We really grew to love our long-term SsangYong Musso during the 12 months it was with us, so when the updated 2021 model lobbed on our driveway we were keen to give it another look.

Our long-termer was a 2019 XLV Ultimate model fitted with the dealer-optional Ironman 4×4 off-road suspension kit; while this one is also the long wheelbase XLV in Ultimate trim, but without the suspension pack.

The changes to the Musso are confined to cosmetics, with an all-new front-end treatment with bolder, squared-off styling that is much more contemporary and up-to-date. The previous front end was looking old because, well, it was old.

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SsangYong has also toughened up the look using black on the grille, side mirrors, door handles and side trims, which work particularly well with this dark grey truck.

The rest of the Musso remains business as usual, with no changes to the drivetrain or mechanical package. We were a bit disappointed to find that the Musso didn’t get the same engine tweaks as its wagon sibling, the Rexton. These take the 2.2-litre diesel’s outputs up from 133kW and 430Nm to 148kW and 441Nm, and backed by an eight-speed auto in the Rexton.

This is a real nice driveline package that would lift the Musso up closer to its competitors in the ute category. For now, the Musso retains the lower-tune engine and six-speed auto transmission, which is refined and adequate but no powerhouse.

SsangYong says that officially the suspension under the Musso remains unchanged from the last model, however this car looks and feels taller; even close to our long-termer which had the raised suspension beneath it. The Ironman 4×4 suspension and underbody protection remain as options for this 2021 model, while the Australian accessories company is also developing a bullbar to fit the new front end.

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FEATURE PACKED

All the features we liked about the previous Musso XLV remain in this one: the wide, spacious and well-appointed cabin with its heated and ventilated seats, the massive cargo tub, the compliant all-coil spring suspension, and four-wheel disc brakes.

This 2021 XLV Ultimate has a heated steering wheel, which our 2019 model didn’t, and we appreciated it during the cold Melbourne winter.

While the Ultimate’s wide cab, large dash screen and faux leather seats give the Musso a premium interior feel, the seats are still manual adjustment and the air-conditioning is manual. You can add a $3000 luxury pack to the Ultimate which gets you dual-zone automatic climate control, Nappa leather seats with power adjustment for the fronts, and a sunroof.

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The Musso Ultimate is priced from $41,290 drive away. The 300mm longer XLV adds $1500 to the price and the Luxury pack a further $3000 if you feel you need it.

Even with all the fruit, the Musso represents a great value-for-money package, especially when you figure in the brand’s seven-year unlimited-kilometre warranty.

The Musso doesn’t scrimp on safety kit as every model comes with lane departure warning, AEB, rear cross-traffic alert, six airbags, blind spot warnings, front and rear parking sensors, and a tyre-pressure monitoring system which randomly reminds the driver of the status of the tyres by displaying the pressure on the gauge screen – it doesn’t wait for you to check them.

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GOING BUSH

The off-road kit starts with a part-time, dual-range 4×4 system and electronic traction control. There is an auto-locking (non-switchable) differential in the rear axle for when the going gets tough and, while this takes a second to engage, it is certainly effective when it does.

The longer wheelbase of the XLV Musso does mean it suffers for ground clearance in between the axles. This is helped somewhat with the off-road suspension pack, but it is still quite low and long.

For towing, there’s a 3500kg rating while the payload varies depending on the variant – from 790kg for the standard Musso to 880kg for the long wheelbase XLV Ultimate or 1025kg for the base model ELX with the long wheelbase XLV package.

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As well as the added payload the extra 110mm of wheelbase the XLV provides, it allows a 300mm longer cargo tub which is one of the biggest in the double-cab ute category.

While the SsangYong Musso might not be the first vehicle to come to mind of 4×4 ute buyers when they start their shopping search, it’s one that we say is certainly worth consideration, especially with the long wheelbase XLV.

As we said after living with one for the last year, the Musso is not purely a value-for-money buy but a great ute regardless.

2021 SsangYong Musso XLV specs

The ute segment may have dominated sales charts in Australia for years, but interest in smaller dual-cabs is beginning to grow in North America.

With the 2022 Ford Ranger nearing its unveiling – and poised to make a splash in the US – it’s possible Ram could resurrect plans to introduce its own mid-size dual-cab ute.

