While all the automotive talk these days is of alternative power systems, there’s still plenty of development work going into the humble old internal combustion engine (ICE).

New technologies have allowed engineers to extract more performance and refinement from both petrol and diesel engines, while at the same time reducing emissions and improving fuel efficiency. It will be a long time before we see the end of the ICE. This is certainly the case in Australia, where our long distances and lack of EV infrastructure ensure that the ICE is the only viable automotive power source.

Land Rover is one brand leading the way in developing the ICE to keep it viable for as long as possible, and its Discovery 5 wagon now employs the brand’s latest petrol and diesel engines to keep them current.

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The 2021 model Discovery received a mid-life refresh which introduced new powerplants from the Ingenium engine family. Gone are the in-line four-cylinder and V6 diesel engines and in their place a choice of 3.0-litre in-line six-cylinder engines in both petrol and diesel.

We spent some time behind the wheel of the Discovery S P360 and D300 to compare the petrol and diesel offerings and note how the differences between the two are narrowing.

The MY21 Discovery S R-Dynamic P360 we are testing here retailed for $107,175, but as tested with options the price went up to $127,289. That was an older vehicle and there has been a MY22 Discovery since, but order a new Discovery now and you’ll be looking at the MY23 models where the R-Dynamic S P360 starts at $110,845.

POWERTRAIN & PERFORMANCE

It’s been many years since the Land Rover Discovery has been offered with a petrol-fuelled engine in Australia, so we were keen to get behind the wheel of the new offering. This is the 3.0-litre, mild-hybrid, supercharged and turbocharged in-line six-cylinder mill from the Ingenium family of engines.

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It is essentially the same engine as found in the P400 Defender 110, although this one runs a slightly milder tune to produce a still-healthy 265kW and 500Nm. That’s opposed to the 294kW and 550Nm of the Defender’s P400 variant and it leaves Land Rover Australia space to introduce a more powerful Discovery model should the re-introduction of petrol power prove popular here.

That said, the P360 tune lacks for nothing and is perfectly matched to the dynamic chassis of the Discovery. Petrol power brings a sporty feel that has been missing from the Disco for some time, as this engine loves to rev. With its 48V electric supercharger providing boost through the lower rev range and the turbocharger providing the crescendo up top, it’s a sweet package perfectly mated to the eight-speed ZF transmission.

ON-ROAD RIDE & HANDLING

An indicator of the type of buyer that today’s Discovery is aimed at is that 20-inch wheels are now the minimum size they are offered with, and factory options include 21- and 22-inch alloys. That’s not to say you can’t fit the 18- and 19-inch wheels of earlier Discovery 5s, but you would need to check with your LR specialist to see if they fit; particularly over the rear brakes.

The 20s clad in 255/55 liquorice straps combine with the height-adjustable independent suspension to deliver on-road dynamics that spur you to explore the range of the P360 engine and enjoy the performance the package presents.

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The modern Discovery is a superb on-road wagon delivering both a comfortable ride and exceptional handling, especially when you consider this car still has huge off-road potential. Assisting with this best-of-both-worlds feeling are adaptive dampeners which react to driver input, speeds and road conditions to adapt the shock absorbers to best suit the driving climate. These are standard across the Discovery range.

All petrol-fuelled Discoveries get the R-Dynamic pack, which is purely a styling pack and does nothing to the suspension or chassis.

OFF-ROAD

While the Disco is a superb and rewarding on-road drive, it still has plenty of off-road credentials. Sure, the low-profile, high-speed tyres are less than ideal for off-road use, but there are a few all-terrain tyre options available to suit that size if that’s your want.

The S might be the entry level in to the Discovery range, but it still comes standard with the height-adjustable suspension which allows for the road-hugging on-road height to be cranked up to give plenty of ground clearance for off-road use.

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This was a MY21 model car, so the dual range was still standard – it’s an option now – and it was equipped with the $1110 optional rear locking differential, which is a must-have for off-road use. Along with the centre differential, it’s automatic and not driver selectable, but watching its operation on the off-road screen and you see how well it works in rough terrain.

Terrain Response now has an automatic mode among its selections, and you can leave it set there in all but the toughest conditions – be it sand, snow or rock. Selecting one of the specific modes, you can again see how the centre and rear differentials are sharper in their locking function and you can feel the slower throttle response and transmission holding its gears.

The functions all combine to give the Discovery plenty of forward drive, even when it’s lifting wheels or spinning tyres in mud. Ground clearance is rarely an issue in most reasonable conditions and the car’s dirt capabilities belie its on-road dynamics.

CABIN & ACCOMMODATION

All Discovery 5s are now sold as seven seaters and the third-row pew is suitable for adults, although getting in and out of the back can be awkward. This car also has power-operated third-row seats, which is an option and one we wouldn’t choose. We found them to be fussy in their operation, not always doing what we needed them to, while manual adjustment would have been quick and simple.

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All seats are large and accommodating, making the Discovery an ideal all-road wagon for family use. The passengers are protected by a full suite of safety technologies including autonomous emergency braking, blind-spot monitoring, rear cross-traffic alert and 360° around-view cameras.

The Discovery’s cabin is very much that of a luxury SUV and in 2021 received an upgrade to accommodate the latest Pivi Pro entertainment system with its larger 11.4-inch centre touchscreen with Apple CarPlay, while the driver is greeted by a new dash with a 12.3-inch display behind the leather-wrapped tiller.

PRACTICALITIES

Such levels of safety, luxury and performance can blind the user to the fact that the Discovery 5 is still a wagon with true 4×4 capabilities. All Disco models have a 3500kg towing capacity, with sophisticated electronic towing programs to make towing easier and safer. Unlike other 4×4 wagons that claim such towing capacity, the Discovery has the power, torque and stability to haul such trailer weight.

As mentioned, the standard 20-inch tyres are not ideal for off-road or even all-road use, but there are some all-terrain tyre options available for these wheels and it’s worth investigating if the 18-inch wheels from earlier Disco 5s can be used. We’ve seen 265/60 BFG muddies fitted to aftermarket 18s on earlier D5s and these would prove very handy off-road.

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The Disco’s interior is big enough to accommodate family travels, and with the third-row seats folded into the rear floor, the cargo space is cavernous. There are cargo tie-downs in the rear plus a 12V power outlet to go with multiple 12V plug and USB power outlets throughout the cabin.

Unfortunately the Disco 5 has never been well-supported by the off-road aftermarket industry, so you’ll have a hard time finding a bullbar for one. There is a factory nudge bar available as well as a factory intake snorkel, while items like roof racks and other storage options are also available. You can also get lift rods to work with the air suspension to give the Disco a full-time 50mm suspension lift.

The Discovery’s greatest strength has always been its breadth of abilities and, while the D5 mightn’t be the all-road tourer its predecessors were, it has developed in the other direction toward more luxury, refinement and equipment.

PETROL VS DIESEL

The P360 Ingenium petrol engine produces its peak 500Nm torque from as low as 1750rpm right through to 5000rpm, delivering a very diesel-like feel to its bottom-end performance while still peaking higher in the rev range. At the same time as petrol engine technology has changed to allow such numbers, diesel engines have progressed to rev higher, run quieter and produce more power and torque as well.

As petrol and diesel Ingenium engines are relatively new and represent the latest in ICE development, we thought it ideal to compare them in the Discovery 5.

The Disco’s only diesel engine choice is the 221kW/650Nm D300 3.0-litre in-line six, and we again have it in the entry-level Discovery S model which starts at $101,875, although this one ticked the option boxes to take it up to $110,910.

As both cars were the S specification, they have similar levels of features and equipment and the same interior features, eight-speed auto, and suspension and 4×4 systems. So it was a great way to compare engines in vehicles that were similarly equipped and a similar price.

