The Rugged Trek – said to be the brand’s “best 4WD tyre ever made” – is an all-round tyre with a massive 14.7mm tread depth that is guaranteed to last up to 80,000km of use and abuse.
The tyre is a combination of all the best bits of all-terrain and mud-terrain tyres, without the compromise, to create what is essentially a hybrid tyre dubbed “rugged-terrain” which is capable of tackling all terrain types – sand, rocks, mud and bitumen.
“It has all the abilities of an all-terrain tyre. [It’s] nice and smooth on the road and nice and quiet, but then it has the aggression to help off-road,” said Cooper Tires’ technical manager, Jeff Newick.
“Cooper’s Rugged Trek rugged-terrain tyre has all the characteristics you look for in an aggressive mud tyre, while still giving you the mileage and performance from an all-terrain”
Compared to OE tyres, the Rugged-Trek is said to have 63 per cent more tread depth, a 14 per cent larger footprint and 25 per cent more load-carrying capacity.
The Rugged Trek utilises a combination of high-quality technology and state-of-the-art design, with highlights including:
Dual sidewall (adaptive) design: With a knife-edge design on one side and mountain design on the other, the sidewalls are said to be 20 per cent stronger due to the use of high-tensile body ply in lieu of standard tensile.
Whisper groove shields: This design stops a lot of the noise from resonating outside of the tyre, by blocking the air to reduce road noise.
Stable Trac technology: Omni-directional microgauge siping through the centre of the tyres is designed to help the stability of the tyre, provide wet weather grip and reduce cut-and-chip.
Offset lugs: Off-set lugs on an eight-degree angle to enhance off-road traction.
Stone blockades: Positioned up against the lugs, the blockades reduce stone retention and damage on the tyre. It also creates an air pocket under any soft material to allow it to clear out of the tyre.
The tyre also contains more than 30 per cent chemically-coupled silica, which, according to Jeff Newick, is essential: “”Coupled silica in the tread compound is absolutely a must in Australian conditions for safety and performance.”
“The development and technology in this tyre is second to none in any market throughout the world,” Newick added. “We’ve been testing it in outback NSW … we’ve been putting it through its paces and it has stood up fantastically.”
The Rugged-Trek is available in 16-, 17-, 18- and 20-inch options with a Light Truck construction, and 18- and 20-inch options for SUV construction.
Founded in Ohio, USA, in 1914, Cooper Tires is now the 10th largest tyre manufacturer in the world. It reached local shores in 1988, when Terry Smith, General Manager of his family’s retail tyre stores in Canberra, started importing Coopers to Australia after seeing them at an international show in New Orleans in 1988.
Demand from other cities led to wholesale distribution, and in 1991 Terry established a Brisbane-based distribution business. Cooper Tires soon became a major 4WD tyre brand in each state.
We have been up since 5am, and our plan was to drive from Kasane, on the banks of the charming Chobe River in northern Botswana, to Johannesburg, 1200km away.
We are breaking my first rule of African travel, don’t drive at night. Why? Drunk drivers, animals on the road and people running out of driving talent. All three can kill you.
I am behind the wheel of the big old 130. I love this old girl; she is fitted with every Front Runner accessory ever made and she has been our chef, shower and cold-beer provider on this trip.
The truck approaching from the front has its high beams on. I try to look away, but they still blind me. I realise that it is in my lane and about to crash into us. I don’t want to die here. I pull hard left on the steering wheel; there is no time to look out for pedestrians, donkeys or, God forbid, a young child.
I wait for the impact of the truck. It does not come, we are doing 120km/h through the dry and dusty bushveld. I dare not brake for fear of rolling – old Defenders are notorious for just that. I allow the Defender to gradually roll to a halt. St Peter is nowhere to be seen. I am still alive. I bloody love old Defenders.
What about my friends behind us in the new 110? It has all the technology and driving aids in the world but there is no special red button to deal with a truck driver who has fallen asleep. Did the truck get them? Are they dead? Once the dust settles, I see that they too took the off-road alternative to definite death. Africa is most certainly not for sissies.
Even though I am attempting to compare the old and new and Defenders, I would like to start by saying that there is no comparison. The 2016 Defender 130 I am in is not too dissimilar to the original 1983-model Land Rover 110.
It was assembled by hand, not by robots, and it runs a separate body-on-chassis construction, live axles front and rear, and coil spring suspension, and is without a doubt a 4×4 icon.
It is instantly recognisable and loved the world over. You can find spare parts for it in the most remote locations. Case closed. End of article.
Not so for our 2022 Defender X 110 D300 V6, which came off the production line at JLR’s newest and most modern production facility in Nitra, Slovakia. When running three shifts, this facility has the capacity to build 150,000 vehicles a year.
This is a huge number, especially when you consider Land Rover was producing fewer than 20,000 old Defenders per year at its Solihull plant towards the end of production.
The new Defender is a luxurious and thoroughly modern vehicle with more electrickery than a rocket ship on the way to Mars, while the old Defender can often be fixed on the side of the road.
Most old Defenders have a simple diesel engine under the bonnet. I have had an old-style Defender as my daily driver for more than 15 years now, and I am not going to lie, you need to love them to drive them all the time. They are more tank or tractor than modern car.
Now, as I find myself cruising in a convoy at 110km/h in a fully-loaded old 130 after crossing into Botswana, I can’t possibly be any happier. As a bonus, everyone is smiling and waving back at me. Try that in the blingy new Defender 110 and you’ll probably be greeted by a middle finger from someone bouncing along in a lifted Disco 2 or a HiLux.
In Africa, people see new, shiny vehicles as an ATM of sorts, which means their drivers can expect to pay more in fines and bribes than if in an old 130.
Out of all the new Defender engine derivatives, the 220kW straight-six D300 is my favourite; flatten the accelerator and it just takes off, making it great for overtaking convoys of long trucks, whereas the old 130 only musters a modest 90kW from its 2.2-litre four-cylinder diesel engine and so requires a more measured approach when overtaking.
It is rather fun flying across the dry Makgadikgadi salt pans at just over 160km/h in a new Defender. Even though it is loaded with gear, I am still able to throw it about through tight turns without having to worry about toppling over. It does not handle like an old Defender; it sits solidly on both tar and rough tracks.
But the 130 really comes into its own when we engage low range to crawl along over the rough stuff. This is what it was made for. I know the new Defender has lockers front and back, plus lots of other off-road traction aids, but just how much capability do you need?
Old Defenders are renowned for being uncomfortable. When cruising in the 130 I put my left foot on the handbrake for comfort, I open the driver’s window for elbow room and I crank up the not-so-good aircon. When going off-road along one of the hunting concession cutlines, I feel at one with nature.
You can smell the elephant dung and hear the squawk of the yellow-billed hornbill. It does not bother me that there is dust coming through the windows and covering me and everything else inside the vehicle.