While the company does offer the smaller, Fiat Strada-based Ram 700 in Mexico, there’s space in its current line-up between the 700 and the full-size 1500 pick-up to offer a competitor to the Toyota HiLux and Ford Ranger.

Enter the 2024 Ram 1200 – a mid-size ute adopting the carmaker’s latest design cues, as imagined by Brazilian artist Kleber Silva.

Industry rumours of Ram developing a HiLux-sized model have been around for years, but it was in February this year that company sources told website Ford Authority the project had been axed.

Some insiders had previously suggested the vehicle would be based on the Jeep Gladiator, reviving the Dakota badge – a smaller pick-up from Dodge sold between 1986 and 2011, prior to Ram being spun-off into its own brand.

Ram has dipped its toe in the mid-size dual-cab ute market more recently. Between 2016 and 2019, the carmaker sold the 1200 (a rebadged Mitsubishi Triton) in the United Arab Emirates market – no doubt keeping track of how a smaller ute from the American brand was being received by the public.

Whether plans for a Ram 1200 have been scrapped entirely or merely put on hold remains to be seen, but given the trend towards electric pick-ups in the US, it’s possible a future mid-size ute could be battery-powered.

What do you think of the 2024 Ram 1200? Let us know in the comments section below.

Being the main project vehicle for 4X4 Australia over the last few months, there was no way we’d settle for any old dual-battery system in our D-MAX.

We need to power fridges, charge camera batteries and live out of this thing for extended periods of time. It’s safe to say, this set-up we’ve just installed in the D-MAX is absolutely first class, starting with our choice of battery.

Lithium isn’t the future, it’s the now – if you’re setting up a 12V system from scratch for your 4×4, I can’t see the point of not opting for lithium. In our case, we chose a 100amp/h slimline battery from Invicta, for a few reasons.

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The battery is Bluetooth-compatible, meaning we can monitor it via our smartphone. This battery has enough grunt to power a 1000W inverter, which is more than enough power for our needs. It’s light too, weighing just 12.4kg, so I can pick it up with one hand without issue.

There are an incredible number of different batteries in the Invicta range, but we felt the 100amp/h slimline would be the right size for our needs, and we really wanted to fit it in a position that would occupy otherwise wasted space. These slimline batteries are a brilliant solution.

I was also very impressed with the battery’s seven-year warranty, a sign of confidence in the product.

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Made up of lithium iron phosphate, the advantages to four-wheel drivers stretch further than just a lighter set-up. Firstly, lithium batteries have the ability to charge faster than a lead acid battery. They also feature longer run times, as you have the ability to run the battery down further thanks to their flat discharge curve; you can also run them down to lower voltages (10V specified in our instance) than an equivalent lead acid battery.

Lithium batteries can also sit unused for longer periods of time, which is handy when half the country is stuck at home.

So it is lighter, has more power available, can fit behind the back seat, and it will recharge quicker. Sign us up!

INVICTA SLIMLINE 100AH LITHIUM BATTERY SPECS

PIRANHA OFF-ROAD BATTERY TRAY AND CHARGER

Piranha Off Road caught on to our plan of installing a slimline battery behind the back seat of our D-MAX, and physically hand-crafted a battery tray to suit the vehicle.

These are now in production to suit the current Isuzu D-MAX, so if you want to put an Invicta slimline battery behind your back seat, like we have, you’ll be able to. I’d recommend going this way, as it makes the most of previously unused space, keeping the tray area free for other gear.

Piranha’s 30amp lithium-compatible DC-DC charger mounts directly to the battery tray, making for an easier installation, and the battery is held in place with a strong, adjustable metal clamp. The charger also has built-in MPPT and a PWM solar regulator, to connect solar directly to the unit.

This certainly wasn’t a DIY installation, requiring nearly two hours just to install the tray. Piranha recommends you get a professional to handle it, unless you are well-skilled with a grinder and power tools.

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The tray itself is a work of art and has been constructed from 2.9mm thick steel, gold zinc plating and is pre-drilled to mount the Piranha DC-DC – it will also work with the Redarc BCDC1225D.

You will need to remove the rear plastic trim on the back wall, cut a few brackets and drill holes to make it work, but the effort is definitely worth it. This tray mounts rock-solid and provides a super neat install when all wrapped up.

