Going bush can sometimes mean you’ll be driving for days to get to your destination.

But what if we told you there is a pristine property in New South Wales with a country-by-the-coast feel to it not far from a major town?

Sure, NSW isn’t blessed with an abundance of island-camping options like Queensland, but it makes up for it in offering top-notch bush camping stays like this one, and the description ‘awe inspiring’ would be doing Wave Hill Station an injustice.

Explore Australia

1

Wave Hill Station and Farmstay is a 5000ha working cattle property situated along the Clarence River, just a couple of hours from Grafton, within the foothills adjacent to the Gondwana Rainforests.

This area is well known for its excellent bass fishing, more so at the waterfalls, as well as providing pristine views of the Clarence Valley – the scenery here is simply breathtaking.

Once you’ve arrived at the property, checking in is simple. You will most likely be greeted at the gate by the owner Steve, but if he’s otherwise engaged there are labelled mailboxes for each campsite and accommodation option, in which you will find all the information you need. Remember, Wave Hill is a working cattle property, so if you come to a closed gate, make sure you close after you.

1

It’s hard to comprehend the wide variety of terrain that Wave Hill is situated on, and there are plenty of tracks to explore. These dry-weather-only tracks are rocky in areas, and will require a reasonably capable four-wheel drive vehicle to traverse, but they are well maintained.

The campsites are approximately 9km from the homestead and accessing them can take up to an hour as they are so spread out; on the plus side, you have plenty of space to yourself.

The campsite we were lucky enough to enjoy is called the Top Gorge Back Channel Site, which is situated at the entrance of the Mann and Clarence Rivers.

1

Perched up high on a hill, this large grassy campsite is secluded and the views are endless, making it an absolutely awesome spot to pitch camp for a week. It is also within walking distance to the Safari Tents just over the hill, which offer a glamping experience for those who don’t want to pitch their own tents.

There is plenty of firewood here and the firepit is situated so that you have a fantastic view of the valley; pull up a pew, crack a coldie and indulge in a cheese board… it doesn’t get any better than this.

While this particular campsite does not have easy access to the water – you have to climb down the rocks to go for a dip – just down from camp there are calm waters that are a great place for the kids to swim and use their floaties.

1

Launching kayaks can be done a few hundred metres from camp, around the corner from one of the cottages where the landscape is flatter for easy access, but be warned, the current is quite strong because you are at the top of the waterfall and Wave Hill Station strongly recommends you wear personal buoyancy devices and helmets at all times.

If fishing is your thing, there is a walking track not far from the Top Gorge Back Channel campsite. It crosses just in front of the Safari Tents and then becomes quite narrow and overgrown in sections, but there are handrails along the more difficult sections of this 200m-long track.

Once you get to the bottom of the track, you’ll be greeted by the thundering sound of water pumping over the rocks. The best spots for fishing for bass are in the backwash where they hide from the strong current and wait for a feed.

1

Good footwear is advisable as the rocks are pretty rugged here, however once you land your first fish you’ll soon forget about such trivial matters. Wave Hill Station has a catch-and-release fishing protocol, so please abide by this request.

Sitting by the edge of a river that’s roaring with so much power and energy really makes you appreciate the thousands of years it’s taken the water to carve through the rock. It’s astounding and you can understand why the owners of this place love it too.

If camping isn’t your thing, other accommodation options include the aforementioned Safari Tents that overlook the gorge, as well as a lodge with views of the river.

1

For those who don’t have a four-wheel drive to explore the property, guided horseback tours can be arranged, or for those who want something a little more sedate, you can sit back and read a book at one of the two cottages near the homestead, or you could even make use of the tennis court.

There really is something at Wave Hill Station for everyone. A visit here, if only once, will have you champing at the bit harder than a 47cm bass to get. It is affordable, close to town yet so secluded that you’ll just want to put down your devices and take it all in.

Five essential things to do

1. There’s a dry-weather 4WD track around the property.
2. The bass fishing is fantastic, but there is a catch-and-release policy.
3. There are calm waters for the kids to swim in and places to launch a kayak.
4. Accommodation ranges from camping to glamping and even lodges and cottages.
5. Arrange a horseback tour of the property, or make use of the tennis court.

Contact info

Wave Hill Station

Address: 543 Carnham Road, Fineflower via Grafton, NSW, 2460 Email: [email protected] Phone: (02) 6647 2145 or 0428 472 145 The best time to catch Steve is between 12pm and 1pm daily or after 6pm.

Explore Australia

Part 1: Ranga’s Ranger Part 2: Happy medium Part 3: Off-road hero Part 4: Scuff marks

Part 1: Ranga’s Ranger

After several years of old Land Rover Defender ownership, I decided it was time to treat myself (and my family) to a more comfortable touring 4×4 … one with a few little luxuries such as air-conditioning and power windows.

So, towards the end of 2020, amid COVID lockdowns, I started scouring the internet for a reasonably priced dual-cab ute.

I spotted plenty of kitted-out second-hand dual-cab utes in my price, but I was keen on a new vehicle so I could build it up from scratch, just how I wanted it. And while I considered several models, deep down I knew I wanted a Ford Ranger.

1

After all, I have tested just about all of the 4×4 utes on the market and I reckon the Aussie-developed Ranger is the pick of the bunch, despite the age of the design and the fact it’s just about to be superseded by a new model.

I opted for cubic capacity over tech when it came to the engine and driveline, choosing the older-generation 3.2-litre five-cylinder turbo diesel; after all, there’s no replacement for displacement, right?

And while I would have been happy with the six-speed manual gearbox, my wife Renata prefers an auto tranny, and as she occasionally drives me home from the pub, she easily won that debate.

1

As for spec, I wanted all the safety tech available, but didn’t need superfluous comfort and convenience items. To my mind, the Ranger XLS Sport offered the best in terms of equipment for the price, and I picked this one up just in time for Christmas 2020 for $51,640 drive-away.

Standard kit includes 17-inch alloys, dual-zone climate control, auto headlights and high-beam, lane-keep assist, sat-nav, reversing camera, parking sensors front and rear, DAB+ digital radio, and bed liner. Options in the drive-away price included Meteor Grey paint and slimline weather shields front and rear.

I wrote a list of all the gear I wanted to fit to the Ranger and then started pricing items. The idea was to kit the vehicle out with everything I thought I’d need for touring, and then fit new tyres right before getting the suspension sorted.

1

The first stuff to go on was bar work, consisting of ARB Summit bullbar, side-steps and rear-step towbar, along with an under-vehicle protection plate and front recovery point. The bar is home to a Warn VR EVO 10-S electric winch, and a pair of ARB Solus driving lights. While all this gear was being fitted, the excellent team at ARB Wollongong also fitted a Safari Armax snorkel.

I’ve run BFGs for many years on many vehicles and reckon the All-Terrains are a good compromise for on- and off-road use

I then set about installing a Navman dashcam with a built-in TPMS, and a Uniden UH9060 radio mated to a Uniden ATX970S antenna, while up top, I had a Rhino-Rack Pioneer platform fitted to that company’s Backbone system.

The Ranger stayed like that for a while until I found the right canopy. At the top of my list was a Kiwi-made Utemaster Centurion canopy or an Aussie-made Camp King canopy, as I wanted to retain the Ranger’s tub with deep lift-up doors on each side for easy access.

1

I eventually settled on a more affordable (imported from China) no-name aluminium canopy. The design is fantastic and it mounts to the tub’s cargo tie-down points, but the supplied mounting hardware wasn’t great and I had to make several modifications to fit it securely. I’ve since fitted a drawer system and rubber seals around the tailgate to keep dust out.

Next on the shopping list were tyres, and I opted to fit BFGoodrich All-Terrain KO2s, which is the same rubber I had on my Defender. In fact, I’ve run BFGs for many years on many vehicles and reckon the All-Terrains are a good compromise for on- and off-road use, and they stand up well in terms of wear and resistance to damage.

The standard tyre size on the XLS Sport is 265/65R17, and while I could have gone as big as a 285/70R17, I didn’t want the rubber extending beyond the guards and I didn’t want to mess up fuel economy too much, so I went with a more conservative LT265/70R17. These are fitted to the standard black alloys.

1

The final step in the build was suspension, which was only fitted about 500km ago. It consists of Tough Dog springs to suit the weight of the steel bullbar, winch and driving lights up front, and a constant 300kg load at the rear.

The shocks are Tough Dog 41mm Foam Cells and the kit also includes bushes, greasable pins and shackles, and a transmission spacer to account for the 50mm lift. Once fitted, the Tough Dog team gave the Ranger a full wheel alignment.