Not so in the new Defender 110, which I drive with the windows closed, aircon on, seat massagers engaged and seat-aircon blowing hard! It’s as though Land Rover has taken the Range Rover Gucci bits and put them in the new Defender.
When off-roading it feels like I am cheating on my old Defender as it sanitises the whole experience. Everything is too easy and, thanks to the air suspension, bumps are barely noticeable. It really takes the ‘off’ out of off-roading.
Our first stop before heading off on this adventure was the Front Runner HQ in Kyalami, Johannesburg. The latest Defender is still the new off-roader on the block and while global chip shortages have slowed sales and production, overland accessory companies like Front Runner were quick out of the blocks with new product.
In less than an hour our new Defender was fitted with Front Runner’s Foot Rail Kit Slimline II roof rack. A roof top tent and Easy-Out awning were also added and, despite the additions, the increase in noise levels were minimal as we sped along towards the Botswana border.
Old Defender owners certainly have a bigger catalogue of overland products to choose from, especially when it comes to things like underbody protection and interior storage systems.
I chatted to ARB recently and they told me they would not be developing a bullbar for the new Defender – this is problematic for overlanders who in Africa and Australia wouldn’t leave home without one – but US companies like Lucky 8 Off Road Equipment are leading the way when it comes to developing quality off-road accessories for new Defender owners.
To earn the same overland status as a Nissan Patrol or Toyota Troopy takes time, and the new Defender is still light years away from that.
Defender fans see the old 130 as the ultimate overlander due to its size and carrying capacity. Our 130 is living proof of that, and it’s fitted with two roof racks. One on the cab carries our boxes, jerry cans, water, and gas, and the second rack on top of the enclosed load-bed is the base for our roof top tent.
One of my favourite parts of this 130 is the fact that it has a load bed cargo slide, so accessing anything that we have in there is a breeze. This slide is a blank canvas you to customise your gear arrangement on it.
One of the biggest worries on any off-road expedition is the potential for a breakdown. When it comes to the new Defender, you can fix punctures, replace filters and do some of the basics yourself, but if something more serious goes wrong you will need a satphone to call a Land Rover mechanic to assist with the diagnosis.
Ironically it is the 130 that suffers the only technical issue on this trip. We initially think that it is the mass airflow sensor not reading the correct flow, but a quick check with the diagnostics tool tells us it is a faulty ABS sensor, which is quickly resolved with a fault clear and reset.
The main thing is we can fix it and carry on.
Both vehicles are fully loaded, and this obviously has an impact on fuel consumption. The tank on the new Defender is 14-litres bigger than the standard 75-litre tank on the 130.
The heavily laden and not very aerodynamic 130 uses at least 20 percent more fuel than the 110. Land Rover’s modern diesel engines are certainly more efficient than the old ones.
I seriously doubt we are going to see a heap of new Defenders on the big overland routes around the world any time soon, although legendary African explorer Kingsley Holgate took the first new Defenders on a trans-Africa trip without any dramas, and he loaded them way past Land Rover’s legal weight limits.
When leaving Kasane we decide not to do the northern section of the Hunters Road like the rest of the convoy because the thorn bushes would’ve destroyed the paintwork on the new Defender.
Would I have done it in my old Defender? Of course! That is what they are built for.
While it is great being comfortable and cool while doing 120km/h, one of the most important things when overlanding is the ability to fix a vehicle when it breaks down, so it’s the old that wins over the new for me.
But more than that, old-style Defenders have an iconic legacy that the new Defender will never possess. Old Defenders have a soul; new Defenders are highly capable but soulless.
There are certain things that money can’t buy: the smile you get when climbing into an old Defender or the looks you get from others when driving one. That is why the old Defender is still the Land Rover king of the outback.
A few years ago I was travelling with someone who had a stack of Front Runner Wolf Pack storage boxes in their 4×4 vehicle and I was impressed with their sturdy and solid construction.
Unlike the cheap plastic boxes you buy from hardware megastores, these South African brand boxes are built for travel and unlikely to crack or break when they cop a beating over rough terrain.
When I saw that Front Runner had released an evolution of the Wolf Pack, I thought it was time for a closer look. The Wolf Pack Pro builds on the original’s solid construction and rugged design but improves on it with a secure latch-down lid to make it waterproof and dustproof.
Made from a thick polypropylene plastic, the boxes are built to last, whether used for storing things in them at home or in the shed, or transporting them in or on the roof rack of your 4×4. With the latches securing the lid on these, you needn’t worry about them being out in the elements up on your roof rack or in the tray of your ute.
You can carry anything in the Wolf Rack Pro be it 4×4 recovery gear, clothing, food, camera kit, a drone, or camping accessories… and rest assured it will be secure and protected. The boxes are just the right size to carry a basic 4×4 recovery kit while keeping the contents protected and easy to access when needed.
The boxes are also designed to be stackable, with the lids mating to the base in a Lego-like fashion. They also have indents moulded into them to accommodate tie-down straps so they can be secured either in or on top of your vehicle.
Front Runner also has a range of internal dividers and storage bags to further compartmentalise the contents of the boxes. There’s also a higher lid available to increase the capacity of the Wolf Pack Pro.
With external dimensions measuring 510mm (L) x 400mm (W) x 230mm (H), the Pro packs will fit in many storage-drawer systems to better secure and compartmentalise your gear and supplies.
The design and construction of the Wolf Pack Pro shows that this is a product designed by people who use them, and know what’s needed to create a lasting product.
South Africans travel the bush in much the same way as Australians do, and we use our vehicles and gear in a similar way. For that reason, we both value quality products, and this shines through with Front Runner gear.
It fractionally undercuts the starting point for the equivalent version of the Amarok’s twin, the Ford Ranger with which it was co-developed in Australia. A Ranger turbo diesel auto is priced from $53,680 compared with $52,990 for the Core auto.
The mid-range Style, predicted to be the best-selling Amarok, costs from $66,990 for a four-cylinder diesel or from $70,990 for a V6 diesel. It essentially replaces the Highline that was priced from $64,990 and available only with a V6.
Get the full story at the link below.
The German car maker is pitching the South African-built Amarok as the most premium offering in the 4×4 dual-cab ute segment, despite the ute now being co-developed with the Ford Ranger.
“We’re landing Amarok with the high level of specification that Amarok customers absolutely demanded of us,” said Volkswagen Commercial Vehicles director Ryan Davies.
“It’s the top-of-the-range Amaroks – Aventura, PanAmericana and Style – where demand will be by far the strongest. Apart from an enhanced upholstery option in the Style, the only extra cost for Amarok is for your choice of paint.
“These are standard Amaroks, not special or launch editions. In time, it’s likely that Volkswagen Commercial Vehicles will decide on limited editions, but we won’t need to rush one to market on the basis that the standard ute isn’t equipped to the level customers require.”
Its mid-range Amarok Style is priced and equipped closer to the Ranger Wildtrak that, not including the Raptor performance ute, is the range-topping model until the May arrival of a Ranger Platinum.
