The vehicle many are calling the LandCruiser 300 Series has been snapped in an undisclosed holding yard, adding to speculation that the full reveal is only weeks away.
Very little has been confirmed about the next LandCruiser except that the petrol V8 engine that was still used in the 200 Series in some markets will be shelved in favour of a V6 engine, and that a petrol/electric hybrid powertrain will be available sometime in the future.
What this means for Australian LandCruisers, which are currently all V8 diesel-powered, is yet to be revealed.
There has been all sorts of rumours and speculation about what will power our LandCruisers – a diesel V6, inline six-cylinder engines, a continuation of the diesel V8, and even talk of a horizontally opposed engine that was being co-developed with Subaru.
LEAK: Sketches show next-gen 300 Series
Toyota’s ramping up of its hydrogen-fuelled vehicles, both in Australia and overseas, could also see the scalable system upsized to power the biggest Toyota passenger vehicle at some time.
A powerful diesel engine is essential for LandCruiser if it is to continue to sell in the numbers that it currently does here. It’s only real rival in the full-size 4×4 wagon segment is the petrol-only Nissan Patrol, and the Toyota outsells it by more than four to one.
The next LandCruiser is expected to be similar in size to the current LC200, with seating for seven or eight passengers and will retain its excellent off-road and all-road ability.
If the rumours are true, we’ll know a lot more about the actual specifications in the coming weeks.
IF YOU think the replacement for the 200 Series LandCruiser is a long time coming, then you’re right. In round numbers, the 60 Series lasted 10 years, the 80 Series lasted seven years and the 100 Series nine years, while production of the 200 ran for 14 years, before halting recently.
The fact that Toyota has stopped making 200s indicates the ‘300 Series’, for want of a better name, is imminent. Given the size of the global market for the 200 and its offshoot the Lexus LX570, and the central part that the LandCruiser name plays in the Toyota brand, it couldn’t be any other way. One would think!
So why has Toyota been so slow in rolling out the 300 Series given as early as 2015 it was already testing 300 Series prototypes in Australia, amongst other things benchmarking them against a Range Rover and a Range Rover Sport?
Well bottom line is in fact ‘the bottom line’ with the 200 selling well-enough – thank you – due in part to the lack of competition from the Nissan Patrol in those markets that favour diesel, Australia being at the forefront. From a moneymaking perspective (and car companies only exist to make money) keeping the 200 ticking along has been very much a ‘don’t fix what isn’t broke’ approach.
Toyota is obviously also well-aware of the unfavourable spotlight that the spectre of climate change has thrown on internal combustion engines and has no doubt been happy take the time to see where global sentiment and, more importantly, future exhaust emissions legislation is heading. Bigger and heavier passenger vehicles, such as the 200/LX570, are of course more sharply under climate-change focus than smaller and lighter cars.
Predictably, given Toyota’s history with petrol-electric hybrids, which now dates back near-on a quarter of a century to when the Prius first appeared, it appears that the new petrol powertrain in the 300 will in fact be a petrol-electric hybrid powertrain. To cover the LX570’s replacement as well, two petrol-electric hybrids, one naturally aspirated and one turbocharged seems likely.
So how will a petrol-electric hybrid powertrain work in a big 4×4 wagon and will it be any good off road?
On the negative side, the obvious problem is that both the electric motor, and the battery that’s central to the hybrid system take up room. On current hybrid cars the batteries are in fact significant in size. Room for the battery will invariably compromise the petrol-tank size and/or the luggage space even if the electric motor can be accommodated more easily by being integrated into the transmission. Both the hybrid battery and electric motor will also add weight, which is never a good thing with a 4×4 (or any car for that matter).
On the positive side, and it could be major positive, the off-idle and low-rpm assistance provided by the electric motor should be just the ticket for low-range crawling on rocky and steep tracks and the like. Current petrol-electric hybrids all have the electric motor assisting the internal combustion engine in initial takeoff and at low speeds given electric motors produce full torque from zero revs.