Best of all, you can’t see anything once the back seat is folded up, and if you need to access the battery, it’s as simple as folding the seat down. This also protects the battery from external heat sources, so I’m confident we’ll get a solid run out of this set-up.

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AVAILABLE FROM: www.invictalithium.com.au; www.piranhaoffroad.com.au; www.advancedinstalls.com.au

RRP: $1599 (Invicta 100amp/h Slimline Lithium Battery); $290 (Piranha Off Road Battery Tray); $385 (Piranha Off Road DBCD1230S 30amp DC/DC Charger)

LABOUR: To install battery tray and wire in battery: $550. Total for our dual-battery system: $2824

Some interesting movers and shakers in the new 4×4 sales charts during September, as supply issues affect some manufacturers worse than others and a few new models arrive on the scene.

While it’s business as usual at the top of the charts – with the Ford Ranger topping the monthly and year-to-date charts with Hilux in tow – the previously number three place-getter, Mitsubishi’s Triton ute, has tanked to just 384 sales for the month.

Likewise, the LandCruiser 200 Series has dropped off the monthly chart as its stocks have run out; and with full supplies of the LC300 interrupted, Toyota will be suffering a bit.

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It does give Nissan a small victory as its Patrol outsold Cruiser 700 units to 27, but we’re hearing that supply of the big Nissan will come under threat over the coming months as well. So it might pay to jump in now if you’re after a Patrol Y62.

Isuzu’s new MU-X is making its mark, selling 1297 units for the month and climbing in to the year-to-date table; while the D-MAX continues its solid sales while also battling supply limitations.

Meanwhile, it was a good month for VW Amarok, bringing in more than 1000 sales. It might be the best-performing ute on the road but it still can’t keep up in sales-chart standings.

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4X4 SALES: SEPTEMER 2021

4X4 SALES: YEAR TO DATE

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.

August 2: New 2024 Prado revealed!

New Prado makes global debut ahead of 2024 Australian launch.

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

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

When Toyota releases a new LandCruiser, it’s a special occasion.

Toyota is going so far as to say the new LC300 Series is its most capable LandCruiser ever. It’s also a new vehicle, designed and engineered from the ground up.

While it may be some time before you’ll be able to test that claim, or even see the 300 Series rolling out of dealerships, we can now confirm pricing and features.

As anticipated, there are six trim specs to be released. These range from the base-model GX, right up to the opulent Sahara ZX. Every LC300 is powered by a 3.3L twin-turbo V6 diesel motor, which Toyota claim is a V8-beater performance-wise. Output figures are 227kW at 4000rpm and 700Nm between 1600 and 2600rpm.

Toyota has provided a claimed fuel consumption figure of 8.9L/100km combined, 11L/100km in the city and 7.6L/100km on the highway. We’ll be interested to test these claims, as the LC300 has smaller fuel tanks compared to the 200 Series LandCruiser.

Toyota tells us it wanted to focus on smoother power delivery, resulting in less fatigue experienced when behind the wheel. The V6 is backed by a 10-speed auto, with no manual transmission available.

The LC300 wheelbase has been unchanged over the 200 Series, however the 300 Series is wider. It’s also lighter, thanks to the use of aluminium in the roof, doors, bonnet and tailgate panels. Let’s put a microscope over the LC300 and take a closer look at the LC300 line-up, to see just what you get for the significant outlay.

UPDATE, October 14 2021: The LC300 has now made its proper Australian debut, and you can read and watch our full first-drive review here.

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LC300 GX

The GX model is the base LandCruiser 300, and as such has been designed to work. It boasts two fuel tanks (80L main and 30L sub tank) with a total capacity of 110L. Low-range reduction has been retained across the LC300 range, with all models using a full-time 4×4 system with lockable centre-differential.

Suspension design is comprised of front double-wishbone independent suspension, and a four-link rigid axle in the rear. Larger ventilated disc brakes are found front and rear, with hydraulic variable power steering retained on GX. A massive 200amp alternator is good to see, but also shows the LC300 is going to consume a fair bit of 12V power in operation.

The 17-inch wheels are standard on GX spec, as are LED headlights and a raised air intake. Fabric seats are standard, as is vinyl flooring and rubber floor mats. Speaking of seating, there are only five seats in GX spec, with a 60/40 split. Dual-zone automatic climate control with rear-facing ducts is a nice feature, as are six cupholders located throughout the interior.Technology wise, a 9-inch multimedia touchscreen is standard in both GX and GXL trim. There are six speakers with a Bluetooth-compatible audio system that is also Apple CarPlay/Android Auto compatible.