Unlike my old Defender, it keeps my right leg dry when it’s raining

As I write this, the Ranger has just gone in for its 12-month service with only 6690km showing on the odometer (bloody COVID) but hopefully it’ll get a lot more use in 2022 with border restrictions easing. I’ve been keeping a detailed record of fuel consumption since Day One and, as expected, it has been increasing as I’ve added gear, climbing from a base of 10.7L/100km when I first picked it up to as high as 14.3L/100km on the last fill, which included a couple of hundred clicks of off-road driving.

So far, I’m happy with the Ranger; it’s comfortable on-road and capable off-road, and unlike my old Defender, it keeps my right leg dry when it’s raining. Upcoming additions will include an oil-water separator and an oil catch can kit. I’ll keep you posted.

Price (as tested): $51,640 Average fuel use: 11.9L/100km Total kilometres: 6690km

Back to top

Part 2: Happy medium

The 2022 4X4OTY trip was fantastic, and we learnt a lot about the vehicles on test.

One of the vehicles in this year’s line-up was a Ford Ranger with the 2.0-litre bi-turbo-diesel four-cylinder engine, and it was interesting to compare its performance with my 3.2-litre turbo-diesel five.

Despite the bi-turbo’s higher power and torque, I’m pleased I opted for the 3.2 five-pot, which I reckon has much more character and works better with its six-speed auto than the 2.0L engine does with its 10-speed auto.

1

One of the disadvantages of my choice to go with 3.2 is higher fuel consumption. The trip computer on the bi-turbo we’re currently testing says it’s averaging 10.1L/100km, and there’s no way my 3.2 would ever be that economical. Even when it was in standard trim, the best I ever saw was 10.8L/100km, and this figure has climbed to around 13.5L/100km now I have a bunch of accessories fitted.

One of the disadvantages of my choice to go with 3.2 is higher fuel consumption

I was conscious of the potential to mess up the fuel economy when fitting accessories, which is one of the reasons I went for 265/70R17 all-terrain rubber instead of wider and taller 285s. The modest upsize in tyre diameter also meant my speedo wasn’t put out too much, and in fact is now more accurate than when the standard 265/65R17 tyres were fitted.

The other accessory that probably has the greatest impact on fuel economy, at least on the open road, is the roof-rack system I have fitted, which is a Rhino-Rack Pioneer platform on that company’s backbone system. I also have a pair of Yakima crossbars fitted to the canopy.

1

The roof-rack set-up also adds to wind noise at speeds above 80km/h, but slightly increased noise and fuel consumption are prices I’m prepared to pay for the added convenience of being able to secure gear to the roof.

When out four-wheel driving I can throw bulky items like swags and recovery boards up on the Pioneer platform, and when heading to the water on weekends I can put the kayaks up on the Yakima crossbars; I have also fitted a ladder roller to make it easier to load and unload the boats.

Of course, fuel economy is also reduced when driving around town or off-road due to extra weight, and with steel ARB bar-work front and rear, as well as steel side-steps, the Ranger has packed on the pounds – a bit like its owner – but again, this is the price I’m more than happy to cop.

As well as offering protection, the bullbar is a platform for accessories (Warn winch, ARB driving lights and Uniden antenna), while the ARB side-steps and rear bar have already copped a beating off-road. I’m glad I went for the standard black powder-coat finish on the bar-work rather than colour coding, as it will be easier to touch up at home after the inevitable scrapes from off-road driving.

I’ll let you know what I think of some of the other accessories I’ve fitted in the next shed update.

Total kilometres: 7484 Kilometres since last update: 794 Average fuel use: 12.0L/100km

Back to top

Part 3: Off-road hero

It’s been a few months since the last update on my Ford Ranger and in that time it’s only covered a paltry 5000km, but a fair chunk of that has been off-road.

Yep, the Ranger is parked safely at home for much of the time, but when there’s work to do, or I want to get away for the weekend with my family, it gets plenty of dirt under its wheels.

Despite being buried and bogged, the body work looks as good as new

Since the last update the Ranger has been subjected to several work trips with Offroad Images’ Michael Ellem to shoot a series of ‘How To’ features and videos for 4X4 Australia and, as a result, it has been buried up to its axles in sand, bogged in deep mud, teetered over the edge of a rocky drop-off, and subjected to several steep climbs and descents.

1

Despite being buried and bogged, the body work looks as good as new. The same can’t be said for the ARB side rails and ARB rear-step towbar, which have copped a fair beating off road, but that is what they are designed to do and, other than scratches, there is no damage to report. Ditto for the ARB UVP (under-vehicle protection) plate, which also wears battle scars from many contacts with terra firma.

Ride quality is impressive and body roll is well-controlled when cornering, despite the extra weight

The LT265/70R17 BFGoodrich All-Terrains are wearing well and show no signs of chipping across the tread face or damage to the sidewalls despite all the off-road punishment. The BFGs are about due for a rotation, and as I managed to pick up an extra matching alloy wheel to replace the OE steely that Ford supplies, I’ll throw the spare into the mix.

I’m impressed with the Tough Dog suspension, both on the road and off it. The Ranger is carrying a fair bit of weight thanks to its steel bar and Warn VR EVO 10-S winch fitted up front, and its canopy and drawer system down the back, yet it sits nicely on the road at a smidge under 75mm higher than standard, of which around 50mm can be attributed to the suspension and around 25 to the slightly larger-than-standard tyres. The ride quality is impressive and body roll is well-controlled when cornering, despite the extra weight.

1

And a fair bit of that weight is now up high thanks to a 68kg OZtrail Tarkine 1400 rooftop tent I recently fitted above the canopy on a pair of Yakima roof bars. While I could have fitted the RTT to the Ranger’s Rhino-Rack Pioneer Platform, 68kg would have been right on the limit of dynamic roof load, which is reduced significantly when driving off road with the Pioneer set-up.

The Yakima bars are good for 100kg though, and I have been assured by the importer of the canopy that it is too. I’ve already given the OZtrail RTT a run on a weekend getaway.

I have also been using the Ranger to tow a bike trailer, and to keep an eye on the bikes I recently installed a Gator rear-view camera/mirror that I picked up at Supercheap Auto. The Gator is also handy for keeping an eye on following traffic that I haven’t been able to monitor since fitting the canopy, and it also acts as a rear-view dashcam so if someone runs up the back of the Ranger I’ll have video evidence.

1

Another handy little bit of kit I picked up recently was a Quad Lock Wireless CarPlay Adaptor. This little device plugs into the Ranger’s USB port in the centre console and then connects to your phone via Bluetooth, allowing for wireless CarPlay. It connects automatically when you get in your car so you can leave your phone in your pocket.

Other gear fitted since the last update includes a 100Ah slimline lithium battery, a CTEK DS250SE battery charger, 12V and USB outlets in the drawer system, and a Razed Products MaxTrax Flush Mounting Kit.

The Ranger recently scored a minor service and there are no faults to report. About six months ago, however, I kept getting a message on the FordPass app that there was a problem with an airbag sensor and I should take the Ranger to a dealer for inspection. Apparently there was a loose sensor plug down by the driver’s seat which was quickly sorted.

1

Speaking of the FordPass app, it’s bloody fantastic; I can check the odo, lock and unlock the doors, and reset the alarm if it goes off … all from my phone. I can even start the engine on hot days to get the air-con going to cool down the cabin before I hop in. The app also shows me where the vehicle is parked and reminds me when a service is due. It’s the little things like this that improve the ownership experience.

As you’d expect, fuel consumption has been on the rise as I have added accessories and gear to the Ranger since I have owned it, it’s now up to 12.6L/100km. The highest consumption to date has been 14.6L/100km when towing my bike trailer, and since I fitted the rooftop tent it’s been averaging 13.3L/100km. The RTT will be coming off when not in use.

Total kilometres: 12,767 Kilometres since last update: 5283 Average fuel use: 12.6L/100km

Back to top

Part 4: Scuff marks

The Ranger has only done another couple of thousand clicks since the last update but as usual much of that has been in the dirt for product testing and photo shoots and, as a result, it now sports a few more scuff marks.

Overall the paint has held up well for a vehicle that lives outside in the weather. I started using Meguiar’s Hybrid Ceramic Wax on it not long after I bought it, and that seems to have done the trick, keeping the water beading off for at least a few weeks before I need to reapply it. Some of the window rubbers are starting to fade, however, especially on the driver’s side that cops the afternoon sun.

2

As mentioned in the last update, the ARB side-rails and the ARB rear-step towbar are a bit scratched up. I knew this was likely to happen when I fitted the bar work, which is why I opted for a black powder coat finish rather than colour matching it to the vehicle’s paint. When it starts looking too ratty, I’ll respray it.