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Push the start button on the D300 and the clatter of a diesel engine is evident, although it becomes less discernible as road speed increases. The diesel Ingenium engine doesn’t have the added boost of the electric supercharger that its petrol sibling enjoys, but it does use a twin turbocharger arrangement to supply its boost to make ample grunt.

Interestingly, Land Rover’s official zero to 100km/h figures show that the P360 is just 0.3 of a second quicker than the D300 to cover the dash, reaching that speed in just 6.5 seconds. So both wagons are reasonably quick considering their size, weight and intended function.

The D300 has more of a growl to its engine sound while the P360 is more subdued, but when the diesel is looking for the next gear around 5500rpm, the petrol keeps on accelerating, emitting a pleasing howl.

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It’s this top-end rush that brings out the sporting character of the Land Rover’s chassis and rewards the enthusiastic driver on a mountain road. While a petrol engine has been absent from the Discovery for many years, the P360 Ingenium six is the perfect comeback.

Where petrol engines can’t match diesels is in terms of fuel usage, but, like the way they deliver power, the numbers are getting closer. Land Rover’s figures list the P360 as sipping 9.2L/100km driven and the D300 at 7.5L/100km. Our testing bagged 12.2L/100 in the gold P360 and 10.1L/100 in the white D300.

Unless doing long-distance, remote-area driving where every litre of fuel becomes essential, I couldn’t think of a reason to choose the diesel D300. The P360 petrol has the low-down torque of the diesel and adds a top-end charge to make the Discovery feel sporty, while at the same time being a little more refined in the way it does it.

DISCOVERY OR DEFENDER?

Ever since Land Rover introduced its L663 Defender, people have been asking where does this leave the Discovery model? After all, these two off-road-capable Land Rover vehicles are both five-door wagons (Defender 110) riding on variants of the D7 platform and sharing many of the same engines. Yet they do serve different owners and Land Rover has taken steps to further distance the two.

While they both ride on the same aluminium monocoque architecture and fully independent, height-adjustable suspension, the Defender’s D7x platform is made to be more off-road suitable with heavier duty suspension components and cross members, and taller ride-height available to deliver superior ground clearance.

The Defender’s cabin feels tall and narrow compared to the L462 Disco’s, which has more of a luxury SUV feel to it; and while the Defender certainly isn’t a stripped-out vehicle, it doesn’t have the same level of equipment, big screens and comfort features of its older sibling.

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The Defender 110 is available in three, five, six or seven-seat configurations, while the three-row seven-seat model is more of a 5+2, with the third row of seating not so well-suited to adults.

From the MY22 model onwards, all Discoveries in Australia are sold as seven-seaters and the third row easily accommodates full-size passengers.

While the two models are mechanically similar and both are available with dual-range transfer cases, for the MY23 Discovery, a single-range, full-time transfer case is standard and dual range becomes a $940 option across the line-up, which is in keeping with the on-road use most Discovery owners will have for their vehicle. It will be interesting to see how many owners select this option in the future.

While they might share many of the same powertrain components and chassis designs, the Land Rover Discovery and Defenders are built to fill different niches and feel like very different vehicles. The Discovery remains an off-road-capable luxury SUV wagon, while the Defender has a sharper focus on off-road ability.

Early reports suggest the next generation of Discovery could switch to a new lighter duty platform that is more suitable to EV and hybrid powertrains, which would further distance itself from the Defender.

Land Rover Discovery S R-Dynamic P360 specifications

The 2022 Mitsubishi Pajero Sport is to gain more accessible two-wheel drive variants, a new blacked-out GSR range-topper, and additional features on existing grades.

The updated flagship of the Mitsubishi line-up (with the recent demise of the full-size Pajero) starts cheaper than its predecessor thanks to the addition of two new entry-level 4×2 variants, with the base GLX 4×2 starting from $43,940 before on-road costs.

Mitsubishi has confirmed pricing for the GLX 4×4 will jump by around $1500 for the new model-year, to $48,990 before on-roads, with the drive-away cost yet to be announced.

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A two-wheel-drive version of the mid-range GLS variant is also available, priced at $48,690 before on-road costs.

These 4×2 versions miss out on Mitsubishi’s Super Select II system, selectable off-road modes, paddleshifters and hill descent control – in addition to a rear differential lock.

Meanwhile, at the other end of the Pajero Sport range, the position of the Exceed has been overtaken with the addition of a GSR range-topper, priced from $60,940 plus on-road costs.

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It adds a host of blacked-out styling elements, including; black 18-inch alloy wheels, dark front/rear bumper garnishes, a black rear spoiler, grille and headlight garnish, a ‘Pajero Sport’ bonnet emblem, GSR tailgate badging and a two-tone black roof and rails.

The colour range for the GSR is limited to white diamond or black, with further hues available across the remainder of the line-up.

In addition, driver’s seat lumbar adjustment has been added across the wider Pajero Sport range, while GLS and Exceed variants regain a body-coloured rear spoiler – a feature previously standard before being removed from the specification list in 2020.

2022 Mitsubishi Pajero Sport Australian pricing

Note: Prices exclude on-road costs.

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2022 Mitsubishi Pajero Sport features

GLX

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GLS

GLS Deluxe Option

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Exceed

GSR (new)

4×4 variants:

Four-wheel-drive models add Mitsubishi’s Super Select II system with selectable off-road modes, alongside paddleshifters and hill descent control.

A rear differential lock is also standard on four-wheel-drive GLS, Exceed and GSR grades, but not available on the GLX 4×4.

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Engine, drivetrain and fuel economy

As standard, the Mitsubishi Pajero Sport is powered by a 2.4-litre turbocharged four-cylinder diesel engine with 133kW of power and 430Nm of torque coupled to an eight-speed automatic transmission.

Fuel consumption is listed at 8.0L/100km in either two-wheel-drive and four-wheel-drive configuration, with a maximum braked towing capacity of 3.0 tonnes on 4x2s and 3.1 tonnes on 4x4s.

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Safety

The Mitsubishi Pajero Sport is covered by a five-star ANCAP safety rating from 2015, based on testing conducted on the related Triton ute.

The standard-fit safety suite includes:

GLS variants add rain-sensing wipers, while blind-spot warning, rear-cross traffic alert and lane departure warning are exclusive to the range-topping Exceed and GSR grades.

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Warranty and servicing

Like the wider Mitsubishi range, the Pajero Sport is covered by the marque’s 10/10 Diamond Advantage coverage with a 10-year/200,000km warranty and 10 years of capped-price servicing. If the vehicle is serviced outside of the Mitsubishi dealer network, the program reverts to a standard five-year/100,000km warranty.

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A complimentary 12-month roadside assist program is available, with the service also able to be expanded for up to four years – provided the vehicle is serviced by a Mitsubishi dealership.

Availability

The updated Mitsubishi Pajero Sport is expected to arrive in dealers this month.

The Japanese aftermarket accessory scene has turned the luxury-focused Lexus LX600 into an off-road machine, adding a number of modifications to bring the 4×4 back to its roots.

Set to come to Australia later this year, the LX600 is Lexus’s luxury take on parent company Toyota’s LandCruiser 300 Series (LC300), although this accessory kit from JAOS aims to make the LX just as capable off the beaten track as the LC.

Shown off at the 2022 Tokyo Auto Salon show for aftermarket tuners, JAOS’s Offroad package includes a set of 20-inch, titanium-gold painted Enkei wheels shod in 285/55 Toyo Open Country A/T rubber for better grip in trying conditions.

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To ensure the large SUV can take on any reasonable environment and come out relatively unscathed, the LX600 has been given front and rear bumper skid plates as well as carbon fibre reinforced plastic guards, vented at the exit side to avoid excessive dirt build-up.