The Style also includes Matrix LED headlights and a larger, 12-inch digital driver display that are standard only on the Platinum in the Ranger line-up.
VW’s Amarok Aventura range-topper has managed to stay below $80,000, if only just, though its $79,990 price tag is $3000 above the Platinum that mirrors many of its new rival’s features.
Life and Style are now-traditional VW variant names that have been introduced to the Amarok range for the first time; the PanAmericana badge is completely new to VW and represents the most off-road focused version of the new Amarok.
The PanAmericana and Aventura will be the first Amarok models available locally, given priority owing to the growing popularity of higher-spec variants.
The Amarok and Ranger share diesel engines, with the Volkswagen alone in offering the Mustang-derived 2.3-litre turbo petrol that’s exclusive to the Aventura.
| 2023 Volkswagen Amarok load and towing | |
|---|---|
| Tray length (mm) | 1624 |
| Tray width between wheel arches (mm) | 1227 |
| Load lashing rating (kg) | 400 |
| Load clamps rating (kg) | 250 |
| Payload (kg) | 1200 |
| Towing – braked (kg) | 3500 |
| GCM (kg) | 6000-6500 |
Six load-lashing rings have a tensile load rating of 400kg, while a track system incorporates four moveable clamps each with a 250kg limit.
LED tray lighting is standard on all Australian Amarok models.
The PanAmericana comes with a tonneau cover; the Aventura features an electronic roll cover.
Maximum payload has also increased, from one tonne to just under 1.2 tonnes – one of the best figures in the segment.
There’s again a 3500kg braked towing capacity, while VW says the permissible total weight of vehicle and trailer has increased from 6 to 6.5 tonnes.
| Volkswagen Amarok Core 2.0 TDI405 4MOTION | Manual | Automatic |
|---|---|---|
| Engine | 4-cylinder turbo diesel | 4-cylinder turbo diesel |
| Power | 125kW | 125kW |
| Torque | 405Nm | 405Nm |
| Transmission | 6-speed | 6-speed |
| Drive | part-time 4WD | part-time 4WD |
| Price | $50,990 | $52,990 |
| Volkswagen Amarok Core – Exterior features | |
|---|---|
| 17-inch alloy wheels | Mudflaps front/rear |
| Electric foldable Exterior mirror | Towbar (brake controller optional) |
| LED headlights | Tailgate lock (manual) |
| Tie-down ring on cargobox | Cargo box lighting |
| Volkswagen Amarok Core – Interior features | |
|---|---|
| Fabric seats | Single-zone air-conditioning |
| Vinyl floor covering | Wireless charging |
| 10-inch radio (inc DAB) with four speakers | Rear centre armrest |
| 8.0-inch digital instrument cluster | |
| Volkswagen Amarok – Safety features | |
|---|---|
| Tyre pressure monitoring | Adaptive cruise control and Lane Keeping Assist |
| Mechanical differential lock | Multi collision break |
| Intelligent Speed Limiter | Rear sensors and rear camera |
| Speed sign recognition | Knee, centre, side, curtain airbags |
| E-call (emergency call) | |
| Volkswagen Amarok Life TDI 4MOTION | |
|---|---|
| Engine | 4-cylinder twin-turbo diesel |
| Power | 154kW |
| Torque | 500Nm |
| Transmission | 10-speed automatic |
| Drive | part-time 4WD |
| Price | $56,990 |
| Volkswagen Amarok Life – Exterior features | |
|---|---|
| 17-inch alloy wheels | Locking wheel nuts |
| Front bumper, mirrors & door handles in body colour | Power tailgate lock |
| LED fog lamps | 2 front towing hooks |
| Electric foldable, heated mirror & puddle lamps | |
| Volkswagen Amarok Life – Interior features | |
|---|---|
| Fabric seats | Carpet floor covering |
| Privacy glass | Rain sensor |
| Leather gearlever | Blind-spot monitoring |
| Leather multifunction steering wheel | Auto-dimming rear-view mirror |
| Front and rear floor mats | |
| Volkswagen Amarok Style TDI 4MOTION | 2.0 TDI500 | 3.0 TDI600 |
|---|---|---|
| Engine | 4-cylinder twin-turbo diesel | V6 turbo diesel |
| Power | 154kW | 177-184kW |
| Torque | 500Nm | 600Nm |
| Transmission | 10-speed automatic | 10-speed automatic |
| Drive | Part-time 4WD | Full-time 4WD |
| Price | $66,990 | $70,990 |
| Volkswagen Amarok Style – Exterior features |
|---|
| 18-inch alloy wheels |
| Chrome rear bumper and step |
| IQ. Light LED-Matrix headlights |
| Bed liner |
| Stainless-steel sports bar |
| Volkswagen Amarok Style – Interior features | |
|---|---|
| u2018ArtVelouru2019 seat upholstery | Ambient lighting |
| 12-inch audio with navigation | Keyless entry and start |
| 12-inch digital instrument cluster | Thatcham alarm system |
| 10-way electric driveru2019s seat | Surround view |
| Insulating windshield | Park assist |
| Dual-zone climate control | |
| Volkswagen Amarok Style – option | |
|---|---|
| u2018Savonau2019 leather interior $300 | |
| Volkswagen Amarok PanAmericana TDI 4MOTION | 3.0 TDI600 |
|---|---|
| Engine | V6 turbo diesel |
| Power | 177-184kW |
| Torque | 600Nm |
| Transmission | 10-speed automatic |
| Drive | Full-time 4WD |
| Price | $75,990 |
| Volkswagen Amarok PanAmericana – Exterior features | |
|---|---|
| 18-inch black alloy wheels (with all-terrain tyres) | Roof rails |
| Front bumper in X-Design (black) | Spray-in bed liner |
| Side mirrors, bumper and door handles in black | PanAmericana decals |
| Black sports bar and steps | |
| Volkswagen Amarok PanAmericana – Interior features |
|---|
| Leather (cricket) upholstery |
| Leather-covered dashboard |
| Leather door inserts |
| Premium audio |
| 10-way electric front seats with heating |
| Volkswagen Amarok Aventura | 3.0 TDI600 4MOTION $79,990 | 2.3 TSI452 4MOTION $79,990 |
|---|---|---|
| Engine | V6 turbo diesel | 4-cylinder twin-turbo petrol |
| Power | 177-184kW | 222kW |
| Torque | 600Nm | 452Nm |
| Transmission | 10-speed automatic | 10-speed automatic |
| Drive | Full-time 4WD | Full-time 4WD |
| Price | $79,990 | $79,990 |
| Volkswagen Amarok Aventura – Exterior features | |
|---|---|
| 21-inch alloy wheels | Sailplane and steps in chrome |
| Front bumper in X-Design (chrome) | Electronic roll cover |
| Side mirrors, door handles and rear bumper in chrome | Bed liner |
| Volkswagen Amarok Aventura – Interior features |
|---|
| u2018Savonau2019 leather upholstery |
| Leather-covered dashboard |
| Volkswagen Amarok – Paint options (all models) |
|---|
| Clear white paint – Standard |
| Metallic paint – $990 |
| (Bright Beige, Dark Grey, Midnight Black, Deep red, Light Grey, Bright Blue, Mid-blue) |
That puts the total cost over five years to $1800. The breakdown of each service is in the table below.
| Service | Price |
|---|---|
| #1 | $329 |
| #2 | $329 |
| #3 | $414 |
| #4 | $319 |
| #5 | $400 |
| Total | $1800 |
MY21 and onwards versions of the first-gen Amarok required a visit to the dealer every 12 months or 20,000km.