Other than off-road driving, over the warmer months I used the Ranger to haul kayaks down to the local waterways. My tandem Hobie is a long unit, so it spans the Yakima roof bars fitted to the canopy and the Rhino-Rack Pioneer Platform on the vehicle’s roof.

Lifting it up on to the roof is no easy task, so I have fitted a ladder roller to the rear roof bar, which makes the job more manageable. I can get another single kayak up there with the Hobie strapped down, which is perfect for our three-person family.

1

I also occasionally hitch a bike trailer to the Ranger to shuffle test bikes around the place. The trailer itself only weighs 180kg, so with a couple of bikes on there the total weight is less than 600kg, which hardly influences vehicle performance or even fuel consumption.

Average fuel consumption, which I have been measuring since Day 1, is 12.7L/100km, which isn’t great, but the roof bars and platform obviously add a fair bit of wind resistance, and I often carry a fair bit of gear in the back. And remember, a lot of that driving includes off-road work which, as you know, is also thirsty work.

While I wouldn’t drive the Ranger over some of the off-road tracks I used to drive my diff-locked Defender on, I am impressed by its off-road performance. The modest 75mm lift provided by the Tough Dog suspension system, and the slightly taller than standard LT265/70R17 BFGoodrich All-Terrains, means it rarely bottoms out on a well-chosen line, and when it does the bar-work protects the body.

2

The combination of the OE rear locker and the Ranger’s traction control has never left me wanting for more, and so far I have only needed to use the Warn VR EVO 10-S winch and other recovery devices when shooting instructional videos for 4X4 Australia… touch wood.

The Tough Dog suspension handles a heavy load well; when fully loaded up with rooftop tent and all the camping gear, the Ranger maintains a slight nose-down profile, and provides a good combination of ride quality and control. It can be a little harsh over corrugations, but most utes are, and much of that harshness can be tuned out by simply lowering tyre pressures.

On-road performance is excellent. Sure, the Ranger isn’t fast, but the engine makes decent torque down low, and it works well with the six-speed auto, which holds on to gears well when you want it to and shifts with a livelier attitude when you flick it over to Sport mode.

2

In XLS Sport specification, the Ranger has an odd mix of tech that includes ‘normal’ cruise control (not adaptive), yet it has lane-change assist (which I rarely activate). It also has auto high beam, but again I flick the high beam off manually before blinding oncoming traffic.

One bit of tech it misses out on but sorely needs is LED lighting. The standard halogen headlights are appalling, and I am seriously considering replacing them with LED units. Long distance lighting is great, however, thanks to the ARB Intensity Solis LED driving lights fitted up front.

The last service at my local Ford dealer cost the projected $299, with no nasty surprises. I have refrained from fitting any devices to retune the ECU or reprogram the throttle response, as the Ranger’s 3.2-litre five-cylinder diesel makes more than enough grunt for my needs. I have also decided against fitting a catch can, although I often wonder if this is a decision I will one day regret. I’ll let you know.

1

I’m very happy with the Ranger to date. I always wanted a new 4×4 that I could build up from scratch and looking back on the last couple of years of upgrades I don’t think there’s a lot I would do differently.

As well as the tyres, suspension, bar work and winch, I have fitted the aluminium canopy, a drawer system, a 100Ah slimline lithium battery, a dashcam with built-in TPMS, UHF, rear-view camera and a few other bits and pieces.

I guess you could call it a moderately modified 4×4, set up for daily driving and touring, but still reasonably capable off-road.

Total kilometres: 14,859 Kilometres since last update: 2092 Average fuel use: 12.7L/100km

Back to top

Pricing for Toyota’s new halo ute has been confirmed ahead of a September release.

Taking the torch from the wide-body HiLux Rogue, the even tougher and more powerful 2024 Toyota HiLux GR Sport is set to hit Australian shores in September from $73,990 before on-road costs.

Riding 15mm taller than core HiLux models and with 135mm wider front and 155mm broader rear tracks aggro GR Sport is packing more than just exterior tweaks.

2

Under the bonnet, Toyota has liberated an extra 15kW and 50Nm (bringing totals to 165kW and 550Nm) from the 2.8-litre turbo-diesel four-cylinder, while a six-speed automatic and selectable 4×4 system transfer grunt to the road – and dirt.

Within the burgeoning ‘super ute’ class, the GR Sport is a little dearer than four-cylinder rivals such as the Nissan Navara Pro-4X Warrior ($70,765) and Mitsubishi Triton Xtreme by Walkinshaw ($71,990), though it is lower than the Ford Ranger Wildtrak X ($75,990) and well below the fire-breathing Ranger Raptor petrol V6 ($87,990).

The GR Sport also commands a sizeable $3225 premium over its wide-body Rogue compatriot. Toyota dealers are accepting orders for the new HiLux GR Sport now.

Jump ahead to all the HiLux GR Sport details

Our original story, below, continues unchanged.

January 6: Toyota details new HiLux GR Sport halo model, and it’s a very different beast from the examples that’ve been trading under the same name in South Africa, Thailand and Japan.

The new model becomes the third GR Sport HiLux permutation to emerge, and will take the reins as our HiLux flagship from the Australian-developed Rugged X at its Australian release in the second half of 2023.

With its 15kW power and 50Nm torque bumps, rally-inspired wide body design, 155 millimetre wider rear track and retuned suspension, it’s the most serious production HiLux yet.

5

A rival for the Nissan Navara Pro-4X Warrior and Ford Ranger Raptor, we expect the HiLux GR Sport’s price to start from around $75-80K.

“[HiLux GR Sport] has been designed to turn heads with aggressive in-your-face styling that’s reinforced by a healthy performance boost, enhanced high-speed handling and even better grip on dirt roads,” vice president sales, marketing and franchise operations, Sean Hanley told Wheels.

“Thanks to the extensive involvement of our local designers and engineers, HiLux GR Sport is a fun-to-drive vehicle that will bring new capabilities and excitement to the adventure lifestyles of Australian customers.”

Jump ahead:

• Hilux GR Sport powertrain
• HiLux GR Sport suspension
• HiLux GR Sport design
• Pricing and availability
• GR HiLux specifications

1

HiLux GR Sport gets more power

The latest instalment in the GR brand, the HiLux GR Sport is a new take on the naming convention.

Thankfully, the HiLux GR Sport goes much further than the light visual changes made to Yaris Cross and C-HR GR Sport trims, but without quite such heavy re-engineering as full GR versions of Yaris and Corolla.

Under the bonnet is the familiar 2.8-litre turbo-diesel four-cylinder making 165kW of power at 3000rpm and 550Nm of torque at 2800rpm – increases of 15kW and 50Nm over a normal ’Lux.

The six-speed automatic transmission has been re-tuned with a stronger torque converter lock-up, sportier calibration, and the addition of paddle shifters. The HiLux retains its selectable 4WD system with low-range transfer case and locking rear differential.

Back to top

1

Wider tracks and more capability

To enhance its off-road capability Toyota has widened the GR Sport’s front track by 140mm and rear track 155mm compared to a regular HiLux.

This means redesigned suspension wishbones and a heavy-duty rear axle are needed. There are also satin black over-fenders fitted to the HiLux GR Sport to cover the new 17-inch alloy wheels shod in 265/65 R17 Bridgestone Dueler all-terrain tyres.

Keeping the rubber in contact with terrain are new monotube dampers with more rebound and compression control as well as better heat management, along with stiffer front coil springs. These changes should add support off-road while also sharpening handling up on the black stuff.

1

Measuring 1880mm tall, the HiLux GR Sport sits only 10mm taller than a Rogue, though Toyota did not claim an increased ride height from springs.

The GR HiLux boasts a 30-degree approach angle and 26-degree departure angle thanks to re-profiled front and rear bumpers. There is also a skid plate beneath the engine, rock sliders and red recovery points for enhanced off-road protection.

Back to top

1

GR HiLux – a unique design

With plenty of input from Australia – where the HiLux is our best-selling vehicle – the GR HiLux’s tougher looks centre around its broader stance; Dakar-inspired, says the brand, its set off with plenty of black detailing around the car.

Toyota says the front bumper’s design is motorsport inspired and said to improve the HiLux’s approach angle. There’s a black mesh grille with bold ‘Toyota’ script set in, and red brake calipers, naturally. Toyota visited a wind-tunnel to evaluate any visual changes before signing off.

Inside is a familiar 8.0-inch touchscreen, and the GR HiLux is fitted out similarly to an SR5 but with some key differences.