Other common JAOS accessories are included, from mudguards, side steps, door handle protectors and a tidier exhaust tip, all of which will let the LX look tougher on and off-road.

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As previously mentioned, the 2022 LX is based on the new LandCruiser 300 series but will be available with a 3.5-litre twin-turbo petrol V6 engine in LX600 guise, whereas the LC300 can only be purchased locally with a 3.3-litre turbo diesel under the bonnet.

The diesel donk is going to power the LX500d, producing identical power and torque outputs to the LC300 227kW and 700Nm while the petrol option offers less low-down grunt but more pull up high, boasting 305kW and 650Nm on tap.

Lexus has yet to confirm local specs and pricing of the LX range, although Lexus has confirmed the flagship four-seater variant of the SUV will be available in Australia, likely alongside the five- and seven-seat options.

Buying tyres today is really a personal choice, with so many brands and configurations available. I remember years ago there were only several choices and you’d never touch the really cheap imported brands.

Having to replace my mud tyres after years of tackling tracks around our country, I decided to jump back to some ATs for our next stint in the outback. Not one to follow the pack, I came across a relatively new brand designed and made in Singapore under the Omni United Group (OUG).

The tyre that caught my eye is the relatively unknown Radar Renegade RT all-terrain. The specs seemed to have all the right info: good side-wall protection, a five-block pattern for good stability and traction, a 10-ply rating with +2 steel, + 3 polyester, + 2 nylon built in to the tread, and a three-ply polyester in the sidewall.

More 4×4 buyers' guides

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Over the past few months the tyres have seen an array of different conditions. I had them fitted in Darwin while exploring the NT and so far they have exceeded my expectations. With more than 10,000km racked up and their first rotation, there is no visible sign of any unusual wear.

They have covered Top End locations like Litchfield and Kakadu; and cut across the rough gulf country and down through central Queensland on outback highways. As some know, these roads can be darn-right horrible, with deep bulldust sections, rough-as-guts rocky sections across the Savannah Way, and unmaintained single-line tracks in remote camp areas.

The low hum from these tyres is definitely a sweet sound compared to the noise my last mud tyres made in their final days; and being an all-terrain, the steering feels lighter and smoother. It’s a pleasure cruising down the back streets.

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Back home in NSW’s Coffs Harbour region where tracks go from mild to wild in the blink of an eye, the tyres seem to be holding up well in different situations – from simple bush tracks, loose river sand and rocks, through to the damp rainforest sections.

I’ve found running them at 45psi on the highway seems to be the sweet spot for my vehicle (a heavy Toyota 80 Series), and 28psi on outback roads and across the Top End. On the harder tracks with steep hill climbs and where I’ve needed a lot more traction, they work well at 18psi and, to be honest, I could drop them further due to the tough sidewall.

It’s only early days, but I predict I will get a great run out of these ATs in my next stint across the country, exploring the range along the east coast. Over there, if it’s not uphill it’s back downhill, with large sections of wet areas in-between … so time will tell.

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As a relatively new company, Radar seems to be producing the goods and ticking the right boxes around the world. As such, it’s well-worth watching to see what it produces in upcoming years.

AVAILABLE FROM: radartyres.com.au RRP: $300 each (285/75R16 Radar Renegade AT)

4X4 Australia's project builds

Australia’s first taste of the Isuzu D-Max came back in 2003, when it landed here rebadged as a Holden Rodeo, a year after its global launch.

Then in 2008, Isuzu UTE Australia (IUA) set up local operations in Brisbane, giving us their own version of the popular ute and suddenly tailgates brandishing Isuzu decals became commonplace.

Of course, Aussies were already well acquainted with Isuzu engines in cars like the Holden Gemini, and the many other vehicles that featured dependable Isuzu donks. Not to mention the market-dominating Isuzu N-Series trucks that were ubiquitous on our roads by the time the D-Max landed.

The D-Max spelled the true beginning of the Isuzu brand in Australia as we know it, though, and has hovered around the upper rungs of its segment sales ladder for many years. In fact, IUA celebrated its 200,000th vehicle delivery last year, which is an impressive achievement for a manufacturer offering only two vehicles; the D-Max and MU-X.

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Isuzu’s venerable 3.0-litre 4JJ3 turbo-diesel engine has been a driving force behind the success of the D-Max, and the MU-X too, proving its bulletproof reliability across nearly two decades of service.

While 4×4 D-Max models have flooded the roads, the quiet achiever workhorse (or darkhorse) 4×2 models have gained momentum – sitting second in the 4×2 segment to only the Toyota HiLux Workmate.

Since 2008 IUA has sold 42,018 4×2 D-MAX utes, accounting for nearly a quarter of all vehicle sales, but one thing has been missing – an entry-level small displacement engine option for fleet, trade and service markets. Until now.

From January 4 this year, Isuzu started offering the RZ4E-TC 1.9-litre turbo-diesel engine option for D-Max SX Single Cab Chassis models – a first for Australia but a proven powertrain across 4×2 and 4×4 D-Max models in Europe.

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The frugal 1.9-litre oiler ticks all the boxes for the budget-spec 4×2 SX over the 3.0-litre; it’s cheaper, boasts more payload, offers improved economy and emissions, and it’s engineered to be just as durable as its brawnier sibling.

And for any of you wondering if the introduction of the RZ4E spells the beginning of the end for the 3.0-litre 4JJ3 in Australia? We don’t think so. Isuzu recently overhauled the old 4J jigger from the ground up, modernising it and bringing outputs up to par with modern buyer expectations.

With a compelling drive-away price of $29,990 for the manual, or $33,200 for an auto like the one we tested, is the 1.9-litre D-Max the entry-level 4×2 of choice?

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Design and interior

Visually, with the bonnet down at least, the 1.9-litre D-MAX 4×2 SX is indistinguishable from the thirstier 3.0-litre variant.

The same tensile steel ladder-frame chassis underpins the vehicle, with the same bang-up-to-date body on top and a massive factory-fitted aluminium tray at the back.

Isuzu ditched all low-rider models for ‘21, which means it’s a high-rider or nothing. We can’t think of many people, be they tradies, council workers, or weekend warriors, who’d prefer a low-rider model. The 4×2 D-Max looks so much like its 4×4 counterpart, while also boasting the ground clearance benefits, that only a keen eye would ever notice the missing diff and transfer case.

Inside the cab, it’s again no different to the latest-gen 3.0-litre SX models. Isuzu’s decision to offer the same level of tech and refinement in the base grade as you get in higher-spec 4×4 models is one we applaud.

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The standard inclusion of all safety and multimedia technology across the range makes an otherwise budget workhorse a pleasant place to spend your days. Always a plus when throwing down your hard-earned.

So what standard tech do you get, then? For starters, wireless (and wired) Apple CarPlay is seriously impressive for an entry-level work ute. Unfortunately, if you’re an Android user you’ll be forced to keep a cable handy.

Front and centre is a 7.0-inch display with simple, easy-to-use infotainment system that includes voice recognition, DAB+ radio, the smartphone mirroring tech and all the usual steering wheel controls.

Hard-wearing plastics and vinyl remain throughout the cabin, but fit and finish is solid with no rattles or questionable trim items in sight. This is an interior made to handle mud, dust or greasy post-smoko mitts with ease – just wipe it down and off you go.

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The entire D-Max line-up scores a 5-star ANCAP safety rating, helped along by eight airbags; dual front, dual seat side, dual full-length curtain, front knee and centre.