Beyond chassis dynamics and interior packaging, we apply the same discerning eye for data when it comes to testing a vehicle’s fuel efficiency against its manufacturer’s claim.
The catalyst for the data in this story was our dual-cab ute mega test, which put the major players of Australia’s hottest segment under review.
Only freshly launched into Australia, we’ve not yet had the opportunity to run the new Amarok through comparisons and a thorough fuel-consumption test.
Volkswagen claims 9.9L/100km for the 2.3L 4cyl turbo petrol, 7.1L/100km for the 2.0L 4cyl turbo diesel, and 8.4L/100km for the 3.0L 6cyl turbo diesel. We’ll put those numbers to the test very soon.
The Wheels fuel-use assessment sees all vehicles topped with fuel at the start of our primary drive day, then again upon final fills at the end of the day, with individual odometer readings recorded at beginning and end.
Recorded odometer readings provide distance travelled, while noting the amount of fuel filled at the end of the day allows us to calculate real-world fuel figures.
Prices shown are before on-roads costs, unless marked *DA for drive-away.
Table scrolls horizontally.
| Price | L/100 | KM travelled | Litres filled | Odo Start | Odo End | |
|---|---|---|---|---|---|---|
| Mazda BT-50 GT | $57,290 | 9.3 | 219 | 20.36 | 5048 | 5267 |
| Toyota Hilux SR5 | $58,680 | 9.5 | 215 | 20.42 | 10231 | 10446 |
| Isuzu D-Max LS-U | $59,000 | 9.65 | 215 | 20.75 | 24402 | 24617 |
| Nissan Navara Pro-4X | $58,730 | 9.83 | 217 | 21.33 | 10662 | 10879 |
| Mitsubishi Triton GSR | $55,690 | 10.64 | 235 | 25.01 | 2632 | 2867 |
| Ford Ranger XLT | $61,190 | 11.28 | 215.5 | 24.29 | 3755.3 | 3970.8 |
| Ford Ranger V6 Sport | $66,690 | 11.75 | 218.4 | 25.66 | 4278 | 4496.4 |
| LDV T60 Max Luxe | $43,674 | 10.37 | 204 | 21.15 | 4887 | 5091 |
| GWM Cannon Ute X | $44,490 | 10.39 | 204 | 21.19 | 710 | 914 |
| Mitsubishi Triton GLX+ | $43,940 | 11 | 205 | 22.55 | 1050 | 1255 |
| Ssangyong Musso XLV | $46,590* DA | 11.14 | 201 | 22.39 | 328 | 529 |
Among the more affordable utes, it was the LDV T60 Max Luxe that returned the most frugal fuel figures, returning 10.38L/100km – narrowly edging the GWM Cannon Ute X, at 10.39L/100km.
Finishing third in that group is the Mitsubishi Triton GLX+ with 11.0L/100km, followed by the SsangYong Musso XLV on 11.14L/100km.
The popular Toyota Hilux follows closely, registering 9.5L/100km.
The Isuzu D-Max, on our on-road assessment day, travelled precisely the same distance as the Hilux but drank 0.3L more at the end of the day, returning 9.65L/100km.
Ford’s impressive and desirable Rangers, in both 2.0-litre bi-turbo diesel and 3.0-litre V6 turbodiesel guises, enjoyed the biggest drinks of our batch, with the 2.0-litre XLT registering 11.28L/100km, and the Ranger V6 Sport returning 11.75L/100km.
Here is a compilation of vehicles that we’ve recently tested for real-world data figures.
Alex Inwood did the honours, clearly enjoying the new 3.0-litre twin-turbo V6 petrol engine – currently sitting at 14.8L/100km over his first month of custodianship.
The official manufacturer ADR Combined claim is 11.5L/100km.
Fitted with a 40mm Australian-optimised suspension lift, steel bash plate, front-mounted intercooler, winch-compatible bullbar with recessed LED light bar, and the same 2.3-litre turbo-diesel four-cylinder found in the Pro-4X tested above – the SL Warrior 4×4 returned 9.9L/100km over a weeklong test, in line with prior testing from other variants.
The ADR Combined claim for the Nissan Navara SL Warrior is 7.9L/100km.
Cobey Bartels ran the bare-boned workhorse for over 1000 kilometres, in a mix of urban and off-road driving with the odd drip into low-range – and registered 8.8L/100km against its claim of 6.9L/100km.
He further notes that the D-Max “wasn’t babied or driven gently”, and says that efficiency would undoubtedly improve with more sympathetic driving behaviour, and that the savings compared with the existing 3.0-litre D-Max are evident.
Two top-shelf variants of Australia’s most popular vehicles, the Ford Ranger Wildtrak and Toyota Hilux Rogue, were pitched against each other by Wheels in a discerning comparison that travels beyond tarmac’s end.
Over a gruelling day being tested on-road and off-, the kitted-up Hilux Rogue consumed 11.9L/100km while the Ford Ranger Wildtrak cruised through with a respectable 9.7L/100km.
They both share an identical 8.4L/100km claim on the ADR Combined cycle.
However, some camping enthusiasts still rely too much on fossil-fuel generators for an alternative power source for the grid, which will definitely cause environment pollution and destroy the green woods and fresh countryside air.
The BLUETTI AC180 is officially out now, with the early bird presale ending on May 31
Now it’s time to right these wrongs as BLUETTI has launched its brand new portable power station AC180, which will surely alter the way we gather green solar energy with optimal cost performance.
Never leave behind BLUETTI AC180 before heading out for your wonderful trip since it has a 1152Wh capacity that will provide allday battery life with only a single charge.
The 500W solar input tops the devices up with free and green solar energy in a few hours which helps get rid of finding AC outlets and the worries about running out of juice on exciting outdoor adventures.
For camping lovers who prefer a cup of coffee in the morning the BLUETTI AC180 can make their dreams come true even when they wake up in the middle of nowhere or explore off the beaten track Driven by the Power Lifting Mode of up to 2700W output AC180 is capable of running your coffee maker and electric kettle with the least fuss
In addition to extreme weather events natural disasters and an aging electricity grid that can bring your family into the darkness at any time power failures happen more frequently as the conflict between increasing power demand and energy shortage has become more acute.
Therefore get well prepared with this marvelous BLUETTI AC180 as a green, efficient and reliable power station a musthave choice of every family.