Notably, the red ‘dead-ahead’ marker on the leather-appointed steering wheel, suedecloth-centred seats, red seat belts, GR branding on the headrests and in the tub liner.

Back to top

4

GR HiLux pricing and availability

Toyota has said that the GR HiLux is likely to hit Australian showrooms in the second half of the year (following July 1), but exact dates are yet to be confirmed.

Likewise, the GR HiLux’s pricing is yet unknown. With the current Rugged X priced at $70,750 before on-road costs, expect the GR Sport to command more cash given its extra performance panache.

We expect a price around $75-80K before on-road costs, putting the GR Sport a little above Nissan’s Navara Pro-4X Warrior ($70,015), but below Ford’s Ranger Raptor ($85,490).

Back to top

1

GR HiLux specifications

Ridge 4×4 has designed and engineered a range of durable and practical fridge slides that offer an excellent bank for your buck and take the hard work out of getting a cold beer every time.

The Ridge 4×4 fridge slides come in a range of sizes to suit most sizes of camping fridges from 40 litres to 80 litres and everything in between.

They are also available as a plain fridge slide-out, a slide-out with a cutting board that slides out independently to the fridge, or a tilt fridge slide-out with 50kg gas strut assistance, perfect for lifted 4WDs or people with short legs.

1

The fridge slides are manufactured from a 2mm steel plate and are welded to add strength. They feature tie-down points to safely secure your fridge and locking slides that prevent your fridge from moving during transit.

The slides are finished off with a tough powder coat in the signature Ridge 4×4 blue. The plain fridge slide starts at $199, the cutting board fridge slide begins at $299, and the tilt fridge slide is available from $349.

“Ridge 4×4 was founded in 2017 with one simple objective: to take the 4×4 world by storm. Since then, the team has worked tirelessly to provide the everyday Aussie with affordable, durable and practical camping gear and equipment,” said Matt Steven, Ridge 4×4 CEO.

1

“At Ridge 4×4, we are all about exploring the beautiful land that we call home. Whether you’re roughing it in the bush or kicking back on the beach, we’re here to help you ‘Chase Your Next Adventure’,” added Matt.

“At Ridge 4×4 we don’t only design and engineer the products, we also rigorously test them to ensure that they are going to withstand even the harshest of the Australian elements!

“From our relatively small product offering at launch, consisting of only a couple of fridge and kitchen slides, we’ve worked hard to significantly expand our range to meet the demands of the growing Australian camping market.

1

“As we move forward, our goal is to maintain our position as an industry leader by continually enhancing and expanding our product line to meet the needs of Aussie campers,” Matt concluded.

Ridge 4×4 may be new kids on the block when it comes to 4×4 and camping gear, but we think they are well on the way to building a brand that lives and breathes what many others of us do, getting out and enjoying the outdoor lifestyle with top notch equipment.

Specifications

There’s been a lot of talk about the new Toyota Prado on the back of the reveal of the 2024 Lexus GX in the USA and the knowledge that the GX will be coming to Australia for the first time.

MORE INFO

• OFFICIAL: 2024 Prado revealed, Aussie timing confirmed
• REVEALED: 2024 LandCruiser 70 Series confirmed
• 2024 LandCruiser 70 Series: V8 remains … for now

Also that the Yanks will be getting a Toyota-badged version of the GX, which will be the new LandCruiser there as they don’t get the LC300.

Of course, the Lexus GX has always been based on the mid-size Toyota 4×4 wagon which Australians know all too well as the Toyota Prado, and this will be the bones of the successor to the long-serving 120/150 Series Prado next year.

So what do we know about it?

The 2024 Prado/GX will ride on a version of Toyota’s TNGA-F ladder-frame chassis, as found under the LandCruiser 300 Series, Toyota Tundra and Toyota Sequoia models.

Under these vehicles it features all-coil-sprung suspension, with a live axle at the rear and independent at the front, to perfectly fit the well-established mould of the Prado.

Using this platform opens up a range of possible powertrains for the next Prado including petrol- and diesel-fuelled combustion engines, hybrid and EV options.

1

Of course, we’d love to see the LC300’s twin-turbo V6 diesel, or a version of it, in the Prado, as we know it will fit and we reckon it might need it to compete with the V6 diesel-powered Ford Everest here.

Toyota may prefer to use a hybrid petrol powertrain as the premium offering in Prado, and there are several available already in the USA including turbocharged V6 and inline four-cylinder petrol mills that offer ample outputs.

However, hybrid and EV powertrains add weight to a car, take up space and infringe on GVM, all of which are the nemesis of four-wheel drivers choosing modern vehicles for overland travel.

It’s likely the 1GD-FTV 2.8-litre diesel engine currently found in Prado, HiLux and Fortuner will be retained as the main choice for the new Prado. Plus, it has recently been revealed that it will feature mild-hybrid 48-volt technology in the new year, as well as 165kW/550Nm outputs in the HiLux GR Sport. There have been reports out of Japan of a full hybrid variant of the 1GD engine to come as well.

1

Whatever the powertrain, we can expect the next Prado to have the same or better off-road abilities as the current model, with a dual-range transfer case and the full complement of A-Trac electronic aids including Crawl Control. One can pray for a GR Sport variant with e–KDSS and front and rear locking differentials as found under the 300.

Something I expect we will lose is the Prado’s class-leading fuel capacity, which dropped from 180 to 150 litres in the changes from 120 Series to 150 Series.

I very much doubt we’ll see Toyota mounting the spare wheel on the back door of the new car, as they have on all previous generations of Prado – so with the spare going under the back of the car, there will be no space to add additional fuel capacity.

1

We’ll have to wait for the aftermarket industry to come up with replacement rear wheel carriers and long-range fuel tanks.

The Lexus GX has been shown in full production form and we love its boxy, purposeful design. Expect this to be exactly the same on the Prado, with only the bolt-ons such as tail-lights, trim and front end differing.

At the launch of the 120 Series Prado we asked the visiting Toyota executives if we would see a horizontal grille on any variants of the Prado, as we saw on some high-spec 90 Series models. We were told that no, the vertical grille was a signature design element of the Prado.

1

We’ve seen a few com-gen renderings of the 2024 GX with a vertical Prado-like grille grafted on, and they look like Chinese knock-offs of a Prado. We prefer the renderings coming out of the USA of what their 2024 LandCruiser will look like, using a much more modern and Cruiser-like front-end. We can only hope the Prado adopts this as well, and we have produced our own rendering along those lines (see main image).

The unveiling of the US-bound LandCruiser and our Prado version is taking place on August 2, with the launch not likely until mid-2024.

An all-new Prado has been a long time coming and we’re looking forward to what is delivered by Toyota. Hopefully we’re not disappointed.

August 2: New 2024 Prado revealed!

New Prado makes global debut ahead of 2024 Australian launch.

Here it is. If you’re patient and keen on Toyota’s very latest 4×4 offering, the links below hold everything you need to know.

• 2024 TOYOTA PRADO REVEALED
• Spec battle: New Prado v LandCruiser 300 Series
• 2024 Toyota Prado: Everything we know
• What is the towing capacity of the new Prado?
• New Prado: What YOU think so far!
• BONUS: New 70 Series facelift revealed
• A 2025 Prado ute? Yes please!
• ALL PRADO NEWS & REVIEWS

The 2024 Toyota Prado will debut on August 2, the brand has confirmed.

New teasers published overnight by Toyota in Australia, the United States and Europe suggest two distinct appearances will be offered with a standard design expected for Australia and Japan, and a more rugged look for the shown North American and European variant.

It is unclear if the off-road-focused variant – potentially wearing GR Sport or TRD badging – will be offered alongside the luxury-focused option, or vice versa.

Interestingly, Toyota Australia does not refer to the new model as a ‘Prado’ in its social media post, referring to it as the “all-new 2024 Land Cruiser” despite the availability of the full-size LandCruiser 300 Series locally.

4

Previous reports suggested the LandCruiser Prado name would be replaced by LandCruiser 250 in Japan – and this could now also occur in Australia.

The 2024 Toyota LandCruiser ‘Prado’ will be unveiled at 11:00am AEST on August 2, Australian time. Stay tuned to Wheels for the latest information as it emerges.

July 6: 2024 Toyota Prado teased with FJ40 ancestor

1

The all-new 2024 Toyota LandCruiser Prado has been shown for the first time in a dim teaser.

Following confirmation the LandCruiser would be returning to North America in June, Toyota has published official images of an off-road SUV alongside the 60-year-old FJ40 Land Cruiser.

As expected, placing the Lexus GX above what’s believed to be the new Prado reveals a familiar shape, including its upswept beltline – but with unique Toyota design cues, such as a chunkier grille and larger tail-lights.