On High Country tracks where you invariably climb a hill only to descend down the other side and then climb another, the hybrid’s ability to recapture when descending a hill some of the energy just spent on climbing the same hill will also be a major bonus. Don’t be surprised if a petrol-electric 300 comes close or even matches the fuel economy of a 200 diesel on High Country tracks. All will depend on the efficiency and of the hybrid system.
Speculation has it that the petrol-electric hybrid 300 Series won’t in fact be a plug-in hybrid, which will disappoint those rural folk who have plenty of roof area on their sheds for solar panels, as solar panels equate to free ‘fuel’ for a plug-in hybrid (or a full EV) once the installation costs are paid.
And what about a 300 Series diesel you ask? Don’t worry, there will be one of them too.
HEAD into any 4×4 workshop in the country and you’ll find some of the most-equipped toolboxes you can imagine. Huge breaker bars, deep impact sockets, rattle guns that’d break the earth in half before leaving a stuck harmonic balancer bolt in place.
Head down the road to the new housing estate and you’ll find some of the most expensive carpentry tools you can buy. High-end laser levels, lithium-powered circular saws and drill bits so expensive they should be included in the national budget.
It seems that no matter how many half-done projects lie around the house, when it comes time to deck out your toolbox for work only the best will do. It’s no surprise then that 4X4 Australia contributor and off-road show producer Dan Everett has one of the most-equipped off-road toolboxes you can buy.
You may remember his 60 Series LandCruiser on 80 diffs from about 100 years ago (best leave that alone) but as his work started needing longer trips in more isolated locations than the 60 was up for, Dan started looking towards new dual cabs to step up to the plate.
With the PX2 Ranger being one of the largest available utes at the time that met the budget, the path was set. It’s had a few forms since then, so we’ll just focus on how it sits now. Big.
Eagle-eyed readers will note there’s a whole lot more Ranger than you’d typically find parked out the front of your local jetski shop. The secret is a 300mm chassis extension by Sydney workshop Ultimate Stretches.
“I was doing a lot of towing and loaded-up travel,” Dan tells us. “I was getting concerned about how much the campers were throwing the rig around, and how much weight was behind the rear axle. Brad stretched the wheelbase out to suit a space cab tub giving me 300mm of cargo space in front of the rear axle for better weight balance, and a longer wheelbase which made the rig far less twitchy on and off road”With the Ranger now 300mm longer, Dan set about correcting the proportions in every other direction as well. First up was an altitude adjustment. All four corners now ride on Drivetech 4x4s Enduro Pro suspension.
The remote reservoir shock’s extra oil capacity helps them cope with the added work of reining in such a big rig in harsh, corrugated country. Up front Dan’s dialled the adjustable struts in 50mm over standard and paired them with a set of matching Drivetech 4×4 upper control arms.
At the back, 300kg constant-load leaf springs slide between the shocks, while a Drivetech 4×4 sway bar kit helps reduce body roll without requiring excessive spring rates. Under the cab Dan’s installed a 50mm Superior Engineering body lift, allowing extra room for the wheel and tyre package at full bump, without running a huge suspension lift.
The combination, with a little bit of wheel-arch massaging from a grinder has let Dan punch the Ranger’s width out a little over 7in from stock. The 17x9in -38 KMC Robby Gordon Beadlock wheels replace the +55 factory offerings, while the tyres have jumped up to 35×12.5R17 Toyo Open Country AT2 Extremes on each corner. Up front 80mm wide Utemart flares have been fitted to cover the increase in track.With the Rangers build sheet starting to fill out and the ever-pressing GVM figure of 3.2t looming closer, Dan started looking for options to meet his gear requirements while keeping things under the weight limit. One of the biggest factors to keep weight down is the use of aluminium rather than steel on the bar work.
The Rival bar up front and dual-speed Drivetech 4×4 12,000lb winch are nearly half the weight of a typical steel setup. The bar also houses four laser beams of driving lights with a combination of Baja Designs LP9s and LP6s lighting the way.