As far as safety tech goes the D-Max gets it all, whether you’re opting for a base-spec SX or range-topping X-Terrain. Isuzu’s Intelligent Driver Assistance System (IDAS) features autonomous emergency braking with turn assist, adaptive cruise control, traffic sign recognition, blind-spot monitoring, rear cross-traffic alert, and lane-keep assist.

The addition of a ‘Lane Support System Switch’ on the steering wheel for 2022 D-Max models, allows drivers to turn off safety features on the go.

We didn’t switch any features off across the two weeks of testing, but given it’s quite a touchy system, particularly the lane-keep assist, it’s handy to know a two-second press of a switch is an option for those that find the autonomous safety systems a tad intrusive.

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Powertrain

The 1.9-litre RZ4E-TC is by no means a new engine, serving overseas markets for the last five years or so, but it has been tweaked for harsh Australian conditions.

It produces 110kw of power at 3600rpm and a healthy 350Nm of twist from 1800-2600rpm. The spread of torque is meaty and the electronically-controlled variable geometry turbo spins up quickly, which distracts you from the pint-sized displacement.

A choice of Isuzu’s MVL-6Y manual transmission or Aisin-sourced six-speed automatic is offered behind the RZ4E, and both are great options depending on personal preference. You’ll pay more for the auto, though.

Direct injection fuelling is similar to that of the larger 4JJ3, utilising the same Denso HP5S fuel pump, as is the maintenance-free diesel particulate filter (DPF) mounted to the back of the turbo.

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There are a couple of benefits of mounting the DPF, in Isuzu speak ‘DPD’, right behind the turbo; it’s not under the vehicle at risk of igniting grass, and it remains incredibly hot to ensure optimal efficiency.

Australians want longevity and robustness out of their diesels, which is why good ol’ cubes are still favoured here. Isuzu, however, says it has engineered the little RZ4E-TC to be durable enough to handle commercial duties.

The RZ4E-TC features an aluminium crankcase, cast-iron upper-block and aluminium alloy head, with a relatively low 15:9:1 compression ratio.

Internally, the RZ4E scores a nitrided carbon steel crankshaft, lightweight aluminium pistons featuring low-friction coating, and the bores are treated with Isuzu’s induction-hardened melt-in liners.

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Double overhead camshafts have also had the lobes induction hardened, the valvetrain features automatic lash adjustment to ensure minimal maintenance, and a tough steel timing chain keeps it all in time.

Lastly, Isuzu says the use of an offset gudgeon pin helps to reduce engine noise – not that this is a particularly quiet diesel.

Isuzu claims an official fuel use figure of 7.0L/100km which, when paired with the 76-litre tank, gives drivers a healthy range between servo stops.

During two weeks of testing, we consistently sat between eight and nine litres to the hundred, with a final figure of 8.9L/100km. Day-to-day driving, with a mix of loaded and unloaded use, should see fuel use below 9.0L/100km, because you’ve got to drive the 1.9-litre D-Max pretty hard to see figures higher than that.

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By the numbers

Sitting in the one-tonne ute segment, payload is critical and the D-Max now gets more of it – about 100kg, which is a decent increase.

Kerb weight is roughly 100 kegs down on the 3.0-litre variants, sitting at 1620kg for the automatic and 1595kg for the manual, while gross vehicle mass (GVM) remains at 3000kg.

Doing the maths, this gives the 1.9-litre SX models payloads of 1,405kg for the manual and 1,380kg for the automatic, which puts this D-Max among the best in the segment.

Speaking of payload, the factory-fitted ‘Economy Alloy Tray’ is massive, measuring up at 2550mm by 1777mm with drop-down sides and an impressive array of internal and external tie-down points.

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Isuzu also offers a range of genuine tray options, both alloy and steel, as well as various ladder racks, headboards, grab rails, lockable drawers and toolboxes.

Our test vehicle was fitted with the standard Economy Alloy Tray and tow pack with the option of a seven- or 12-pin plug, which we did use for a small box trailer.

Towing capacity is down slightly for the 1.9-litre SX due to a 550kg gross combination mass (GCM) reduction compared with the 3.0-litre, offering up braked towing capacities of 2800kg for the manual and 3000kg for the self-shifter. Unbraked towing capacity remains at 750kg.

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We only had about 400kg total in the tray at any one time, which to be expected made the ride a lot more compliant as the leaf springs settled a bit. We’d happily run around with a tonne on the back, because the rear-end is definitely set up to be loaded and is expectedly jolty when empty.

Ground clearance remains at 235mm, a real perk of high-rider 4×2 utes and great for venturing off the blacktop to access job sites.

Visually, buyers are given the colour choice of Mineral White, Basalt Black mica, Cobalt Blue mica, Mercury Silver metallic, or Obsidian Grey metallic.

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What’s it like to drive?

To answer the question simply, it drives bloody great. If you didn’t tell me, and I was driving sedately around town, I’d think it was the 3.0-litre. And I’ve spent a good 20,000km in D-Maxes over the years, so it really surprised me.

The smaller displacement is noticeable once you try to motivate some haste out of the D-Max, but for around-town use it’s not noticeably slower than the larger engine. In fact, because it’s more rev-happy, it gives the illusion of feeling peppier than it is.

You will notice it’s a little down on grunt when overtaking at highway speeds, but at anything less than triple figures it’s got enough pull to keep you out of trouble.

A big reason for this engine’s feeling of urgency is the impressive torque spread. Isuzu claims 85.7 per cent of the maximum torque output is available across 71.6 per cent of the torque band. So you’ve got at least 300Nm of the 350Nm maximum on tap from 1550rpm right through to 3700rpm.

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It’s easy to turn your nose up at anything below 450Nm these days, but, in a 4×2 work ute, that amount of torque is for the most part excessive. The one exception being towing. And on that, if you do plan on pulling a decent-sized trailer even semi-regularly, the 3.0-litre D-Max is the better pick.

The 1.9-litre retains the rattly diesel characteristics of its big brother, and is by no means an ultra-refined engine like other small-displacement ute options.

Surprisingly, the six-speed auto kept the little engine right in the meat of its torque band and didn’t feel undercogged at any point throughout testing. Again, Isuzu did a cracking job of giving this engine a strong mid-range that isn’t reliant on eight- or 10-speed gearbox sorcery to keep it singing.

Keeping tabs on fuel-use numbers, it becomes apparent this is a real camel of a diesel engine. No matter how hard we drove it, fuel use sat between eight and nine litres per 100km and I’m sure that number would dip even lower if you munched highway miles on the reg.

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The 1.9-litre D-Max steers and stops exactly like the rest of the range, featuring the same electric power steering, suspension setup, brakes, 17-inch wheels with Dunlop AT25 tyres, and the driver controls are identical.

The coil suspension up front doesn’t feel quite as wallowy as the heavier 3.0-litre and body roll is lessened too. Hardly noticeable, but a perk of the lighter engine over the front axle nonetheless.

Ultimately, the only major difference here is less torque. Otherwise, it’s the same tried-and-tested D-Max workhorse. Unassuming occupants or drivers probably wouldn’t know the difference between this and the 3.0-litre model.

Inside, it’s well-appointed for a budget work ute with all the safety and multimedia tech any buyer is going to need. Wireless Apple CarPlay is a big winner for us, just because it’s not something you expect in a dedicated work vehicle.

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The safety tech, or IDAS as Isuzu calls it, is top-notch but can be quite intrusive. Realistically, it’s there to prevent crashes so it’s something you learn to put up with.

Lane-keep assist is particularly intrusive, occasionally wrestling you when changing lanes. I don’t recall the 3.0-litre SX being quite as overbearing, so it could be software tweaks to this new model. Either way, these systems will without a doubt prevent accidents.

All in all, the safety systems work incredibly well and the adaptive cruise control is a seriously useful standard inclusion at this price point.