1

Japanese media reports the 2024 Toyota Prado will debut between September and November ahead of a global launch next year. However, the new teasers suggest a reveal could occur sooner.

Our earlier story, below, continues unchanged.

https://www.instagram.com/p/CuWn3TZttRN/

June 14: First teaser released for 2024 Toyota Prado

Toyota has confirmed the LandCruiser is returning to the North American market – providing our first official hint at the 2024 Prado.

In a teaser published this week, the Japanese brand confirmed the nameplate is returning to the United States and Canada after the larger 200 Series was discontinued in 2021.

“Did you really think we’d be gone for long? The legend returns,” said Toyota on its social media pages, accompanied by images of LandCruiser badging from older models.

https://www.instagram.com/p/CtasgURO6UO/

The latest LandCruiser 300 Series is not sold in North America, though its upmarket Lexus LX twin is available there.

The Sequoia is exclusively sold in North America as an SUV version of the Tundra pick-up, which shares its TNGA-F body-on-frame platform and many components with the LandCruiser 300.

This means the LandCruiser returning to the United States will likely be based on the next-generation Toyota Prado, which is tipped to be heavily related to the new Lexus GX revealed this month.

Industry publication Automotive News [↗] reports Toyota will drop ‘Prado’ from the name and sell it in North America as the LandCruiser.

This would match the European market, where the current 150-series Prado is simply badged ‘LandCruiser’, as the larger 300 Series is not sold there.

Toyota’s European arm also released an identical teaser overnight, stating: “Ready for your next adventure? More information to come.”

1

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

As reported, the 2024 Toyota Prado is tipped to debut in October or November – potentially at the Los Angeles Auto Show in mid-November, in line with the latest announcement – with a larger body and available hybrid power.

Read our story below for everything you need to know about the long-anticipated 2024 Toyota Prado.

July 27: 2024 Triton Australian details

Just hours after its global reveal, key Aussie details for the new Triton have been revealed. Details at the story linked below.

July 26: New Triton unveiled at last!

The all-new 2024 Mitsubishi Triton ute has been detailed ahead of its local launch.

On sale now in Thailand, the sixth-gen Triton boasts fresh underpinnings, a more potent twin-turbo diesel engine, and an uprated 3.5-tonne braked towing capacity.

Mitsubishi said it has paid close attention to improving the Thai-built Triton’s on-road manners and cabin comfort, all without sacrificing the HiLux, Ranger and D-Max rival’s signature go-anywhere capability.

An extremely important model for Mitsubishi, CEO Takao Kato is expecting the ute to top 200,000 annual sales in 100 markets around the world.

1

It will launch in Thailand in single, club, and dual cab variants with a pick-up tub on the back.

The next-gen Triton is expected to arrive in Australian showrooms in early 2024, around the same time it returns to Japan for the first time in over a decade.

Moving further ahead, we’ll see the new-gen Triton form the basis for the next-gen Nissan Navara ute, with the pair expected to be closely related.

There’s also electrification in the Triton’s future, though Mitsubishi is still playing down the exact strategy for its electrified ute.

JUMP AHEAD

• Chassis and suspension
• Dimensions
• Engine and powertrains
• Exterior and interior design
• Safety and convenience
• Availability

Chassis and suspension

The Triton’s new ladder frame promises to be much stronger, with its bending rigidity up by 40 per cent, and torsional rigidity up by 60 per cent with a much greater cross-sectional area.

Extended use of high-tensile steel has minimised overall weight increase, and the new Triton boasts a lighter body than the car it replaces, though Mitsubishi has yet to confirm a final kerb weight.

1

The Triton’s stiffer frame is likely to provide a better platform for its double-wishbone front suspension.

Mitsubishi has increased its front stroke by 20mm with a higher upper mounting point. Beefier shock absorbers and lighter rear leaf springs will lower friction for improved ride compliance.

For the first time, the Triton adopts an electric power steering system in high-end variants. This should result in a lighter feel around town that will weigh up at high speed. Mitsubishi has also worked to reduce kickback in the steering system – a common bugbear of the old car.

⬆️ Back to top

1

Dimensions

The dual cab Triton has grown in every direction, with a modest 15mm length increase and a significant 50mm gain in overall width.

And (finally!) the new Triton’s wheelbase length has grown beyond 3000mm, now at 3130mm. This should improve occupant space, and the new rear axle location should improve its load-lugging ability.

The tray has also grown by 35mm in length to 1555mm and measures 1545mm at its widest point. Its load height is also lower by 45mm (820mm), with a flattened grip-taped area atop the bumper to stand on when loading objects.

⬆️ Back to top

1

Engine and powertrains

All Tritons score a newly-developed ‘4N16’ 2.4-litre turbo-diesel four-cylinder in one of three tunes, with the most powerful (and likely for Australia initially) twin-turbo version producing 150kW at 3500rpm and 470Nm between 1500-2750rpm.

It may not challenge the Ford Ranger’s 600Nm V6 – or the 500Nm bi-turbo and HiLux – but bumping the old car’s outputs by 17kW and 40Nm isn’t to be sniffed at, surpassing the D-Max and BT-50’s 450Nm.

The new Triton’s braked towing capacity climbs 400 kilograms to the industry-standard 3500kg. It will be available with a six-speed torque converter automatic or six-speed manual, with the latter adding a cable linkage to improve NVH suppression and lighten the shift.

1

Mitsubishi’s Easy Select 4WD system remains fitted to lower grades, while its signature Super Select II system is retained for up-spec models.

The Super Select system allows drivers to keep the Triton in 4H on all surfaces without locking the centre differential for improved grip on paved surfaces.

On the loose stuff, switching to 4HLc (this can be done on the move) improves traction again with a locked centre diff – best combined with mud and sand drive modes – while 4LLc engages the low-range transfer case, and can be paired with rock mode for low-speed crawling.

There’s also what Mitsubishi calls ‘active yaw control’, which uses the brakes on individual wheels to simulate the effect of a locking front diff and minimise traction loss in low-speed slippery conditions.

⬆️ Back to top

1

Exterior and interior design

Departing from the brand’s chrome-heavy ‘dynamic shield’ front design details for the new ‘beast mode’ interpretation, the new Triton’s bluff grille “expresses powerful performance”, said Mitsubishi.

The lighting features have been sharpened for a more modern look, with three L-shaped LED signatures sitting above the chrome bezels nestled in the LED headlights.

Down the flanks, the Triton features more significant fender flares that nod to the previous ute’s squared-off wheel arches. From the rear three-quarter, the broad shoulders remind us somewhat of the Ford F-150 ute, though the T-shaped LED tail lights are unique.

New alloy wheels – though they do bear resemblance to the current rims – finish off the new Triton’s exterior appearance.

1

Inside, though, the Triton’s treatment is even more significant. Gone is the current ute’s dated interior, replaced with an airy, modern and high-quality cabin.

Both mid and top-spec Tritons in Thailand (pictured) will feature a larger 9-inch infotainment system similar to the Outlander midsize SUV, up from 7 inches.

Satellite navigation, traffic sign recognition, wireless Apple CarPlay (and wired Android Auto), and connected-vehicle telematics such as vehicle status, and remote locking via a smartphone application are new, too – but the last feature is unlikely for Australia, at least initially.

While rivals such as the Ford Ranger and Volkswagen Amarok have moved to fully digital dials, the new-gen Triton retains a combination of analogue dials like the Isuzu D-Max, with an integrated 7-inch multi-information display.

1

Mitsubishi has increased the size of the tray ahead of the Triton’s newly-designed gear shifter while retaining a physical handbrake (connected to rear drums) and two drinks holders behind, with larger door pockets than the old car.

Material quality is also improved, claims Mitsubishi, and visually the introduction of dimpled leather-appointed steering wheels and suede-cloth upholstery in top-spec cars gives credence to its claims.

1

As before, a full leather interior is optional on the flagship variant.

Mitsubishi claims to have improved the front seats with additional lower back support – a common complaint of the previous car – and a 20mm higher hip point. The new Triton’s more upright A-pillar aids ingress by providing a wider door aperture.

The 50mm width expansion translates almost directly into second-row shoulder room, with 49mm more than before, which should make for happier passengers. The three wide bench also has a fold-down armrest, while the air vents remain in the roof.

1

⬆️ Back to top

Safety and convenience

With the Triton’s significant upgrade, Mitsubishi has engineered active safety systems from the start of development.

Front autonomous emergency braking (AEB) with pedestrian, cyclist and junction detection, rear AEB, rear cross-traffic alert, blind-spot monitoring, lane-departure warning, adaptive cruise control and lane-keep assist, “among others”, all feature in the new model.