From here Dan took the rig down to AE-CO 4×4 in Sydney’s west to come up with a performance package that’d not only see the big rig motoring along the tracks, but doing it reliably too. First up is the Phat Bars 4in stainless-steel snorkel; it feeds down through the guard into a Psico Performance sheet-metal airbox and high-flow pod filter before a Harrop-sourced high-flow turbo compresses the intake air. From here, a hard pipe kit feeds the air through the Harrop front-mount intercooler before it’s finally forced into the built engine.
Inside is chock-full of Engine Australia components, with Billet rods holding on to ceramic-coated pistons. The whole rotating assembly is balanced and held in with massive billet main caps on the crank. AE-CO 4×4 also fitted a gear-driven oil pump to reduce the chance of oil supply failure (a common problem in the 3.2 Duratorq) while a brand-new head was also installed with ARP head studs keeping it in place, even with increased boost. Before the final tune was loaded in, +30 per cent fuel injector nozzles were also given the nod to keep AFRs happy.
Moving back the factory auto has been opened up, and inside the standard valve body has been replaced with a Wholesale Automatics heavy-duty offering. The factory thermostat has been bypassed and the OEM cooler binned. A dual-row PWR transmission cooler has been fitted up front. A deep sump with cooling fins was also added, giving nearly 30 per cent more oil capacity.On the inside there’s been no major modifications, but a series of small add-ons here and there make life a little easier on the road. An ECU=Shop Monster Gauge helps Dan keep an eye on engine vitals, while a GME XRS UHF has been installed under the centre console as a lifeline should help be required. With the stock rear mirror pointing at a window-full of stickers, a permanent rear-view camera feeds into a windscreen-mounted monitor.
Moving rearward Dan’s ditched the tub and optioned up a lightweight canopy from Qld-based Zone RV. The canopy is built like a high-end yacht with fibreglass composite panels making up the base of the construction; it not only insulates the entire canopy helping fridges work more efficiently but also keeps weight down, the empty canopy having a similar weight to the old tub.
Opening up the passenger side door and Dan’s optioned up a full-length kitchen making for quick meal prep on the side of the track. To the left, stacked Evakool fridge drawers make optimal use of the space without the added weight of fridge slides. To the right, a full pantry setup has storage for plates, cups, food, and even a coffee machine and toaster. Underneath, a small sink has hot and cold running water, with a full-width stainless-steel prep bench sliding out from the rearmost saddle box.
Tucked in next to the fridge is an Enerdrive system with a DC to DC charger, 2000W inverter, 200amp/h lithium battery, and Simarine digital gauge monitoring battery levels as well as the 100L water tank underneath.
Moving around to the driver’s side door, inside is a massive storage space designed to fit everything from his son’s mini bike, to space cases for camping or camera equipment. Tie-down rails spaced throughout allow things to be stored securely. There’s also an Eberspacher diesel heater unit plumbed to the kitchen sink, Quick Pitch shower, and an optional tent heater pumping up into the built-in rooftop tent for sub-zero camping trips.
While the debate between solid axle and IFS will no doubt rage on for years to come, there should be no doubt that no matter what vehicle you base your build off, the right combination of modifications and a clear direction with what you’re trying to achieve is a sure path to success.
Although Dan tells us if you’re trying to build a remote-area camera-car Ranger with billet internals and a kitchen sink you might want to set aside a casual $140,000 to get the job done.
EVER heard of Coorabakh National Park on the mid-north coast of NSW?
The entire area is scattered with stunning beaches and coastal getaways, but sometimes if you look a little inland you just might be surprised. Sitting quietly between Taree and Port Macquarie, Coorabakh NP has many surprises with volcanic plugs, stunning lookouts, and huge rock formations inhaling pristine rainforest and eucalyptus old-growth forests. Coorabakh is relatively small at 1830 hectares and was declared protected in 1999 to preserve its wide variety of wildlife and the park’s stunning scenery.
Entry to the park can be made from Moorlands, just south of Port Macquarie, where there are plenty of signs pointing you in the right direction. Traversing through dairy farms upon leaving the Pacific Highway, you get a sense of adventure as you look west towards the escarpment ridge lines that lie ahead.