The AC180 is able to store the electricity within the battery efficiently for later use As soon as a power blackout strikes emergency power will instantly switch over in only 20ms.
It’s hard to notice the blackout since lamps keep illuminating computers remain operational and food stays fresh in the refrigerator
As an upgrading continuation of the previous generations the BLUETTI AC180 is able to present more accurate capacity and duration of use on its screen just as the EB3A does It also carries a bunch of small improvements will make a big difference in everyones life.
Whether as a grabandgo power supply for outdoor activities or a plugandplay viable backup power the AC180 is the best option for the people who want to live a sustainable lifestyle and be prepared for potential power shortages and it will always stand by their sides.
While the Ford Ranger and Toyota HiLux battle for the top spot of both ute and overall Australian sales, Isuzu’s MU-X has locked the large SUV segment down so far in 2023.
“We’re pleased to see that our MU-X remains the top-selling large SUV under $70k for the second month in a row, and that D-Max remains one of the top-selling nameplates overall,” an Isuzu Ute Australia spokesperson told 4X4 Australia.
“While it is a solid indication that the market continues to gravitate towards capable 7-seat SUVs and utes, we believe that our numbers – like the rest of the industry – could be higher if we weren’t affected by some of the recent supply chain challenges.
“We remain hopeful that the market will continue to recover in the near future,” the spokesperson added.
The MU-X is a body-on-frame SUV built in Thailand. It uses the D-Max ute’s underpinnings, safety suite, and 140kW/450Nm ‘4JJ3-TC’ 3.0-litre turbo-diesel four-cylinder paired with a six-speed torque-converter automatic.
Isuzu’s three-row MU-X is priced between $48,900 and $64,900 before on-road costs. It’s available in three trim levels, with a choice of 4×2 or 4×4.
In March, the D-Max ute displaced the Toyota RAV4 medium SUV for third place overall, though last month the ute slipped back to seventh in overall sales (1089) and stayed third in pick-up/light commercial vehicles.
The MU-X sat further down the charts in 16th but dominated the large SUV segment with 1095 registrations in April – 35 per cent more than the second-place Kia Sorento (814).
Crucially, the Isuzu MU-X ended up 418 sales ahead of its main rival, the Ford Everest, and beat the long-standing Toyota Prado (762).
Isuzu sold 66 per cent more MU-Xs than last April and is up 53 per cent year-to-date. In the marque race, Isuzu remains 10th this year with 13,265 sales to its name – 12 per cent up on last year
Scroll horizontally across the below table to see all the sales figures
| Rank | Model | April 2023 | April 2022 | YTD 23 | YTD 22 | Variance (month) | Variance (YTD) |
|---|---|---|---|---|---|---|---|
| 1 | Isuzu Ute MU-X | 1,095 | 658 | 4,893 | 3,192 | 66.4% | 53.0% |
| 2 | Kia Sorento | 814 | 527 | 3,979 | 1,432 | 55.0% | 178.0% |
| 3 | Toyota Prado | 762 | 1,631 | 3,982 | 9,205 | -53.0% | -57.0% |
| 4 | Subaru Outback | 752 | 519 | 3,831 | 2,447 | 45.0% | 57.0% |
| 5 | Ford Everest | 677 | 758 | 3,644 | 2,654 | -11% | 37.0% |
| 6 | Mazda CX-9 | 540 | 653 | 2,214 | 2,684 | -17.0% | -18.0% |
| 7 | Volkswagen Tiguan Allspace | 344 | 62 | 1,534 | 221 | 455.0% | 594.0% |
| 8 | Toyota Kluger | 343 | 1,381 | 2,433 | 3,054 | -75.0% | -20.0% |
| 9 | Hyundai Santa Fe | 304 | 203 | 1,756 | 1,037 | 50.0% | 69.0% |
| 10 | Mazda CX-8 | 266 | 479 | 1,591 | 1,778 | -45.0% | -11.0% |
| 11 | Hyundai Palisade | 247 | 260 | 1,064 | 1,489 | -5.0% | -29.0% |
| 12 | Mitsubishi Pajero Sport | 238 | 1,124 | 1,858 | 3,360 | -79.0% | -45.0% |
| 13 | LDV D90 | 237 | 391 | 1,018 | 1,367 | -39.0% | -26.0% |
| 14 | Toyota Fortuner | 217 | 403 | 931 | 1,782 | -46.0% | -48.0% |
| 15 | Nissan Pathfinder | 152 | 0 | 597 | 0 | 0.0% | – |
| 16 | Ssangyong Rexton | 151 | 97 | 537 | 377 | 56.0% | 42.0% |
| 17 | Skoda Kodiaq | 98 | 129 | 423 | 371 | -24.0% | 14.0% |
| 18 | Jeep Wrangler | 87 | 15 | 318 | 270 | 480.0% | 18.0% |
| 19 | Volkswagen Passat Alltrack | 22 | 3 | 81 | 24 | 633.0% | 238.0% |
| 20 | Mitsubishi Pajero | 4 | 4 | 63 | 39 | 0.0% | 62.0% |
| 21 | GWM Haval H9 | 0 | 1 | 0 | 10 | -100.0% | -100.0% |
| 22 | GWM Tank 300 | 0 | 0 | 11 | 0 | 0.0% | – |
Fewer 4×4 sales were registered across the board in April, but the Ford Ranger once again proved to be the most desired vehicle in the segment.
A total of 3152 Ranger 4x4s were delivered for the month – 725 fewer than the preceding month – with the Toyota Hilux once again cementing second spot with 2817 sales of its 4×4 variants. The Ranger has now outsold the Hilux by a total of 2843 units on the year-to-date 4×4 charts.
Isuzu’s D-MAX and MU-X continue to perform consistently, with 1345 and 1095 monthly sales respectively.
When combining 4×4 and 4×2 variants, the Ford Ranger remained the best-selling vehicle with 3567 sales (-0.4% compared to April 2022). It pipped the Hilux by just 41 sales, with the Hilux registering a total of 3526 sales (-21.5% compared to April 2022).
The D-MAX sits seventh on the overall charts, behind the RAV4, Tesla Model Y, Hyundai i30 and Mitsubishi Outlander.
In the budget segment, the LDV T60 has reappeared on the Top 10 4×4 charts for the month with a total of 683 sales. The GWM Ute fell from the Top 10 in April but clings on to tenth spot on the YTD charts.
In the battle of the big utes, RAM (511 sales of its 1500) outsold Chevrolet (206 sales of its Silverado) on the 4×4 charts for April. In addition, RAM sold 66 2500s and four 3500s for the month.
| 1 | Ford Ranger | 3152 |
|---|---|---|
| 2 | Toyota Hilux | 2817 |
| 3 | Isuzu D-MAX | 1345 |
| 4 | Isuzu MU-X | 1095 |
| 5 | Mazda BT-50 | 1053 |
| 6 | Toyota LandCruiser 300 | 830 |
| 7 | Mitsubishi Triton | 790 |
| 8 | Toyota Prado | 762 |
| 9 | LDV T60 | 683 |
| 10 | Ford Everest | 677 |
Overall 4×4 sales have dipped in April 2023, with the PU/CC 4×4 segment in particular showing weaker performance compared to the same time last year. In April 2022, a total of 14,411 PU/CC 4x4s were sold; in April 2023, that figure dropped to a total of 12,197 units.