Mitsubishi has also included a front-centre airbag in the new Triton. The ute is yet to be assessed by independent safety testing bodies such as ANCAP.

⬆️ Back to top

Availability

The 2024 Mitsubishi Triton ute is expected to arrive in Australia in early 2024, with local details – including pricing and features – to be announced closer to its launch.

⬆️ Back to top

There’s a bit of a tradition on social media: He or she who shouts loudest tends to get more eyeballs.

It’s true, but it’s also a trap, because the online world is absolutely full of wackos spouting absolute rubbish. And if they happen to be loud wackos… well, you can see the problem.

The point being, just because you saw it on the internet doesn’t make it a fact. And there’s no better example of that than some of the misinformation going around regarding auxiliary fuel filters on common-rail turbo-diesel engines.

1

What filters are we talking about?

The filters in question are the aftermarket kits that add an extra filter to the vehicle’s fuel system.

In the old days, this was a pretty straightforward subject, and an extra filter with a water-trap was considered a good idea to prevent a tankful of dodgy diesel finding its way through to your engine.

But things have changed as the march of technology has pushed the average off-roader’s engine towards the space-shuttle end of the tech spectrum. To say fuel filtration is not a simple matter any more is an understatement.

1

In most cases, the filters we’re talking about are fitted to the fuel system upstream of the vehicle’s factory filter, making them a pre-filter. There are many brands available but, typically, not all of them are created equal.

Which is a major cause of the confusion surrounding them. Like any fuel filter, their job is to allow diesel through to the injectors while trapping dirt, water and other contaminants safely inside the filter body where it can’t do any harm.

Dirty fuel?

When you consider that diesel fuel doesn’t sit around in open drums waiting for dust to settle on it or birds to crap in it, you might wonder how contaminants get in there in the first place.

But think about it; water and dirt are naturally occurring substances, so there’s always a chance some of either can make it into your vehicle’s fuel tank.

Many 4×4 owners are wary of outback servos where fuel might sit in the underground tanks for weeks or months before it’s used. And in many cases, rust that forms in older underground tanks can create scale that is pumped into your vehicle’s tank. Bingo! Instant contamination. Those same underground tanks can be susceptible to groundwater leaching into them with similar results.

1

Even high-turnover service stations in the big smoke can have problems with water entering storage tanks, and this is simply due to moisture in the air condensing inside the cold underground tank and mixing with the fuel.

Have you ever lifted your engine’s oil cap to find a grey, slimy muck on the inside of it? Many people think this is a sure sign of a blown head gasket (which it can be) but sometimes it’s simply water from the air inside the crankcase that has condensed on the cold internal walls and then evaporated off as the engine runs, sticking to the oily underside of the cap and creating the scary gloop you’re now looking at.

You don’t want that stuff in your engine, and you sure as hell don’t want it in your injectors or injector pump.

1

Perhaps you’ve heard the theory that if a tanker is filling up the underground tanks of a service station, you should move on to the next servo. That’s actually good advice, because the action of pumping the bulk fuel from the tanker will stir up any contaminants at the bottom of the underground tank. There’s actually a law in Germany that forbids the sale of fuel from an underground tank within an hour of a delivery having been made, and it’s a law we should consider here.

The point of all this being that dirty fuel is not something that should come as a total surprise. A problem, sure, but not a mystery.

Why do we need filters now more than ever?

If you look at an old Toyota 1HZ engine, as used in 80 and 100 Series LandCruisers, you soon realise that this workhorse of a thing is about as sophisticated as a fart joke and is fairly tolerant (up to a point, of course) of crook fuel.

Fast forward to 2023 and the common-rail turbo-diesel in your new 4×4 is a vastly more complex and sophisticated machine. And it’s a lot unhappier when presented with anything but a diet of pristine diesel.

The diesel injectors in, say, the current HiLux run fuel pressures of around 38,000psi. That’s enough to take your arm off (water-jet cutting pressure starts at around 30,000psi) and certainly enough to ensure that any dirt or water in the fuel will cause absolute chaos, from poor running to damaging fuel pumps and even breaking the tips off injectors if the crud gets that far into the engine, and if it’s already past the filter(s), it will.

1

It all sounds pretty dramatic, but that’s the price of extracting so much power and torque from smaller, lighter engines. Clearly, stopping any contamination before it gets that far is the obvious aim of the filtration game.

That explains why vehicle manufacturers fit their own filtering systems, but do those dangers also explain an aftermarket pre-filter? Yes, is the short answer. As Brent Hutchinson, GM of the Don Kyatt Group which markets Flashlube products, puts it: “Why would you say no to more filtration if it isn’t messing up your injection?”

But within that statement is a big clue to the layers of misinformation out there in the ether: ‘As long as it isn’t messing up your injection’. So where does a pre-filter go rogue and create problems? And why don’t vehicle manufacturers like aftermarket pre-filters?

Latest Gear Guides

Bad blood

Much of the online white-noise surrounding pre-filters is that they’ll void your new-car warranty.

Well, maybe, but if the pre-filter hasn’t caused or contributed to whatever it is that’s failed on your 4×4, then it can’t be held responsible for the failure. That’s just logic (not something that is universally exhibited in online forums).

But there’s another, better reason for the OEMs taking a stand against aftermarket pre-filters. It’s not that most vehicle manufacturers aren’t in favour of keeping clean fuel up to the engine, it’s rather that they can’t control what owners fit to their vehicles. Fit an El Cheapo Inc. pre-filter kit and you’re a fair chance to have problems. And that’s why your dealership will threaten to shred your warranty for fitting a filter kit, because they have lumped all aftermarket filters into a single too-hard basket.

1

Brent Hutchinson has seen it all before: “The OEMs should love them (pre-filters) because they stop your engine blowing up. But you’d hate them too if they were creating problems with your engines.”

And he says the warranty issue is changing, too. “Some people say the OEMs won’t warrant engines with aftermarket filters. But they’ve become a bit smarter now and they’re trying to address the issue. They don’t warrant bad fuel anyway.”

The big problem, apparently, is that the vehicle manufacturers reckon an aftermarket filter causes problems by restricting the flow of diesel to the engine. That is, the filtering medium is so dense that not enough fuel can pass through to keep up with the high pressures the modern common-rail injection system needs.

You can see their point, too. If the factory filter uses, say, a five-micron filtering medium and manages to produce enough fuel pressure to operate, and then you fit a three-micron filter, inline, into the same system, there’s a chance that the injection pressure could fall. And if that happens on a modern 4X4, it can be lights-out pretty quick.

The solution, says Brent Hutchinson, is to make sure any pre-filter you fit works with the standard filter, not against it.

1

“Most OEM set-ups use a standard filter of between three and seven microns. Our filter is 30 microns, so it won’t impede pressure or flow. Experts in the game reckon that 30 microns is the optimum size and it allows the flow that will trap the most contaminants; the speed that will give maximum filtration. So, if you have a pre-filter pulling out 95 percent of dirt out of the fuel, the OE filter has a much easier job to do.”

Ryco Australia’s 4×4 business development manager (and Chair of the National 4X4 Industry Council) Emma Laukens, points out that it’s important to understand how the micron rating of a particular filter is measured.

“Our most popular filter kit uses a 10-micron filter,” she said, “but you also need to know how a particular filter manufacturer arrived at that specification. There’s an ISO standard for measuring microns and flow, which Ryco sticks to as we have our own test facility. But across the industry, you might find that apples aren’t apples and that our 10-micron filter is no more restrictive than somebody else’s 30-micron unit that has been measured and rated according to a different test.”

Emma also points to Australia’s inferior diesel-quality standards compared with Europe, and the sheer distances we travel in harsh conditions as causes for the OEM’s concerns.

Above or below?

There’s even more debate when the topic turns to whether your aftermarket filter should be fitted upstream or downstream of the factory filter.

The downstream school of thought has it that the factory filter is the one with the warning lights and buzzer, so that’s the one you want to catch the nasties and let you know about them.

1

Fans of the upstream alternative point to the fact that a good quality aftermarket filtration system can incorporate its own bells and lights. Also, they add, if the pre-filter is of the correct type, it can do a better job of trapping all the problems, allowing the factory filter to have an easier life.

“Definitely before the factory filter,” says Emma Laukens. “We take the view that if the contamination has made it to the factory filter, it’s already too late.”

This placement issue is also where Emma says the warranty hassles begin. “Some OEM warranties won’t accept a downstream filter.”

Servicing

The advice here is very simple: The instant you detect any contamination in the filter, it needs to be serviced and the medium replaced immediately. It’s kind of a you-have-been-warned deal, and ignoring this rule is asking for trouble.