The steering wheel-mounted ‘Lane Support System Switch’ is handy, too, allowing drivers to turn safety features off as they please. It’s good to have the option but we wouldn’t be turning any of it off in a vehicle like this.

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Loaded up, the D-Max performed well and like every leaf-sprung ute, the rear settled and became a lot easier to live with around town. We had about 400kg in the tray, three days in a row, and in an ideal world you’d want some weight in there at all times to smooth out the ride.

Mind you, it’s still forgiving unladen. I live on a street with three speed bumps in either direction, and it didn’t buck me as much as other utes have.

There are loads of tie-down points and there is ample side visibility when loaded high against the headboard. The reverse camera is definitely worth using with these long alloy trays, because it’s always a bit of a guessing game without a peek at the camera when negotiating tight inner-city parking scenarios.

It’s a pretty hard ute to fault, given it’s essentially a cheaper, more fuel-efficient version of the already fantastic D-Max 4×2 SX.

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Value and verdict

The as-tested price for the 2022 D-Max SX 1.9 is $33,200 plus on-road costs, which is $2,000 cheaper than the 3.0-litre version. Bear in mind, fuel savings will add further value for the 1.9-litre D-Max.

The manual SX 1.9 scores an introductory drive-away price of $29,990 – down from $31,200 plus on-road costs – and it’s the one we’d be going for. In a budget-spec work ute, a manual box will get the job done just fine and allow drivers to keep the 1.9 on the steam by holding gears.

If you plan on towing any more than 1000kg, get the 3.0-litre engine option because it lugs like a champ and will do a better job pulling the weight.

Otherwise, the 1.9-litre engine is our pick and given it’s a long-serving powertrain in overseas markets, it’s proven itself as a reliable option.

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All D-Max models are covered by the same comprehensive ownership care package program, which includes a six-year/150,000km warranty, up to seven years roadside assistance, and seven years of capped-price servicing for private, ABN and fleet customers.

The 1.9-litre RZ4E-TC is Isuzu’s most cost-effective engine option to maintain, too, with the seven years of capped-price servicing (based on 15,000km travelled per year) totalling $3,223 versus $3,513 for the 3.0-litre 4JJ3-TCX.

Opt for the manual ‘box and you’ve got a safe, capable, and robust work ute for under $30,000 – still not the cheapest in this segment but it’s loaded with safety tech, which is where the extra value lies.

2022 Isuzu D-Max 4×2 SX 1.9 specifications

UPDATE: There have been plenty of 300 Series news and reviews stories since this pricing article went live, so head to our LandCruiser page to catch up on the latest.

The story to here

January 2022: The recently released Toyota LandCruiser 300 Series has taken full marks from ANCAP’s crash tests, scoring five out of five stars.

Having gone on sale last year and with the first examples arriving just before Christmas, all LandCruiser 300 Series (LC300) variants apart from the GR Sport have been rated by ANCAP, leading its class in the tests.

Out of the four tested categories, its strongest showing was in adult occupant protection where it scored 34.08 points out of 38 available, a score of 89 per cent.

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Full marks were given in the side impact, oblique pole, far side impact and rescue and extraction tests, while its weakest result came courtesy of the frontal offset test, taking 4.9 out of eight points on offer.

Next best was its child occupant protection rating – an 88 per cent overall result was only slightly down on the adult occupant score, again taking full marks in two of the four tests.

Vulnerable road users are relatively well protected as the 81 per cent score revealed – thanks to 44.02 points from 54 available – with upper and lower leg impacts as well as its autonomous emergency braking capabilities for forward pedestrian impacts all scoring within a point of full marks.

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Still attributing towards the overall five-star rating, the LC300’s safety assist systems were given 12.4 points out of 16 (77 per cent), as all individual categories bar one tested scored above half, with the AEB junction assist awarded 0.89 points out of two.

Despite the hype for the LC300 and a limited number of cars being delivered late last year, a series of production delays for Toyota have blown out waiting list times, with some customers told they will have to wait another 12 months to receive the cars they ordered.

Moreton Island is a 44km-long sand island located east of Brisbane. It is a 4x4er’s paradise with both protected and open-water beach driving and camping, all connected by several inland tracks which are awesome to drive.

It is well regarded for its fishing and marine mammal spotting; plus, of course, the 18 shipwrecks on the western beach.It is advisable to be completely self-sufficient; there are basic shopping and facilities, plus fuel if needed, but be prepared to pay a premium.

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GETTING THERE

The MICAT ferry is the only way to get your rig over there. It leaves the mainland at the Port of Brisbane and drops you on the island just north of the Tangalooma Island Resort, right on the beach and in itself, is a pretty cool experience, especially for the kids. There are usually two services per day and it is wise to book ahead as early as possible, particularly in the summer months and school holiday periods.Booking the barge is easy on the Moreton Island Adventures website, and from there you can follow a link to permits and camp booking, it’s actually really simple.

CAMPING

There are five large campgrounds and five main camp ‘zones’ on the island. Each has its own distinct feel and varied facilities. Generally, the campgrounds are ideal for large groups and have long-drop loos and cold-shower facilities.

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The camp zones are more secluded and consist of scattered sites, mainly along the beaches, they also lack any facilities. Whatever your choice though, rest assured you will not be disappointed, while there are some standout secluded ‘zone’ spots, all of them are stunning and have easy beach access.The advice here is to try and predict the prevailing winds for your time of travel to avoid the onshore winds. While you can book an area, there are no numbered sites, so it’s first in, first served.

DRIVING AND TIDES

The driving on Moreton is amazing, it’s pretty much all beach driving (apart from the sandy inland single-tracks) and who doesn’t love beach driving, right? From the barge you should point your rig north, it’s the gateway to all of the camps.

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If you head the short distance south along the beach you’ll find the famous Tangalooma Wrecks (a great place to park up, swim and relax) a walk-in camp zone and then restricted access to the Tangalooma Island Resort and that’s about it (don’t worry, the resort is secluded and does not interfere with us 4x4ers).So, head north if you want to make camp and follow the signs or your maps to your booked area and look out for the turn right to cross the island if that’s where you are headed – it’s an easy track to miss, otherwise continue along the beach north to find camp and adventure.

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Being able to drive the beaches is very tide dependant – there’s not a great deal of sandy real-estate to drive upon, especially on the west coast that faces Brisbane, so the best time to drive is the two hours either side of the low tide. Outside of that, you find yourself with very little or no sand to drive upon and rest-assured, it is soft stuff up above the high-tide mark if it is even available.Water runouts are abundant on the west coast and they can be very deep and steep-sided, especially near the high-tide mark. It really does pay to drive cautiously and look well-ahead to avoid disaster. Hitting a runout at speed will ruin your trip instantly.Airing down is a must to avoid bogging and create a more comfortable ride – 15 to 24psi (depending on your vehicle weight and tyre construction) will have you negotiating the island with ease.

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EAST OR WEST: WHICH IS BEST?

Choosing which side to camp upon really comes down to two things: weather and facilities.It is not enjoyable to have camp constantly bombarded by strong onshore winds nor have your body sand-blasted, so if the weather looks gusty head for the sheltered or lee side, but in the heat of summer it may be desirable to have cooling onshore winds, so it really is seasonally dependant.

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If you want close proximity to facilities then the west is best, the east coast is largely devoid of regular facilities with only Blue Lagoon having showers.If those two things are not that important to you, then you may consider that the west coast waters are more protected and calm, while the east coast is one very long surf beach with abundant gutters and rips. It is much nicer and easier to drive the east.

HOW ABOUT NORTH AND SOUTH?