Being a new vehicle from the ground up, improved safety is a major focus. Toyota has included a large amount of new technology, even in the base GX model. Pre-collision safety, all-speed active cruise control, ABS with brake assist and lane departure alert with brake to steer can be found in the base GX. There are also 10 airbags on-board, and a reverse camera as standard. Interestingly, there are eight colour choices available, with solid, metallic and mica metallic paint finishes on the table.

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LC300 GXL

GXL spec sees some additional features over the base GX, namely the inclusion of 18-inch wheels and Multi-Terrain Select (MTS). There is no factory raised-air-intake fitted to the GXL from the factory, however you do get third-row seating, alloy side-steps and LED front fog lights.

Safety levels are up in GXL trim, with blind-spot monitoring, rear cross- traffic alert, third row curtain airbags and third-row occupant detection. You also receive front and rear parking sensors, and back guide monitoring.

In terms of interior luxuries, the GXL sees USB-A and USB-C ports, Qi wireless phone charging, automatic rear cooler with controls, and auto-dimming/tilting heated powered exterior mirrors.

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LC300 VX

VX LC300 spec and above receives on-board sat-nav (with CD/DVD player), 10-speaker sound system and 12.3-inch multimedia touchscreen. Active cruise control featuring lane trace assist with steering wheel vibration is available on VX grades and above for the first time ever. There are also four cameras used in the multi-terrain monitor (MTM) that incorporates panoramic view monitoring.

On the outside of the VX LC300, 18-inch wheels are standard as are Bi-LED headlights with auto-levelling and headlamp washers. Puddle lamps, chrome window mouldings and a premium grille set the VX apart.

Inside the VX LC300, you’ll find a synthetic material used on seating, with a faux woodgrain trim. A leather gearshift adds a touch of class to the interior, as does LED lighting throughout. Four-zone automatic climate control is standard on VX spec, as is 8-way power adjustment for both the driver and passenger seat. There are eight cupholders found inside, as well as a tilt-and-slide moon roof to bring the outside inside. Remote power windows are also featured on the VX spec, and automatic rain-sensing windscreen wipers.

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LC300 SAHARA

The Sahara scores a 14-speaker JBL audio system, heated steering wheel and power-folding third-row seats to name a few features. Seats feature leather accents, and the driver’s seat has three memory settings for ease of use if multiple drivers need to drive the vehicle. A head-up display is also a stock inclusion in Sahara spec. Heated and ventilated second row seats, steering wheel and a cooled centre console are nice touches, as is the powered rear hatch.

Externally, the only main difference is chrome-accented exterior door mirrors and door handles, as well as sequential turn signals. The interior sees leather accented seats.

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LC300 GR SPORT

The GR Sport is a mix between high-end luxury and stonking off-road ability. Proving this, Toyota has equipped the GR Sport with front-and-rear differential locks, disconnecting front and rear stabiliser bars and their own adaptive variable suspension system; this will be a seriously capable vehicle. It is also the only model in the range to get locking differentials (all have a locking centre diff, though).

Interestingly, for an off-road focused model, Toyota has chosen 18-inch wheels, but has them riding on taller 265×65 R18 tyres.

The exterior has a bold design that really looks the part. Unique exterior features to the GR Sport include a black-gloss mesh grille with a matte-white Toyota logo. Front and rear bumpers are unique to the GR Sport, as are the mudflaps and wheel-arch mouldings. The GR Sport has five seats, with two-row curtain airbags.

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LC300 SAHARA ZX

Standard on 20-inch wheels, there’s a suite of exterior revisions such as chrome grille, new tail-lights and a redesigned tailgate to stand out from the crowd. A neat touch with the Sahara ZX, is the choice of three interior trim colours: black, beige or red and black. Carbon-style material has been used on the steering wheel, centre console and door trim provides a sporty look for the interior.

For enhanced off-road ability, there is a Torsen rear limited-slip differential found in the Sahara ZX. There is also Adaptive variable suspension and five drive modes to use when driving through various terrain.

Naturally, all this extra luxury comes with a cost, and also reduces load-carrying capability with an added weight penalty. The base model GX weighs 2470kg, with the Sahara ZX weighing 100kg more at 2570kg. GVM across the range, is 3280kg.