That is reflected with a sales drop of 7.5 per cent on the year-to-date charts. So far in 2023, 56,694 PU/CC 4x4s have been sold; at the same time in 2022, the total was 61,304. Despite this, sales of SUVs and Light Commercial Vehicles (LCV) still accounted for 76.8 per cent of total vehicle sales in April.
Breaking it down a bit further, monthly passenger car sales were down 1.6 per cent compared to the same month last year; SUV sales were up by 8.6 per cent; and LCV sales were down 13.1 per cent.
Delving a bit deeper, total diesel sales are down 9.1 per cent for passenger, SUV and LCVs on the year-to-date charts. There has been a slight rise in the sale of petrol-powered vehicles (+2.5%), but sales of both electric vehicles (+214.1%) and PHEVs (+19.7%) have sky-rocketed so far in 2023.
The best-selling brand in Australia for the month was Toyota, with 12,029 vehicles. It was followed by Mazda (6926), Kia (6200), Hyundai (5732) and Ford (5047).
| 1 | Ford Ranger | 15,061 |
|---|---|---|
| 2 | Toyota Hilux | 12,218 |
| 3 | Isuzu D-MAX | 6877 |
| 4 | Isuzu MU-X | 4839 |
| 5 | Mazda BT-50 | 4471 |
| 6 | Mitsubishi Triton | 4357 |
| 7 | Toyota Prado | 3982 |
| 8 | Ford Everest | 3644 |
| 9 | Toyota LandCruiser 300 | 3615 |
| 10 | GWM Ute | 3150 |
Darcy the farmer is tall, with a decent beer belly and a bent nose covered in what looks to be freshly applied Band-Aids. “Hooooweeee, that’s a biggun!” he says and slaps the TRX’s tailgate as you might the rump of a horse. “Is this the V8?”
Darcy is a LandCruiser 300 owner and he’s drawn towards the RAM like an eight-year-old at a monster truck show. Not once, during our five-minute exchange (“700hp!? Crikey, that’s a fair wedge!”), did Darcy cast an eye towards the Ford Ranger Raptor parked at the next bowser.
The RAM TRX has that effect on most things. Officially the world’s most powerful pick-up, it packs a 523kW/882Nm supercharged V8, can rocket from 0-100km/h in 4.5 seconds and thanks to its sheer size, pumped-up guards and enormous bonnet, it has the visual subtlety of a punch to the nose.
Like the rest of the RAM range in Australia, the TRX is imported by the Ateco Group in an arrangement that employs more than 300 people and includes the fitment of over 400 specially engineered parts.
Converting the TRX to right-hand drive is handled by the Walkinshaw Group – a mob formerly known for its expertise in hotting up Commodores as Holden Special Vehicles – and the quality of the engineering work is top-notch. Unsurprisingly, demand is sky-high. Despite a long wait list and a hefty $210K price tag, about 270 TRXs have already been delivered to Aussie customers and many more are on their way.
Converting the TRX to RHD is handled by the Walkinshaw Group, of HSV fame, and the quality of the engineering work is top-notch
And as Darcy is demonstrating, it’s a people magnet. Tradies, civilians and kids flock towards it, their eyes widening when they discover how much grunt it has and their heads shaking at the sheer size of it.
It certainly dwarfs the toughest version of Australia’s favourite dual-cab, the Ford Ranger Raptor. You might consider this an odd match-up given the RAM is a full-size American pick-up and the Raptor is a segment below, but until Ford brings the F150 Raptor Down Under, the Ranger is as close as it gets to a genuine rival for the TRX.
Plus, there’s actually a lot of common ground here. Both are flagship performance versions of regular dual-cab utes, both have unique high-output engines (supercharged V8 for the RAM, twin-turbo V6 for the Raptor) and both have been extensively re-engineered for high-speed off-roading.
The Raptor uses Fox’s adaptive LiveValve 2.0 set-up, while the RAM packs Bilstein Black Hawk e2 adaptive shock absorbers. But for all their similarities, there are some colossal differences.
Most obvious is size. At almost six metres long and 2.5 metres wide, the TRX is 504mm longer, 452mm wider and 129mm taller than the Raptor. Need some context? In length alone, that’s roughly the difference between a Kia Cerato and a Mercedes-Benz S-Class.
The RAM’s wheelbase is also a whopping 416mm longer, so if size, cabin space and room in the tray are your top priorities, it’s a landslide victory for the TRX.
With 523kW/882Nm on tap, the RAM’s Hellcat V8 (it’s the same iron-block Hemi V8 used in Hellcat versions of the Challenger and Charger, and the Track Hawk Grand Cherokee) monsters the Ranger’s 292kW/583Nm 3.0-litre twin-turbo V6.
Can’t do the math? There’s a 231kW/299Nm difference between the pair, which is almost like wedging an entire Honda Civic Type R’s worth of additional output under the bonnet of a Raptor.
It’s enough of a gulf to make you realise that this test isn’t really a direct comparison. It can’t be; this duo is just too different, like lining up a bantamweight boxer against a seven-foot WWE wrestler. But it’s not just size and power that separates them.
Would anyone actually cross-shop these two behemoth utes? I can’t see it.
So instead, think of this as a celebration of excess. A heady, manly, petrol-gargling middle finger salute to the encroaching EV brigade and a glimpse into a world where more really does equal more and fuel bills don’t matter.
Our plan to test them is simple. Neither ute does its best work in the city – in Melbourne’s tight laneways, the RAM feels more like a small truck than a dual-cab – so instead we’re heading north-east to drive the twisty backroads around Healesville before heading off-road for some fast trail running.
This seems like a solid plan but it’s one that quickly feels sketchy when I jump into the RAM TRX for the first time. Of all the places to familiarise yourself with a RAM TRX, we doubt a wet and narrow section of the notorious Black Spur would be anyone’s first choice.
If the TRX feels huge everywhere, then it feels impossibly enormous here. Spatial awareness is a top priority, not only to avoid straying into the oncoming lane but to stay clear of the metal guardrail that hugs the road’s outside edge.
You sit incredibly high, like you would in a small removals truck, but the view out is far more intoxicating. The red bonnet is enormous and your eye is drawn to the raised lettering stuck to the side of the bonnet vent that reads ‘6.2 supercharged’.
It is but a hint at the venom lurking beneath. The throttle pick-up is actually quite abrupt, so rolling on the power progressively isn’t easy but once you get accustomed to the initial surge of acceleration, flattening the gas pedal is truly addictive.