There are some lovely camps up north but they are tucked inland a little, also you will need to allow more time to travel to and from the barge and keep an eye on tides while travelling.Down southwest there are some small camps tucked into the shoreline, but the caveat here is that you will be landlocked at high tide plus it is a mangrove area so the likelihood of midges (or sandflys) is high. Additionally, there is very little protection from southerly winds.

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SHOPPING AND FUEL

There are two small communities on the island, Bulwer (north) and Kooringal (south) with facilities: The Castaways and The Gutter Bar respectively. Both offer basic goods and alcohol but The Castaways has much more variety and is the only place on the island to obtain fuel.

Be aware that it is possibly the most expensive fuel in Australia, so it’s best to fuel up at the Port of Brisbane near the MICAT barge terminal before you leave.If you are looking for a cooked meal both have good food on offer, but The Gutter Bar, as its name implies, is also a bar and a great place to enjoy a relaxed atmosphere with friends and family.

RUBBISH AND CAMPFIRES

There are plenty of dump points across the island, so there is simply no excuse to leave your rubbish behind.You are allowed to have campfires on Moreton Island but as always, there are a few sensible rules:• Campfires are only permitted in fireplaces and firepits at certain campsites.• Fires must be monitored at all times and never left unattended.• You must bring your own firewood to the island or purchase it at The Castaways; harvesting it on the island is prohibited.

WILDLIFE

Wildlife is a highlight of the island with plenty of birds, reptiles and aquatic life to be seen. One species that is not present is the dingo. Unlike the similar island, Fraser, you do not have to worry about potential interactions with these canines on Moreton.

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WORTH THE EFFORT?

You bet it is! Moreton Island is a fantastic experience no matter your age or set-up. One tip though, be prepared to do it all again, because once you get a taste, you will certainly be back for more.

TOP 5 THINGS TO DO

TANGALOOMA WRECKS Fifteen work boats and barges were scuttled on the west coast to create a breakwall and are now a snorkeller’s and diver’s paradise.THE GUTTER BAR A great place to enjoy a relaxed, beachy vibe with friends and family.LIGHTHOUSE The 23m Moreton Island Lighthouse was the first built in Queensland back in 1857 with convict assistance.SAND HILLS The Big and Little Sand Hills are stunning dunes of white sand stretching across the southern tip of the Island from east to west.CHAMPAGNE POOLS This spot gets its name from the sparkling ‘champagne’ effect of ocean waves crashing over the natural break wall.

“You have all the gear and no idea!” he shouted as I kept digging out the sand from around the wheels.

He was right. I’d gone down on to the beach in the late afternoon to get some sunset pics and video with a mate’s new LC200 and high-end off-road caravan. I’d let the tyres down, but not far enough and was struggling to get the six-tonne combined mass back up the beach access ramp. I had blocked the only access track and the locals were (understandably) very upset with me.

In an era of $150K fully-kitted LC79s towing $150K-plus off-road caravans, it was a stark reminder of the need for us to get ‘back to basics’ and ‘keep it simple stupid’ – or in my case look really stupid! After all, isn’t the whole point of adventure to leave all the stuff and worries behind and get back to nature and things that matter, like family and fun?

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Don’t be fooled – you don’t need to gouge your super or mortgage your home to have the ‘perfect touring set-up’. And, with lead times long in to 2022 on new vehicles, camper trailers and caravans, it’s time to make the most of what you already have. Far better to go now and enjoy the outdoors than spend the next decade paying off some shiny new toy.

So, I dropped home my mate’s rig (most embarrassed) and apologised for not giving him any decent Insta pics. Then I went home to look at my own kit through a very different lens.

THE VEHICLE

A genuine one-owner vehicle, we’ve owned the 2004 120 Prado since new. It’s only done 260,000km in 17 years and, as like most Prados, it’s been a ‘mum’s taxi’ for our family of six and driven mostly within a 10km radius of home.

It’s a very reliable 3.0L turbo-diesel coupled with a five-speed manual transmission. I’ve quietly done it up as time and funds have allowed and put together a very competent off-roader.

The ARB deluxe winch bar, side-steps, Safari snorkel, under-bonnet air compressor, dual-battery system and IPF driving lights were all fitted as new. It has an ARB two-inch lift with the Old Man Emu shocks upgraded to OME Nitrochargers back in 2012.

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A few years ago, I replaced the 40-channel UHF with a new GME TX3350 remote handset and upgraded the smart solenoid power with a new 25amp BCDC Redarc smart charging unit, complete with solar input. Navigation aids include a Hema HX-1 Navigator and mounted iPad mini running a suite of map and campsite apps. An ARB TPMS keeps my tyre pressures in check and a Redarc TowPro brake controller helps with safe outback towing.

I need to charge a lot of camera and computer gear, so I mounted a Redarc 1500W pure sine wave inverter under the front passenger seat. I also ran a heavy-duty 12V cable to the rear cargo area to keep the 60L ARB fridge-freezer running direct from the auxiliary battery, and an even thicker cable to feed the trailer via a rear-mounted Anderson plug. The engine had a 15 per cent power upgrade thanks to a Tunit chip.

Next, I swapped the Toyota roof rack for a Rhino platform (1930 x 1240mm) with shovel holder and mounted black MaxTrax. A matte-black bonnet wrap and 17×9-inch Mayhem Rampage wheels shod with my favourite Cooper ST Maxx tyres (265/70/R17) rounded out the tough, black-on-silver look.

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The Prado had done a bit of beach work, so the underside needed some TLC. I replaced the rusted and beaten bash plates with a set of ARB underbody protection and swapped the original tow bar for a Hayman Reese 2.5T rated one, as the hitch sleeve and mounting brackets were looking ‘pretty ordinary’ and didn’t look like they’d survive the next recovery.

The front end needed a bit of work, as the steering had been wandering a lot in recent times. It took the best part of a day to replace the steering-rack bushes and sway-bar links, with much of that time spent removing the original rusted bushes. The final touch was a pair of Airbag Man airbags in the rear to help carry the load when towing.

THE TRAILER

The trailer needed a heap of work! It’s a simple but strong 7×4-foot high-side, off-road box trailer that I bought 15 years ago. I’d used it for landscaping and carting building material when we renovated our 1926 Queenslander. It had a ladder rack for loading timber (or canoes), zinc-plated floor, spare-tyre carrier, tonneau cover and front-mounted toolbox. A set of second-hand GU Patrol alloys and 285/75R17 Cooper STT tyres gave it a stack of ground clearance and tougher stance.

Like the Prado, the surface rust had set in, so I lifted the front drawbar and wire-brushed the underside and then coated the whole trailer with Penetrol. This halted the corrosion and gave it a protective patina finish. It was messy work, but will double its useful life. The toolbox mounting bracket had rusted through the front box section, so it was cut out and replaced and a new one mounted up front. Lastly, I welded a tow hitch to the rear cross-member to carry a family of mountain bikes.

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The toolbox houses a portable battery pack (Thumper) with charge input via an Anderson plug. With a portable solar blanket, this keeps the fridge and lights running for a longer stay. My camp cooking kit is stored in a large space case and fits snugly inside the rear of the trailer, with the open lid locking perfectly against the ladder rack. The tailgate serves as the kitchen bench, with removable chains holding it flat. A 4.5kg gas bottle is fitted nearby for the dual gas stove or Weber Q. The 40L of fresh water is stored in two side-mounted jerry can holders.

I mounted a second-hand James Baroud rooftop tent to the ladder racks with two linking parallel bars. It’s simply secured by four underside U-bolts, making it easy to mount or remove in less than five minutes. The rooftop tent is perfect for my wife and me, and I have two quick set-up swags and a two-person dome tent depending on how many of our four kids come along. A Supa Peg 180o side awning provides ample shade and shelter.