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TOYOTA LANDCRUISER 300 SERIES PRICES

Toyota has launched its new 300 Series LandCruiser with a range of genuine accessories for owners that like to customise their vehicles to suit their requirements.

The manufacturer recognises the millions of dollars that owners of four-wheel drive vehicles spend with aftermarket suppliers on accessories and would love to get a chunk of that money on top of the vehicle purchase.

The benefit to vehicle owners in buying genuine Toyota accessories for their car is that the accessories are then covered by the same factory warranty as the car itself.

Back in May when we got a preview of the 300 with a drive of a prototype vehicle, we were impressed to see that it was fitted with an aluminium bullbar, Warn winch and roof racks. Like the cars themselves, the accessories went through extensive development process which included prototyping and miles of on- and off-road testing.

Work on the new LandCruiser’s steel and aluminium bullbars began in 2015, around the same time as development of the car itself, with engineers focusing on strength and regulation compliance. Airflow for cooling was also very important as the 300’s dual intercoolers are positioned behind either side of the front bumper, just under the LED headlights.

UPDATE, October 14 2021: The LC300 has now made its proper Australian debut, and you can read and watch our full first-drive review here.

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The result is a choice of aluminium or steel bullbars for the 300, the latter available in either a plain black finish or painted to match the body colour. Both bars are able to accept an electric winch, with the approved winch being a Warn unit fitted with synthetic rope. The 9000kg winch is concealed by a flip-up number plate when not in use.

The bullbars reduce the 300’s approach angle from the standard 32° to 28.5°, while it improved on the 24° of the Sahara models.

The bars also have a slot in them designed to accept a factory-approved light bar. The 120W light bar utilises 24 LEDs in a combination of spot and flood beams, and is fitted with a breather for times when it is dunked in water, while keeping water and dust out. Like the other accessories, the light bar has been extensively tested for durability and resistance to the elements.

All LC300s above the GX specification are fitted with factory roof rails which can then be fitted with a new-design roof tray that in turn can be equipped with a range of accessories to mount various loads and sports items.

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The LC300 GX can be fitted with a three-bar rack that also accepts the new roof tray and accessories. The roof is rated to carry 92kg on GX models and 90kg on the higher-spec variants.

Other genuine Toyota accessories that will appeal to buyers wanting to take their Cruiser off road include a 5mm aluminium underbody bash plate that mounts under the bullbar to protect components under the car from damage and 8000kg-rated recovery points that mount directly to the chassis.

There is also a genuine air-intake snorkel available; the LC300’s wading depth is 700mm with or without the snorkel.

Many owners will chose a LandCruiser for its 3500kg towing capacity and the 300 has its tow bar integrated in the back of the chassis and the wiring for towing is included with the standard loom.

With the enduring popularity of the LandCruiser model, we expect the aftermarket to jump in and develop their own ranges of accessories for the new model but with delivery of vehicles being severely restricted for the foreseeable future, they might take a bit longer than usual to get their kit to market. Non approved non-genuine accessories are not covered by the vehicle’s factory warranty.

Toyota has equipped its all-new LandCruiser 300 Series with the latest technology and premium gear, and it is awash with soft-touch materials and functional design.

A new-look centre console features a redesigned drive-mode selector (on models above GX), drive-mode and off-road functions, a parking brake, and a pair of cupholders.

In a common-sense approach, all dashboard switches are grouped and positioned according to function. For example, the driving mode functions are grouped on the driver’s side of the centre console.

UPDATE, October 14 2021: The LC300 has now made its proper Australian debut, and you can read and watch our full first-drive review here.

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VX variants (and above) get a 12.3-inch electronic multi-vision (T-EMV) touchscreen, with audio pumping out of either a 10-speaker Pioneer system (VX) or a JBL 14-speaker system (Sahara, Sahara ZX and GR Sport). GX and GXL variants get a nine-inch display with a six-speaker system.

Only the Sahara and Sahara ZX come equipped with the rear-seat entertainment system, two 11.6-inch high-definition touchscreens.

The seats on all models have been updated with larger side bolsters for improved support, and second-row seats now feature a reclining function and 92mm of extra legroom.