The one you want

Like anything else in 2023, you really only get what you pay for in pre-filters.

Brent Hutchinson points out that the Flashlube product has been designed to work in about 40 different makes and models with specific mounting kits for each one. The kits also use OE mounting points, so there’s no drilling holes in your new vehicle.

Emma Laukens says that it’s important to use the correct fittings and fixtures in order to avoid restricting fuel flow.

1

“That means the correct hoses and fittings; as big as the factory stuff or bigger. Also, it’s very important you don’t fit a filter designed for an old-school diesel to a modern common-rail vehicle. Small water particles are the big hazard for a modern turbo-diesel, so that’s what the filter needs to be very good at eliminating.

“You have to remember that most of these modern engines use lift-pumps, so the vehicle is always drinking from the bottom of the tank. That stuff your dad told you (mine did, anyway) about not letting the tank drop below about a quarter-full? Makes no difference in common-rail engines.”

Top five diesel filter tips

1. Make sure you pre-filter is compatible with your OE filter.
2. Fit filter upstream of the factory filter.
3. Service the filter as soon as contamination is detected.
4. Use the correct fixtures and fittings.
5. Don’t refuel when service stations are being restocked by a tanker.

Where strength meets practicality.

The Ironman 4×4 rear swing arm bar is a great option for those who want to equip their LandCruiser with high-quality rear protection, a tow hitch and the options to make carrying spare tyres and/or jerry cans a whole lot easier.

Ironman 4×4 has just released this seamlessly designed rear bar that has proven tough-track capabilities.

1

Constructed using 3mm steel, the plating, finishing and coatings are all layered with a quality UV-stable powder-coat. Plus, Ironman 4×4 has rigorously tested this bar over many years in tough off-road conditions, so they know the bar and bearing hardware is as solid as they come.

The swing arms also feature high-powered gas struts, allowing comfortable movement even with a 35-inch mud-terrain tyre attached.

Ironman 4×4 know that LandCruisers are great for towing, so they integrated a hitch into the rear bar. Offering a higher departure angle than competitors and with a load rating of 3500kg, this rear bar will give you the confidence to safely tow your camper trailer, boat or caravan. The bar also includes two high-lift jacking points.

1

The rear bar has left- and right-handed swing arm mounting options for dual 20-litre steel/plastic jerry cans and spare tyres up to 35 inches. Whatever combination you would like, Ironman 4×4 has the option to create your ideal rear bar setup.

The Jerry Carriers even feature an integrated high-lift jack holder, allowing you to store your jack in a convenient location. By making allowances for a 35-inch tyre and the option of a high-lift jack holder, the jerry cans overhang the rear of the bar further than the spare wheel.

2

On its own, the rear bar comes in at 56kg and that includes the 50mm x 50mm hitch receiver. The wheel carrier weighs 20kg unladen and the double jerry can holder is 36kg unladen.

The integrated LED lights are IP67 waterproof rated, and a bracket for relocating the number plate to the spare wheel carrier is included.

Ironman 4×4’s pricing starts at $2099 plus fitting and any accessories. You can purchase the rear swing arm bar through any one of the Ironman 4×4 stores nationwide.

The Jeep Gladiator arrived on Australian shores in the middle of 2020, and since then has been seen locally as an oddity.

While it’s clearly a long wheelbase ute, 298mm longer than a 79 Series LandCruiser, its payload is only half that of the Toyota, leaving many to wonder what exactly it’s good for.

1

While Jeep’s marketing department would never be so blunt, the Gladiator is essentially a Wrangler with a wheelbase stretch and a five-foot bed bolted to the back. Thanks to that Wrangler heritage, the Gladiator undoubtedly has the off-road chops for more than just a fun weekend on the beach, and some would even say it doesn’t look half bad. That depends, of course, on which half you happen to be looking at.

And while it’s great to have a big beach-buggy with removable roof and doors for some weekend fun in the sun, the question remains as to whether the Gladiator is up to the real challenge of tens of thousands of kilometres in tough Aussie conditions.

The test

To answer this nagging question that used to keep me up at night, I outfitted a Gladiator as a full-time Aussie tourer, then lapped the continent. I didn’t just stick to the bitumen, either.

The goal was to explore all the remote corners, wild tracks and iconic destinations as I made my way around this wide brown land. I ventured deep into LandCruiser country with an unproven newcomer, and I honestly didn’t know how it would go.

Explore Australia

1

Just 12 months after acquiring the Gladiator, I would cross the Simpson on the Madigan Line, tackle the CREB, Frenchman’s and The Old Tele up in Cape York, explore Fraser Island from top to bottom, scramble around The Victorian High Country, criss-cross Tasmania, South Australia and the Northern Territory, then cross the Top End along the Gibb River Road, and finish off the 60,000km expedition by venturing the length of the remote Canning Stock Route.

How would the Gladiator go? After pondering this question for way too long, there was really only one way to find out.

The build

The modest payload of the Gladiator would be the biggest limiting factor when planning this epic drive.

Once loaded with enough fuel, water, food and gear to safely cross the Simpson Desert, precious little payload would remain for luxuries, and each and every kilo of additional weight had to be carefully scrutinised.

In factory trim the Rubicon package is equipped with front and rear lockers, an electronic swaybar disconnect, 4.1:1 axle ratios and a very low 4.0:1 low-range reduction, giving an impressive crawl ratio of 77.2:1.

1

Make no mistake, the Rubicon Gladiator is bred from generations of rock-crawling Wranglers, and it means business. Aiming to avoid problems with the constabulary in every state of the country, I equipped the Gladiator with modest 33-inch tyres on steel rims that could be hammered back into shape in the event of damage.

Expecting to cover thousands of kilometres of nasty corrugations in a vehicle sitting very close to its maximum legal weight rating, suspension choice was critical. For decades, aftermarket Jeep suspension has focused on increased height, though with the growth of off-road touring in the States (overlanding, as the Yanks call it), the aftermarket now offers complete packages designed to carry constant heavy loads, as-is the case with the latest offering from American Expedition Vehicles (AEV).

Rather than a camper or traditional rooftop tent that would raise the centre of gravity and compromise handling, I chose to sleep in a swag for the entire 12-month adventure. I have a simple canvas canopy sewn up to cover the bed, which is a lightweight and durable solution to keep out the sun and dust.

1

The standard Gladiator fuel tank is a modest 83L, and where I was going, carrying additional fuel was a must. I fitted a 70-litre auxiliary tank from The Long Ranger, giving a total capacity of 153 litres. Hoping to avoid a cracked radiator from a quick introduction to Skippy, I added a steel bullbar and skid plate to protect the steering, an integrated Warn winch, LED lights and a UHF radio.

For camp comforts I added a 55L drinking-water tank, a huge pull-out kitchen and Dometic fridge, a lithium battery, a charge controller, a roof rack, a solar panel and a 270° Batwing awning with zip-on walls so we could escape the weather.

Feeling timid about working on the first new vehicle I’ve ever purchased, I jumped straight in the deep end, drilling holes in the roof on Day 1 to mount the sturdy Rhino-Rack, and cutting a large hole in the bonnet on day two to mount the snorkel.

1

As weeks turned into months, dad and I worked long days, slowly transferring the huge pile of boxes onto the Jeep. Together with my partner Katie we hit the road, and over 12 months we explored all the remote corners and iconic tracks I had dreamed about for years. As the kilometres rolled by, we got to know the Gladiator well, and it soon became the third member of the journey.

Believe it or not, we successfully completed the 60,000km adventure, making it right around the country and ticking off all the bucket list destinations. As well as Australia, we learned a thing or two about Jeeps… and more than we ever wanted to know about flies and dust.

Here’s how the Jeep Gladiator Rubicon fared.

Service and warranty

It’s no secret the Jeep brand in Australia does not have the same support as Toyota or Ford, and while that is certainly true, the question that really matters is whether there is enough support to get the job done.

Around Australia I always had the Gladiator serviced at official Jeep dealers, and found them to be professional and capable. Services were completed in almost every state and territory, and with a little forward planning it was never a problem to locate a dealer wherever I wound up.

1

On paper, the Gladiator is sold with a 100,000km, five-year all-inclusive warranty, and I did experience one issue that put this to the test. After a few months and 10,000km, the main touch screen on the dash refused to function.

The problem was intermittent, so I was worried about potential water intrusion or a dodgy connection in some deeply buried wiring loom. While the vehicle still drove perfectly fine, losing the radio, satnav, reversing camera and a bunch of other features was a major pain, and unacceptable for such a new vehicle. Much to my delight, and then horror, the dealer in Adelaide diagnosed the problem less than thirty minutes after my arrival.