It doesn’t leap out of the blocks hungrily as much as it surges forward relentlessly, noise and propulsion building with an alarming sense of urgency and force. The power delivery is agreeably linear and the way it piles on speed is deeply impressive for a dual-cab ute that weighs 3057kg if it’s fitted, as ours is, with the optional sunroof.
Mashing the accelerator is akin to seeing an elephant bursting through a patch of trees in the African jungle. Or witnessing Jonah Lomu flatten an opponent as he sprints down the sideline. And if the supercharger whine is a morose backing track on a light throttle, it’s a shrieking banshee at full noise. Ah yes, the exhaust.
If the supercharger whine is a morose backing track on a light throttle, it’s a shrieking banshee at full noise.
Like the rest of the TRX, the dual outlets are enormous and the noise they produce is properly loud. High-pitched and deep all at once, it’s one of the motoring world’s great soundtracks.
In a straight line, it’s exciting. RAM claims the TRX will hit 0-100km/h in 4.5 seconds – a launch control button sits next to your left knee – and unlike some manufacturers which sprinkle their performance figures with a grain of salt, RAM isn’t fibbing.
Against the clock, the three-tonne TRX hits its claim time after time. Get to a narrow, slippery corner on the Black Spur, however, and it’s a different story. The steering is accurate but slow, with a sizeable ‘dead spot’ and sense of vagueness directly on-centre.
Rush into a bend too quickly and the enormous 325/62 R18 front tyres will push. Get too trigger-happy with the throttle and the ESC light bursts into hysterics as it tries to reconcile your power demand with the available grip.
That’s not to say it isn’t surprisingly agile, however. Apply a degree of patience (as you need to in slippery conditions in almost any car) and the TRX is brutishly quick. The brakes feel strong, at least initially, and the roll-on acceleration is exhilarating, but in terms of connection or a sense of how much grip there actually is? It’s a bit of a guessing game.
The Raptor couldn’t be more different. After the colossus of the TRX, the Ford feels tiny, almost toy-like. That in itself is remarkable, given the Raptor is bigger than most vehicles on Aussie roads, yet in this company, the cabin feels snug and narrow. And on the move, the Ford is significantly more wieldy. All of the controls are more immediate.
The Raptor couldn’t be more different. After the colossus of the TRX, the Ford feels tiny, almost toy-like.
Its steering is nicely weighted and loads up progressively, the brake pedal is firm with no sneeze factor at the top of the travel, and there’s a sense of connection to the road that’s missing in the TRX. It’s the easier ute to hustle, both on wet tarmac and also when we start to attack some treed-in trails.
As you’d hope, both utes are fantastic on dirt. They’re impressively quick and the ride quality is top-drawer. Both utilise adaptive dampers (the Ford’s are adjustable for compression only) and their ability to soak up big compressions and washouts is without par for a production vehicle.
If pushed, we’d give the Raptor the edge for outright ride comfort and it’s also the ute that feels more intuitive to slide around and to let move beneath you at high speed. What it lacks in terms of the RAM’s brute force, the Ford makes up for with poise, balance and, dare we say it, delicacy. In this company, at least. Talk about warped perspectives.
And the Raptor’s engine isn’t as heavily outgunned as you might expect. It might be slower to 100km/h (our best figure in the Raptor is 6.1sec, which is 1.6sec adrift of the TRX) but the Ford’s lighter, double-overhead-cam V6 feels and sounds more high-tech than the RAM’s brutish V8.
There’s a decent amount of turbo flutter and with the exhaust set to Baja mode there’s plenty of noise on offer, too. Is it the pick of the powertrains? Not by a long shot. The RAM’s V8 is more muscular and charismatic – the way the exhaust note hardens between 5000-6000rpm is a real event – but it’s not a bloodbath either. Wedging the RAM’s engine into the Raptor’s chassis? That’d be awesome.
Ford has the edge over RAM in other areas, too. It’s a smidge more refined on the freeway, though both utes do an impressive job of filtering out intrusive road noise given their chunky all-terrain rubber.
The RAM’s ride also delivers more head toss in regular driving and, on the freeway, it can jolt and shimmy over joins in the tarmac. The Raptor does a better job of filtering out those kind of imperfections.
Ford has the edge over RAM in other areas, too.
The Ford’s front seats are also more supportive and in some places, it actually delivers more room than the RAM, such as a place to put my left knee. I’m on the tall side so it won’t be an issue for everyone but my knee kept bumping into the chunky drive mode buttons on the lower section of the dash. In a ute as big as the TRX, it feels odd to be cramped.
In addition, the Ford is capable of soaking up greater punishment on tarmac. With the dirt trails behind us, we head back towards Melbourne via one of our favourite road-testing loops and the challenging section of road quickly proves too much for the RAM’s brakes.
The pedal goes soft after one pass and when we pull up the front rotors are smoking. The Raptor’s brakes also get a touch whiffy after the same punishment but the pedal itself remains resolutely firm.
We didn’t set out to declare a winner in this test, but it’s painfully clear that while the Raptor costs less than half of the TRX, it’s certainly not half the ute.
Does that make the RAM feel like poor value? Kind of. But that should in no way diminish the TRX’s appeal or the conversion work carried out by Walkinshaw. There’s not a squeak or rattle evident in the cabin and the craftsmanship and engineering work undertaken to relocate the steering wheel is truly superb.
The cabin feels special, too. Clamber into the driver’s seat (it’s a literal jump up for most) and you’re ensconced in comfy, leather-trimmed front seats that are also heated and cooled. The portrait-style centre screen is large at 12.0 inches and the digital instrument cluster features big dials and clear graphics.
It’s painfully clear that while the Raptor costs less than half of the TRX, it’s certainly not half the ute.
Connectivity is also impressive thanks to standard wireless Apple CarPlay and Android Auto, a wireless charging pad for your phone and five USB ports.
And there’s loads of cabin storage. The centre console at your left elbow is positively enormous, the door pockets are generous, there are two glove boxes and the cup holders are so large they’re actually too deep for a regular takeaway coffee cup. Then again, if you buy this car, you probably drink your caffeine out of recycled beer kegs.
If it’s space you’re after, though, you’ll want to sit in the back. The RAM’s rear bench is positively palatial – we doubt a long-wheelbase Mercedes-Benz S-Class offers this much leg room – and rear passengers also score their own dedicated air vents and another four USB ports (making nine in total). Just like the front, the rear seats are heated and cooled too.
One option we struggle to see value in, however, is the panoramic sunroof, which costs a whopping $10,000. As for the general sense of quality? It feels more top-tier American than $200K luxury car but the RAM is the clear winner of this pair if space is a high priority.
Another area the RAM wallops the Ranger is the size of its tray. It’s not only vastly bigger (1711mm in length plays 1547mm in the Ford) but it’s better-equipped thanks to a soft-release tailgate and four additional tie-down points that slide on rails.