Five-seat LC300 variants come with 1131 litres of storage capacity, or 2052 litres with the rear seats folded flat. Seven-seat variants have 1004 litres of capacity, or 1967 litres when both rear seats are folded.

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The flagship off-roader will be available in six variants (GX, GXL, VX, Sahara, Sahara ZX and GR Sport) when it lobs in Australia later this year. So, let’s run through what each model gets.

The base-model GX comprises fabric seats, halogen interior lights, vinyl floor, all-weather rubber floor mats, manual tilt and telescopic steering adjustment, five-person seating capacity, 60/40 split-fold second-row seats, six cupholders, dual-zone automatic climate control with rear ducts, an electric park brake, and smart entry and start.

The GXL adds two extra seats with third row seating, LED interior lights, carpeted floor, additional USB ports, a wireless phone charger, automatic rear cooler with controls, auto-dimming/tilting and heated power exterior mirrors, an auto-dimming interior rear-view mirror, and variable intermittent wipers.

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Stepping up to the next grade – the VX – nets you a vastly more premium look and feel, with gear comprising synthetic seats, a woodgrain-look and synthetic interior trim, a leather gear shift knob, LED door courtesy lamps, LED interior lamps including rear LED reading lamps, premium instrument panel centre cluster, premium interior door handles, premium door switch trim, and front and rear carpet floor mats.

Comfort and convenience niceties are also greatly improved, with the addition of four-zone automatic climate control; eight-way power adjustment for driver and front passenger seats; driver’s seat power lumbar adjustment; a power-adjustable steering wheel with woodgrain-look trim; heated and ventilated driver and front passenger seats; 40/20/40 split folding second-row seats; rear centre armrests; more cupholders (now eight); and a moon roof.

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The Sahara adds leather-accented seats, a cooled centre console storage box, heated and ventilated outboard second-row seats, a heated steering wheel, hard-backed pockets for the rear of the front seats, a power-folding third row, a power rear hatch, and driver’s seat memory with three memory settings.

The Sahara ZX reverts back to five seats and adds an ‘Advanced Carbon’ steering wheel, centre console and door trim; and a power rear hatch with kick sensor.

The GR Sport retains the Sahara ZX’s ‘Advanced Carbon’ steering wheel, centre console and door trim, and adds a GR logo to the steering wheel, front seat headrests and on the smart start button.

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Pricing for the 2022 Ram 3500 Laramie has been unearthed ahead of the big pick-up’s local launch in the coming months.

Ram has priced the new 3500 Laramie Crew Cab from $162,950 before on-road costs, just $5000 more than the 2500 Laramie Crew Cab announced recently – both of which are part of the company’s Heavy Duty range.

Like the 2500, the 3500 uses a 6.7-litre turbo-diesel six-cylinder engine producing 276kW of power and 1152Nm of torque, helping to move up to 1724kg of payload – and allowing a towing capability of up to 8000kg.

A company spokesperson has confirmed the 3500 will not be offered with dual rear wheels in Australia, and will share its body with the 2500.

It’s worth noting that while the 8000kg towing capacity is available, it requires air brakes and special hardware – making the vehicle subject to licensing and registration restrictions, which can vary between states and territories.

The 2022 Ram 3500 Laramie comes with a three-year/100,000km warranty with roadside assistance, and has six-month/12,000km service intervals.

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2022 Ram 3500 Laramie Australian pricing

Note: Prices exclude on-road costs

Options

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Features

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Engine, drivetrain and capacity

The 2022 Ram 3500 Laramie is powered by a 6.7-litre turbo-diesel straight-six engine, with the Cummins-sourced mill producing 276kW @ 2800rpm and 1152Nm @ 1600rpm. A six-speed torque-converter automatic transmission sends power to all four wheels.

Availability

The 2022 Ram 3500 Laramie is expected to arrive in the fourth quarter of 2021 (October to December inclusive).

Modifying a new 4×4 during a pandemic has been an exercise in patience.

Getting stock has been an issue, and in some cases a product hasn’t even been developed yet. On the flip side, I’ve been lucky enough to work with many great 4×4 companies and help with feedback on emerging products they have developed. This Yakima roof platform with its RuggedLine mounting system is one such example.

This was the first unit they had available for fitment, so I was like a kid at Christmas when it arrived. I headed down to Advanced Installations in Emu Heights, who kindly donated me some space in their workshop, and I started opening boxes.