TEST RUNS AND DIY

An overnight camp at nearby Gordon Country gave me a chance to test the new camping set-up, followed soon after by a week-long trip to Fraser Island (K’gari). The missus and boys approved as we were set up at Gordon Country with the campfire started, in under 20 minutes, leaving plenty of time to explore with our new puppy. The lightweight trailer made for easy towing along the beach and inland tracks at Fraser. The Prado found it easy too – it’s a tonne lighter than a fully-loaded LC79 so handles the soft sand with ease.

For two of the four nights, I explored the remote northern and western sides with just the vehicle and swags. Here I found a few like-minded adventurers who had solved some common problems with simplicity and style. Take Charlie for instance, who had solo sailed to Fraser’s west coast and set up camp on the beach for a few days. He’d made himself a self-levelling ‘stable table’ to hold his food and drinks steady on a rocking boat or a swaying branch. Or Dave who had baulked at the cost of $1200 for a slide-out drawer so built his own complete with custom compartments and a fold-out kitchen bench – all for under $200.

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They say necessity is the mother of all invention, but I think it just takes a bit of common sense and not a whole lot of cash. I set out to make the most of what I already had and focussed on keeping it purposeful, lightweight, simple and modular. This means less stress on the car and trailer and keeps my kit fully-adaptable for long, short, solo or family adventures. Plus, I can still use the Prado to take the kids to school or do a dump run with the trailer.

You can easily find a similar mid-size 4WD or ute for around $15K and a quality off-road trailer for under $5K. All my upgrades will have cost me $12,500 across 17 years. So, whether you use a vehicle you own or one you buy tomorrow, you can easily have a capable and versatile 4×4 adventure rig for less than $35K.

UPGRADE LIST

ARB OME suspension ARB Deluxe winch bar Smittybilt X2O 10,000lb winch w/ synthetic rope and remote control IPF Extreme HID driving lights ARB mounted air compressor ARB underbody protection and side-steps Hayman Reese 2.5T tow bar Redarc BCDC 1225D three-stage battery charger Redarc Tow-Pro brake controller Rhino-Rack 1930 x 1240mm platform rack w/ shovel and MaxTrax holders Tunit performance chip Hema HX-1 GPS and iPad mini ARB Tyre Pressure Monitoring system ARB recovery kit Airbag Man rear airbag kit James Baroud Evasion Evo rooftop tent

The 2022 SsangYong Musso will see some minor revisions for the Australian market when it arrives in the coming months.

SsangYong has confirmed to 4X4 Australia the entire Musso range will move to a 12.3-inch LCD digital instrument cluster – up from 7.0 inches currently – while a new overhead console with LED lights and seat belt reminders will also feature.

The Korean carmaker will also reintroduce colour-coded door and tailgate handles and mirror caps to match the body paint.

The Euro 6-compliant 2.2-litre turbo-diesel four-cylinder engine will remain, with no changes to its 133kW output. Musso Ultimate variants will continue to receive a 20Nm torque bump over the standard 400Nm.

While Australian buyers miss out on the performance increases found on overseas MY22 models, the more powerful engine requires AdBlue – with an additional under-tray tank removing the ability to carry a full-size spare wheel.

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Australian models will also retain hydraulic power steering for the time being, meaning owners won’t get adaptive cruise control or lane-keep assist found in other markets.

Recent reports out of South Korea suggest locals are keen to see the Musso badge return in its native market – where the ute known as the Rexton Sports Khan – with suggestions the company’s upcoming J100 SUV could adopt the Musso name.

The 2022 SsangYong Musso dual-cab ute will arrive into local showrooms in March, with exact pricing and specifications to be released closer to its launch.

Everyone loves to head out in their fourby for a weekend or longer exploring Australia.

We call it ‘the dream’, something we all strive for. But those dreams don’t always become a reality; there’s nothing more off-putting than knowing you have a full day of packing, sorting and then trying to find a spare gap in the back of your cargo area for that one extra item. It can even make the boring second option of sitting on the couch with a coldie watching the footy a viable one.This is where your pre-trip prep routine needs to be sorted, and it starts with having an effective storage ‘system’ for all the gear you need for the aforementioned fun times.

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Opting for a complete system for lugging your gear makes loads (excuse the pun) more sense. It’s going to cost a bit more than those few plastic storage cases with hastily scribbled item lists on the front that you currently use, but with a full system for carrying gear – where everything has a place and it’s the same place each time – suddenly that painful packing experience disappears.

It can be as basic or as specific as you need, but the time spent sorting out a regular cargo system is going to be well-worth the initial set-up time. After that, you can just focus on the fun stuff.

THE BASICS FIRST

So, whaddya got? A 4×4 wagon, a dual-cab 4×4 ute? And where do you wanna go? The local national park, or across the Simpson?

Pretty straightforward questions, but with answers that will be crucial to how you plan your gear-lugging system. Things like available cargo space (more pertinent if you have a wagon) and – most notably – payload figures need to be considered carefully when deciding whether to dive in deep and commit to installing some type of cargo system.

We’re not saying you have to stump up many thousands of dollars for (in the case of a ute) a canopy, a full drawer system and roof rack (or platform) set-up, but you can incorporate any (or all, if your pockets are indeed deep) of these in to a sensible set-up that will ensure everything you need is stored in your rig securely, safely and within handy reach when you reach camp.

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IN THE BEGINNING

First thing to do when planning a cargo system is to draw up a list of absolute essentials you take on every single trip, and then figure out how much storage you need for all of it and how you’d like said gear stored.

Next, and seemingly a bit off-track, it’s well-worth checking how robust your vehicle’s tie-down points are and if they are even rated to hold a significant load. This may sound a bit odd, but if you opt for a pile of hard-shell boxes (Ironman 4×4, ARB and Pelican all offer these) or another type of temporary storage set-up (even if you just need to secure gear that’d otherwise be floating around in the back), you’ll need to ensure they are tied down securely and safely in your wagon or ute tray.

This brings us to another (albeit wagon-specific) basic item: a cargo barrier. For any 4×4 wagon owners who want to look seriously at how to optimise their vehicle’s load-lugging capacity, fitting a cargo barrier is an absolute must. This allows you to safely utilise the space in the back of your 4×4; with a cargo barrier affixed, there’s no chance of heavy, bulky items flying through the vehicle interior in the unfortunate event of an accident.

Yes, you could of course still just tie down gear using ratchet straps, but that extra assurance of an ADR-compliant metal barrier between you, your family and potential injury, makes a cargo barrier a no-brainer.

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WEIGHTY MATTERS

When planning out what type of storage system you’re keen on, be conscious of your vehicle’s payload figure; an all-steel two-level cargo drawer system might be just perfect, but that additional weight cuts a chunk out of what you can lug legally in your rig.

The importance of payload is more pertinent to wagons of course, and some payload figures will surprise you: the LandCruiser 200 Series Sahara, beloved by off-road tourers, offers a relatively paltry 610kg payload (lesser models can carry slightly more).

Add in four hefty bloke s at 100kg each, a roof-rack, steel bullbar and lights, dual-battery system and cargo drawers in the back, plus all their gear, and you’ll be over what is legal. And that’s not Cruiser-bashing either – other brands’ flagship wagons offer similar (or less) in terms of payload.

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Your legal load limit is crucial to your cargo system, but close to equally as important is how you pack that weight. It should go without saying that heavy, bulky gear should always (where possible) be loaded down low in your vehicle, no matter whether you’re using a cargo-drawer system solely, or a mix of drawers and/or boxes plus throwing additional gear up on your roof (more on this option later). Keeping the weight low assists in maintaining decent on- and off-road handling.