Payload capacity is pretty close between the pair at 717kg for the Raptor and 767kg for the TRX but the RAM can tow 3500kg braked while the Ford only offers 2500kg of braked towing capacity. In both cases, the towing capacity is a tonne less than other variants within their respective ranges.
It only has a three-year/100,000km warranty, for example, which pales in comparison to the Raptor’s industry-standard coverage of five years and unlimited kilometres.
The RAM’s service intervals are also short at six months or 10,000km and there’s no capped price servicing scheme either. The Ford’s servicing schedule is every 12 months or 15,000km and each of the first four visits is capped at a reasonable $329.
Unsurprisingly, fuel economy is another weakness. Both utes suffer from a case of “with big power comes big thirst” but the RAM will undoubtedly cost you more at the bowser. Over our 200km test loop, the TRX chewed through juice at a rate of 28.9L/100km. The Raptor was slightly more palatable at 19.5L/100km.
We doubt TRX owners will care, though. Heavy fuel bills are part of the deal if you’re dropping $210K on a three-tonne, V8-powered pickup, and it’s easy to argue that the TRX’s performance, noise and sheer extravagance represent a more than worthwhile tradeoff. In fact…
Sure it has some shortcomings – fuel consumption and value being the biggest – but in a world of vanilla SUVs and soulless electric cars, it’s dripping with personality.
Does anyone actually need a large ute with 523kW? No. Should you want one? Absolutely. But the good news is that if you can’t quite stretch to $210K – or you don’t have the stomach for the RAM’s fuel bills on top of the purchase price – Ford has built an equally excellent, and in some ways superior, performance dual-cab.
Whatever your poison, take that as a win for those of us who still love an unhinged ute.
These two trucks, while similar in concept, are also distinctly different in some very important ways. As such, we’ve elected to not score this comparison – not a first – and declare no champion. Both are outstanding fun, and with the ‘highs & lows’ below kept in mind, are sure to impress buyers who know what they want and what they can compromise on.
Another 2024 Toyota Tundra has been spied by avid Wheels reader, Luke Farrell. Parked in streets South East of Melbourne, this example looks to be a petrol-engined model previously ruled out for local sale.
The latest images are clearly of a different vehicle, this time a mid-spec Limited variant finished in Army Green. It carries a simpler grille design and smaller wheels than the flagship Tundra Capstone spotted last year.
Interestingly, the Tundra Limited isn’t available in the US with the 326kW and 790Nm i-Force Max hybrid powertrain that was promised for Australia. Instead, it gets a 290kW/515Nm twin-turbo V6 without electric assistance.
Confirming this particular Tundra is petrol-only are its number plates. In the state of Victoria, electric, plug-in, and traditional hybrid vehicles are required to carry an ‘EV’ sticker on the registration to aid first responders – this car is missing the stickers.
The right-hand-drive Army Green Tundra Limited has had a badge on the rear tailgate covered up where you’d typically see the 4X4 badge on American vehicles, but no extra hybrid insignia.
Does this mean a more affordable petrol V6 Tundra may be available in Australia? It’s very possible, as nothing is ruled in or out just yet. However, this would go against prior communications that Australian test Tundras would be fitted exclusively with the hybrid powertrain.
The vehicles will be equipped with a new inline hybrid system featuring a twin-turbo 3.5-litre petrol V6 – the most advanced and fuel-efficient powertrain available on this model
Above is lifted straight from Toyota Australia’s August 2022 press release confirming the Tundra localisation program in partnership with Walkinshaw Automotive Group.
Toyota Australia was not forthcoming with any additional information when questioned about the petrol Army Green spotting, but did reiterate that the 300-strong Tundra test fleet will begin local testing in Q4 this year.
“Right-hand drive Tundra faces further checkpoints in Toyota’s global approval process before its retail introduction can be confirmed. The program will utilise OE levels of design, development, testing and componentry based on Toyota’s deep commitment to quality, durability and reliability.
“It will not be available for sale in Australia until we are totally satisfied,” a Toyota Australia Spokesperson told Wheels.
September 2022: Local evaluation for the 2024 Toyota Tundra has commenced this month, with one of the first right-hand drive examples photographed in Australia.
Clad in camouflage at the front and rear – and with covered badging and provisional tail-lights – this Tundra example looks representative of the flagship Capstone variant sold in the United States, with 22-inch chrome alloy wheels and adaptive air suspension.
“Toyota has confirmed an extensive development program in Australia for the Tundra pick-up, demonstrating its intention for local development and evaluation experts to re-engineer Tundra in a RHD format and evaluate the vehicle against Australia’s severe local conditions and tough customer use,” said Toyota Australia in a media release last month.
It says that by late 2023, the final stage of the RHD re-engineering program will involve 300 vehicles testing nationwide in real-world conditions.
If the program is successful, local sales will officially commence soon after – likely in early 2024.
Spied hauling a twin-axle trailer, local engineers are naturally evaluating the towing capacity of the Tundra, which is rated up to 5443kg in the United States – while the grime suggests it has been taken on dirt roads or off-road.
This rating is unlikely to carry across to Australia, with its Ram 1500 rival limited to 4500kg locally, despite a similar claim in its home market.
Under the bonnet, the Tundra will feature an “advanced and fuel-efficient” twin-turbo 3.5-litre petrol V6 hybrid – with the ‘EV’ tag on the registration plate required for vehicles featuring any type of electrification in Victoria.
It produces 326kW and 790Nm and is offered only in the highest trim grades in the US, such as the TRD Pro and Capstone.
Other models feature a non-hybrid setup with lower outputs, which will not be offered in Australia.
The interior of this vehicle was covered up, but is right-hand drive, confirming top-secret development work at Toyota Australia has taken place over the past few months before the project was confirmed in August.
Toyota has confirmed the RHD conversion will see components borrowed from the LandCruiser 300, including the steering column and rack, accelerator, brake pedals, and gearshift lever.
That’s made easier by the Tundra and LandCruiser 300 sharing Toyota’s TNGA-F platform, along with the Sequoia three-row large SUV sold in the States.
The new-generation Tundra was unveiled in September 2021, replacing the previous model that had been on sale for 14 years.
Notable changes include a switch from leaf springs to a multi-link arrangement for the rear suspension, a more sophisticated cabin featuring either 8-inch or 14-inch infotainment systems and an available 12.3-inch digital instrument cluster, enhanced active safety technology, and new towing-focused drive modes.
It will compete against the Ram 1500 and Chevrolet Silverado – both available since 2018 – and the Ford F-150, which will commence local conversion next year ahead of a mid-2023 on-sale date.
As with Ram – which is managed by third-party distributor Ateco, rather than its Stellantis parent – and GM Speciality Vehicles (Chevrolet), Toyota Australia has partnered with Victoria-based Walkinshaw Automotive “for its extensive experience in this type of work”.
The factory-backed local conversion for the F-150 will be undertaken by RMA Automotive, also in Victoria, in partnership with Ford Australia.