1

As soon as the problem was clear I must have turned many shades of red, feeling every bit the fool. In what is easily my most bone-headed move of all time, I had drilled into a wiring harness while mounting the fridge. Inside the harness, multiple wires were stripped bare, and had been shorting ever since.

Without heaping it on me, Jeep repaired the wiring and had me back on the road in just a few hours. This issue was entirely caused by my own stupidity, so I was shocked when the dealer split the bill with me, leaving me just a couple of hundred dollars out of pocket.

I certainly can’t complain about that.

Reliability

Discussions about vehicle reliability often turn into a series of personal anecdotes about this or that vehicle and how it either saved a person’s life or left them stranded.

There’s no doubt Jeep in Australia is working hard to repair its less-than-stellar reputation on that front, and I can only add my own anecdotes to the list.

I was told repeatedly that carrying a spare alternator is essential for outback travel. Having never replaced one while driving well over 200,000km through 55 countries in some of the worst conditions on the planet, I often wondered about this advice that is taken as gospel across Australia.

1

While tackling the Old Tele with a bunch of LandCruisers, I soon learned the reason for this ancient wisdom – alternator placement. While Toyota mysteriously mounts them as low as possible on the engine, to achieve its 750mm water fording capability, the Gladiator’s alternator is mounted at the very top of the engine, and is therefore the last under-bonnet item to be submerged in deep crossings.

While all the LandCruisers that tackled the Old Tele with me have since replaced their silt and mud-laden alternators, the high mount alternator on the Jeep barely saw a drop of water.

While we’re on the topic of alternators, the Gladiator is equipped with a 240A unit from the factory, so not only did it never need replacing, it also didn’t need to be upgraded.

1

I was also repeatedly told two spare tyres and wheels are essential for tough Aussie conditions, and this was another piece of age-old wisdom I was more than a little skeptical of. I outfitted the Gladiator with Yokohama’s aggressive Geolandar X-AT tyres that blur the line between mud-terrains and all-terrains.

In all 60,000km I never once experienced a single tyre issue, and they performed flawlessly on everything I threw at them, from mud to beach sand, dunes, rock, clay gravel bitumen and all of that times 60,000, they were flawless.

While it might come as a shock to some, the Jeep itself was also flawless on its around-Australia adventure, never requiring so much as a bolt to be tightened.

A question of power

Over in the US the Gladiator comes with no less than three engine and two transmission options, while in Australia there is only one option: the tried and trusted 3.6L V6 Pentastar petrol engine mated to a ZF eight-speed automatic.

Sadly, we can only dream about the 3.0L EcoDiesel offered in North America, which would be ideal for touring in outback Australia. Putting out 193kW and a whopping 600Nm of torque, for once the yanks have access to a medium-size turbo-diesel engine that we Aussies do not.

1

Officially, it seems the Italian-sourced oil burner doesn’t package into the right-hand drive Wrangler and Gladiator, which is a fancy way to say it doesn’t fit. More accurately, the bean counters ran the numbers and calculated the cost to make it fit exceeds the projected sales, so there is no business case.

The Pentastar V6 in my Gladiator puts out a respectable 209kW and 347Nm, making it no slouch, and for such a big vehicle it can leave unsuspecting vehicles firmly in the rear-view mirror if you’re willing to use a good deal of right foot. When it comes to soft sand climbs nothing beats horsepower, and climbing the endless dunes of the Simpson Desert proved downright easy, and we never needed to take a second crack at a single dune.

1

Even the mighty Big Red, arguably the biggest and steepest dune in the Simpson, proved no match for the Gladiator, which easily drove up the steepest line, rocketing to the top with an abundance of momentum.

When driving with a light foot on bitumen, the fully outfitted Gladiator managed an impressive 13L/100km, which due to the huge price difference between petrol and diesel actually made it cheaper to drive long distances than the diesel 4x4s it was surrounded by.

Fuel cost is by far and away the biggest expense of long-distance touring, and covering 60,000km in a single year results in quite the fuel bill. With the auxiliary tank often full, I never had a problem sourcing petrol, even in the remotest outposts.

Off-road capability

The Gladiator is essentially a Wrangler with a longer wheelbase, higher payload and larger storage capacity.

For a long-term tourer that means it has the off-road chops of the Wrangler while adding the ability to carry more fuel, more water and more food. That’s win, win and win.

With its coil springs and front swaybar disconnect, the Gladiator offers impressive axle articulation and it’s a flexing machine, nearly always keeping all four tyres on the ground to claw forward no matter how steep or how rutted the track. In stark contrast to the army of 78 and 79 Series Land Cruisers that lift front wheels at every opportunity, we hardly got the Gladiator to lift a wheel on the hardest lines on the Old Tele.

1

On several occasions on the Old Tele, my adrenaline peaked after helping other vehicles over sketchy hill climbs that had wheels lifting, engines revving and tyres spinning. Quickly we would all run over and stand on bullbars or hang off roof racks to keep vehicles from going over, while winch lines were frantically run out.

Once my turn came around, I would simply crawl to the top without lifting a wheel or even the slightest hint of wheel spin. In low-range first gear, the Gladiator can crawl forward much slower than walking pace, provinding an immense level of control and precision.

In all honesty, it made everything look and feel so easy, everyone stopped taking photos and videos of it, because there was no drama… and no chance of a roll over or nasty situation.

Smooth and quiet?

I never dreamed I would tour Australia with heated leather seats, Bluetooth, a heated steering wheel and a patrol V6 mated to a smooth and responsive eight-speed automatic transmission.

The Gladiator is as quiet on bitumen as any live-axle 4×4 could hope to be, and most impressively it maintained a comfortably quiet cabin on the seemingly endless corrugations of the Gibb River Road. While travelling companions in Patrols and Cruisers were wearing headphones and couldn’t even talk to their partners, Katie and I rolled along in relative comfort.

1

While tackling the Canning Stock Route I was a bit miffed by the continual descriptions and online discussions I’ve seen regarding the corrugations, which are famously Australia’s worst.

While they were undoubtedly bad, the Gladiator ate them up with ease, with drone footage showing the rear coils working just as they should to isolate the cab from the bouncing axles.

Verdict

After 12 months the lap was complete, and we rolled back into dad’s driveway after covering 57,250km on some of Australia’s most famous and notorious tracks.

I’d spent years dreaming about Australia’s most iconic 4×4 tracks and remote destinations, and now they’re all successfully in my rearview mirror.

1

Discounting my own stupidity, across the tens of thousands of harsh kilometres the Jeep never once missed a beat. Not only did it eat up the corrugations and dusty kilometres of the Gibb Rover Road in comfort, it crested thousands of dunes in the Simpson Desert and along the Canning Stock Route, and it easily walked along the Old Telegraph Track.

While the Yanks back in Detroit surely didn’t design this ‘longer Wrangler’ with Aussie conditions in mind, it easily handled everything Australia could throw at it, never once giving the slightest hint of a problem.

The Good, the bad and the ugly

The Good

• Virtually unstoppable off road
• Flex for days
• Smooth and quiet 3.6L V6, 8-speed auto

The Bad

• No factory auxiliary fuel tank
• No diesel option
• Extra long wheelbase results in poor breakover angle

The Ugly

• Small payload for a ute at 600kg

Latest gear guides

Gear and accessories

Driveline

• 3.6-litre V6 petrol engine
• 209kW, 347Nm
• 8-speed Automatic
• Front and rear locking diffs
• 77.2:1 crawl ratio

Suspension

• AEV 50mm DualSport RT Suspension
• AEV Steering Damper

Wheels and tyres

• Yokohama Geolandar X-AT 285/70R17
• Mopar Steel wheels

Recovery and armour

• AEV EX Front Bumper and Skid Plate
• Warn Zeon 10-S Winch with synthetic line
• AEV snorkel with dust pre-filter
• Maxtrax MKII Recovery boards

Accessories

• The Long Ranger 70L auxiliary fuel tank
• Lightforce Venom LED Driving Lights and 20 inch light bar
• Dometic CFX-3 55IM Fridge
• Overland Kitchen Truck Bed Expedition Kitchen
• Coleman two burner dual fuel stove
• 55L drinking water tank, filtration, pump
• Renogy DC/DC + MPPT Solar Charge Controller
• Renogy 100W Lightweight Solar Panel
• Renogy 50Ah Lithium Battery
• Rhino-Rack Backbone + Pioneer Platform rack
• Rhino-Rack Batwing 270° awning
• ARB Single Air Compressor
• Custom canvas canopy

Explore Australia