DRAWERS

Inherent robustness, ease of use and a specific design for different 4×4 vehicles that makes the most of available cargo space, means a cargo-drawer system is a brilliant option for carrying gear. However, they do come with some heft, both in terms of their overall weight (and its impact on payload) and price.

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Having said that, as long as you take our earlier advice and plan out what you think you will be carrying – and how much space and weight this gear entails – you can utilise all the benefits of the many configurations a cargo-drawer system can be made in.

There are options that cover everything from a single fridge slide with a low drawer underneath for perhaps essential recovery gear and tools, to side-by-side drawers, to stacked (two-up) drawer systems that you can divvy up in to certain types of gear for easy access. In nearly all cases, these cargo-drawer systems will – in the case of 4×4 wagons – incorporate a cargo barrier as well.

Fitting a cargo-drawer system is usually a permanent arrangement (there are a few modular systems, but not many). You need to be confident you won’t ever need the convenience of a full-height cargo (or ute canopy) area or using your third-row seats (or, for that matter, even dropping down your second-row seats for long loads). It also must be able to ‘work’ when you’re not touring, i.e. in day-to-day use of your vehicle, the drawers won’t be a hindrance or limit its full use for your circumstances.Even though we have banged on about the cost of these systems, we would highly recommend not going down the DIY route to save money. A reputable manufacturer’s cargo-drawer system will have been subjected to – and met – ADR requirements for each vehicle (including fitment of child-restraint anchors) it has been built for, ensuring you get not only the benefits of a smart storage system but also of a very safe one.

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The versatility of a cargo-drawer system is hard to beat as well. Opt for a couple of dividers in each drawer and a permanent fridge-slide and you can set up a true system where all the gear you need at short notice is close to hand – and there’s still plenty of space for packing actual luggage.

Another clever option is to fit taller drawers at the bottom for heavier, bulkier gear, and shorter drawers on top where you can throw in camping gear, light cooking gear, etc. You can literally pack the kitchen sink too, courtesy of set-ups like ARB’s slide-out kitchen that can be incorporated in to its drawer system.

TOP IT UP

One of the most popular load-lugging accessories would have to be the roof rack. Today, there’s a plethora of roof-platform systems on the market, which take the concept of roof-loading even further again.

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For any tourer, having a roof-based storage system is bloody handy. Being able to throw light, bulky gear up on top of a vehicle is a great way to keep the interior’s cargo area (whether wagon or ute tray/canopy) clear for storing heavier, bulkier equipment that needs to be packed low down.Roof racks with cross-bars are fine for things like surfboards, kayaks/canoes and fishing rods – and you can fit a basket to them for more storage – but we reckon the roof platform systems that are now available from many aftermarket suppliers are a much better option for those looking to go up top.

With their clever integration of specific holders for things like gas bottles, recovery tracks, jerry cans, spare wheels and more, these platforms offer more versatility when it comes to carrying gear, albeit with a weight impact.

It’s worth pointing out that, along with payload, another figure to pay very close attention to (and one which is included in the overall payload figure) is the maximum load-weight that your vehicle can carry on its roof.

It might be impressive that Brand X’s roof platform system can cope with 150kg of gear (and no, we’d never recommend putting that much weight on top of your rig) but if the vehicle manufacturer’s legal limit for that particular model is 50kg, then you have to work to that vehicle manufacturer’s figure.

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In doing so, you need to subtract the weight of everything fitted on your roof – platform mounts, the platform itself, you get the gist … Only after adding up the weight of the complete platform system, along with any assorted ratchet straps, brackets, etc., will you know how much you have left over for actually carrying gear.The roof platform comes in to its own when fitted to a ute canopy, but said canopy must be one that has additional bracing (usually on the inside, but sometimes in the canopy shell itself) to cope with load figures of around 100kg-plus. Again, we’d recommend against loading that much weight up top, but at least you have more room to move, so to speak, for gear loading. Speaking of canopies …

THE ULTIMATE DOUBLE-UP

It goes without saying that fitment of a canopy to a 4×4 ute is essential for anyone serious about touring – and whoever wants to take advantage of a ute’s far-higher payload capacity. Adding a canopy also effectively doubles your useable cargo space for your ute, and allows for any number of gear-carrying system options to be utilised.

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It is important to note that not all canopies are the same; materials used in their construction differ (from ABS plastic to aluminium to steel to good ol’ canvas jobbies, or as part of a complete rear-tray replacement) as do the features. The more common variants include options for sliding windows or flip-up windows inner frame, as well as vents that circulate air in/out to keep dust to a minimum during travel.As much as some folks might overlook it, the type of window you tick on your canopy is pretty important in terms of how you will be organising your gear inside it.Sliding windows are great for those who may be bringing their four-legged friends along (or simply for transporting your dog in/around town), while flip-up windows offer you the chance to pack your gear so that items you need every day/night can be accessed from the side window, rather than having to open up the back of the ute and drag it out that way. It sounds like a small thing until you have to unload half of your other gear just to get to that duffel bag at the back of the ute tray.

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Sorting out a ute/canopy combo in terms of gear carrying isn’t totally straightforward, either. It’s worth remembering that a lot of a ute’s tray is back past the rear axle; pack heavier gear there and it’ll adversely affect handling.

The smart packing method for a ute with a canopy (and this applies to those excellent aluminium replacement tub canopies as well, such as the one on 4X4 Australia’s now-gone Ranger) is to ensure all the heavy, bulky stuff is packed between the rear of the cab and before the rear axle for better weight distribution.Once you’ve sorted weight distribution, the ute tray is your literal oyster in terms of how you carry gear. With a huge amount of space to utilise, myriad choices of cargo-drawer systems, the capacity to include even more gear on top of it, and the fact you have more ‘weight to work with’ in a ute’s higher payload, and it’s easy to see why 4×4 dual cabs have become so incredibly popular with off-road tourers.

ON THE CASE

For those without the budget for a cargo-drawer system, a set of interlocking boxes or hard-shell cases, such as those from Pelican, Ironman 4×4, ARB and others, are a great alternative. These robust plastic cases come in a number of sizes and are all over-built to protect the gear inside against dust and water ingress. Plus, you can stack a few on top of each other, and the tie-down points on these are up to the task as well.

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This writer uses a couple in his old Discovery 2 for camping trips and has been on longer expeditions in utes where Pelican cases were the preferred method of transporting gear. Even after days on the tracks that saw all types of weather conditions from dusty and hot, to wet and rain, the gear inside remained dry and dust-free.The other benefit of going with a hard-case set-up is that you can have them pre-packed in your shed and ready to load before the next trip is due. Plus, smaller, lighter ones can be stored up top on the roof too.What may be considered a negative is that these boxes aren’t permanent, i.e. you have to remove them after each trip. Conversely, they are ideal for those who wish to still use the third-row seating in their 4×4 wagon but when going away with just the family, can still make full use of the cargo area in the vehicle.

END GAME

There are so many ways in which to carry your gear when on a 4×4 adventure that there is no one correct method. Each traveller will have circumstances that govern whether they can go down the road of fitting a cargo-drawer system, or whether they have to opt for put in/pull out Pelican cases, or they just continue to tie down their bags and gear boxes in the back with (rated) ratchet straps and make use of a roof platform for their lightweight gear.No (safe) way of packing gear is the wrong way, as long as you stick to the common-sense basics. These include: ensuring only light gear goes up on a roof; all heavy gear is packed as low in your vehicle as possible; everyday items are packed so as they are easy to reach; and you make sure you don’t exceed your vehicle’s payload, or its maximum roof load.

Pretty simple, really, and by adhering to those caveats as you set up your gear-lugging system, you’ll end up with one that perfectly suits your needs. Then, all you have to do is find a map, choose a destination, and get out there and enjoy it!