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I’m certainly not a mechanic, but I know my way around a left-handed screwdriver. Still, this was a fairly simple installation, definitely helped by the quality instructions supplied in this kit (yes, I read instructions).

The RuggedLine mounting system connected to captive mounts in the roof of the D-MAX, which were covered by paint. So, there’s no need to drill into your shiny new 4×4; simply remove excess paint (at mounting points) after cutting the trim covering these points. That’s probably the hardest part of the install, and again it’s all detailed in the instructions.

Once the RuggedLine was bolted in place, it was a simple affair to attach the platform. I think it looks mint too, and it’s the perfect size for the D-MAX.

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A hot topic at the moment is roof-rack capacity, especially when off-road. This rack is rated to 100kg. As it is a fixed-mount system, the carrying capacity is not reduced when off-road. The weight of the platform and mounting system is 26kg, so by using quick math, we can carry 74kg on the roof of our D-MAX with the rack installed. This will depend on your vehicle, so check out the information easily available on each brand’s website.

All in all, the Yakima roof platform with RuggedLine mounting system has been a winner. It’s fairly easy to install (on the D-MAX), arrived complete with everything we needed, and has more than enough optional accessories for our needs. It even came with a wind-deflector for the front of the platform, which works as the rack is as quiet as a mouse.

AVAILABLE FROM: Yakima.com.au RRP: $1430

Devotees of the internal combustion (IC) engine – that’s probably you – may think the arrival of electric vehicles will end life on earth as we know it. I’m here to tell you that things won’t be all bad – in fact, things could be surprisingly good.

Most importantly, the electric motor is eminently well-suited to automotive use. Maximum torque right from zero revs translates to low-rpm driveability and flexibility that even the most muscular piston engine can only dream about. Add to that a near endless rpm limit to exploit, again something that an IC engine can only dream about given the reliability and longevity issues imposed by higher piston speeds and piston acceleration.

No reciprocating mass – only a rotating mass – also means there’s no inherent vibration with an electric motor. In contrast, popular-design IC engines – in-line fours and even V6s – often employ power-robbing and complexity-adding counter-rotating balance shafts to smooth things out. Even V8s, despite the cross-plane crankshafts of production engines, aren’t 100 per cent free of vibration. Flat-plane-crank V8s vibrate even more.

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Then there’s the question of simplicity. Modern IC engines with their sophisticated electronics and complex forced-aspiration and fuel-delivery systems and the like are that advanced compared to IC engines of 30 or 40 years ago, that they may as well be powering the next space shuttle. All this complexity comes from the need to produce saleable and refined performance while still meeting stringent and increasingly overbearing exhaust emissions standards.

The number of moving parts – crankshaft, conrods, pistons, valves, camshafts, multiple high- and low-pressure fuel pumps, fuel injectors that switch at warp speeds, coolant pumps, fans, and often more than one turbo, is mind boggling. Compare that with an electric motor with one moving part. The whole EV powertrain is then made that much simpler as you don’t even need a gearbox such is the broad-rpm flexibility of an electric motor. In contrast, IC engines employ gearboxes to compensate for their relatively narrow power bands. Ten-speeds? Really?

Then there’s the ease of maintenance with an EV. No engine oil or engine-oil filter to change. No engine-air filter to clean or change. Much reduced brake maintenance too, given the electric motor’s regenerative braking (where it makes electricity to repower the battery) largely negates the use of wheel brakes, especially so with the appropriate driving technique.

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All that’s the good – no, the great – news. The bad news is EV batteries, which are still a flawed and limiting technology given their slow recharge times and poor energy density, which impacts on the battery size/driving range trade-off. An EV battery that takes up the same space as a petrol or diesel fuel tank in an equivalent vehicle won’t take you as far, everything else being equal.

EVs powered by hydrogen fuel cells solve the battery problem, but hydrogen-delivery infrastructure is even more problematic to build than battery-charging infrastructure. And without the necessary supporting infrastructure, neither technology will succeed.

Does any of this matter right now? Probably not, given it seems IC engines still have a while to run and won’t disappear anytime soon. The fact Toyota has invested heavily in brand-spanking-new high-tech turbo-diesel technology for its upcoming LandCruiser 300 Series is evidence of this. Perhaps more encouraging is news that a diesel-electric hybrid powertrain is in the wings for the Hilux and Prado.