horsepower, they just make the engine hold together when pushed far beyond figures that’d pretzel a stock setup. Under the bonnet of Michael’s Ranger, a Garret GTX3584r turbocharger is responsible for all the power and noise.

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It’s paired up with a 50mm Turbosmart HyperGate wastegate ensuring it peaks at 22psi for reliable shenanigans.

On the back-end, Michael pieced together a work-of-art four-inch stainless steel exhaust system from the turbo back with flexi-joiners, V-band flanges, a catalytic converter, resonator, and high-flow four-inch muffler, all teaming up to give one hell of a note without offending the EPA in the process.

On the cold side, a matching stainless steel airbox and intake pipe combination play host to a huge nine-inch Stealth Extreme air filter ensuring an endless supply of cool filtered air.

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Once the turbo does its work, the charged air is forced through a polished PWR charge air cooler to drop temps and increase air density, before a factory FG Falcon short-runner style inlet manifold rockets the compressed air in to meet the forged pistons.

There’s zero chance the factory fuel system would be able to cope with the demands of a 750hp package, and even less chance the factory ECU would either.

To ensure the Barra pulls strong all the way to redline, Michael spec’d up a pair of Walbro 460lph fuel pumps draughting from a 2.3L alloy surge tank and feeding into six 1000cc Bosch injectors.

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Managing the whole affair like an orchestra of mechanical mayhem is none-other than Haltech’s Elite Pro electronic control unit.

“I went the Haltech for all the functions it supports,” Michael tells us. “There’s a rotary switch for multi-boost level maps, crackle and pop tunes, an anti-lag button and two-step for launch control; the Haltech was the easiest solution for all of this and to talk to the vehicle through CANbus.”

Moving backwards and Michael’s fitted up a late-model BMW automatic transmission in the form of a ZF 8HP eight-speed. A DomiWorks bellhousing adaptor marries it up to the Barra engine with custom mounts holding the combo in.

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It’s paired with a standalone transmission control unit from TurboLamik giving Michael ultimate control and a bunch of neat tricks.

“I’ve got eight different driving modes,” he says. “Normal automatic mode, sports mode, sports plus, full manual… it’s got a transbrake for hard launching and even an electronic clutch mode if I want to drive it like a manual.”

Despite the trick features of the bimmer ’box, in 2WD form it wasn’t going to cut the mustard. Michael took matters into his own hands and machined up not only a custom adaptor to mate the 8HP to the factory Ranger transfer case, but the input shaft as well.

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Paired up with a shortened rear shaft and extended front shaft, the 4×4 system works exactly as it used to, just with five times the power pushing through it.

Jump into the captain’s chair and it’s obvious this Ranger means business. A sequential style shifter from 8Speed sits inside the factory Ranger gear shifter location, a small LCD screen spits out gearbox data including gear position, drive mode and transmission temperature, while a boost gauge tells Michael when it’s time to calm the party down.

A huge 11-inch Tesla-style touchscreen not only updates the PX1’s dash, it also feeds into an eight-inch Pioneer sub/amp combo under the front seats, while Kicker six-inch speakers in each door hit the mid notes and a pair of tweeters bang the highs. A slimline 120Ah Kickass battery hides in behind the rear seats.

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Moving to the outside and Michael’s styled the Ranger’s looks as loud as he’s built its drivetrain.

That striking blue colour scheme is no vinyl wrap; it’s a flash layer of paint Michael mixed and sprayed on himself. The engine covers copped the same treatment, because details matter, right? Hiding under that oh-so-loud paintjob is a PX2 Raptor-style conversion up front, significantly updating the looks from the original PX1 affair.

The full replacement bolt on plastic front-end was picked up for a bargain basement price off Marketplace, but looks a million bucks paired up with the SS custom headlights, and the matching rear panels fitted up over the top of the factory tub.

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That polished stainless steel Fabulous Fabrications snorkel pairs perfectly with the machined 17 x 9 KMC Machete Crawl wheels.

The genuine beadlocks have a -38mm offset. For context, that’s a wheel track increase over seven inches wider than a stock Ranger. The wheels are shod in 35 x 12.5 Kenda Klever R/T tyres, with four-inch front Bilstein struts and two-inch rear lift combo courtesy of Fulcrum shocks and King springs.

With a shift in popularity from older 4x4s to newer dual cabs, a certain amount of uniqueness was lost as four-wheel drivers drifted from DIY to bolt-on camping setups.

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But with these dual cabs now starting to age and come onto the secondhand market, we’re like kids in a candy store waiting to see all the amazing DIY builds people are dreaming up in their garages.

But we reckon it’ll be a while before we see another dual cab with anywhere near to the power Michael’s Ranger is punching out.

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