One of my favourite stops before heading in to the park is the little country store at Hannam Vale. Jam-packed with home-made goods, it has its own sit-in book exchange and library plus the best coffee and other sweet creations for miles. The cafe-cum-post office, store, local meeting place and once a servo dates back to 1914 and is still loaded with old-school charm.
Once heading out from Hannam Vale into the state forests, keep an eye out for the old logger trees, where you can still see the cut-outs from the planks the timber cutters stood on when these huge trees were cut by axe more than 100 years ago. The forests are full of eucalyptus, hardwood, coachwood and bloodwood trees.
BEST 4X4 TRACKS: Close to Sydney
The forest loop drive of around 100km isn’t a hard drive, but in some sections, where the road gets a little steep, it might be wise to select 4WD high-range for added traction. The road base out here changes from a granite material to black soil that can get pretty slippery in times of rain.
Along the way are many stops to explore such as Waitui Falls. In summer this is a great spot for a dip, with the water spilling over a massive rock face into a deep pool while surrounded by a pocket of rainforest and several overhanging rock faces. It’s popular with the locals, and has picnic tables and a barbecue to use.
Forest Way heads into Coorabakh NP and is significant to the local Biripi Aboriginal people, taking its name from Coorabakh, meaning bloodwood.
STARRS CREEK
HEADING deep down in to Starrs Creek picnic area you’ll find toilets, tables and a formed pathway which lets you wander through a thick pocket of stunning rainforest. Here you can get up close and personal to large red cedar stumps, and wander through a maze of spectacular palm trees where the grounds are often covered with a thick moss in the cooler times – but keep the bug spray handy as the mosquitoes can get pretty friendly.
Farther along Forest Way you’ll climb higher on to the ridge lines, the forests thinning out and giving way to scattered views westward through the trees. There are several lookouts on the way including Flat Rock, where the road runs beside some seriously steep cliffs that drop down into the neighbouring valley.
Flat Rock viewing platform has been built right on the edge of the cliff line, where the views are nothing short of spectacular in all directions. It’s wheelchair friendly too. In the distance, remnants of volcanic plugs that blew their tops out millions of years ago can still be seen. These tall, jagged peaks stand several hundred metres high and are scattered in the valley farmlands.
BIG NELLIE
ON the forest loop there’s Big Nellie. Thirty-million years ago this volcanic plug exploded high and wide but, after it cooled, it left a tall, thick chunk of rock poking high above the surrounding forest. Keen hikers and rock climbers frequent the rock for the challenging and heart-thumping scramble to the top.
Other plugs in the area include Little Nellie and Flat Nellie, where, over time, the lower, softer areas have eroded away due to intense rain and constant winds. However, on the protected southern slopes the soil is deeper and more fertile; there are tall eucalyptus forests, yet the creek lines carry more sub-tropical species. The diversity of animal species come from the wide range of landscape and plant communities. Koalas, brushtail possums, Parma wallabies, stuttering frogs and a host of bush birds are just a few of the species found in the park.
NEWBYS
FOR those who may be a little scared of doing an extreme walk to the top of a volcanic plug, you can explore Newbys caves and Newbys lookout. It’s a short, easy stroll from the parking area up beside a stunning creek lined with palms and other cool-climate trees. The path leads to a number of overhanging rocks, where caves have formed from times when the creek was in full flood due to raging torrents of water.
The lookout and caves were named after John Newby, who established the first dairy farm in the Manning. A pioneer of the district who lived between 1810 to 1880, he ran the first well-organised trading service in the valley using the river as the main form of transport.
Slowly, the densely forested land was opened up, with Newby at the forefront establishing his dairy farm and becoming the inventor of several farming creations. When he died his family owned most of the farming land that you can see from the lookout, though today it’s owned by private landholders and shared with State Forests and National Parks.
Moving along Forest Way the last stop is the very impressive Vincents Lookout. While it’s a short 2km detour off the main road up Tower Road, it’s worth another look at the stunning views covering the coastline, fertile valleys and parts of the Great Dividing Range. From the many lookouts around Coorabakh it’s evident the tall-timber NP is not only being preserved for the future, but it also allows full access to the public.
The Great Dividing Range that runs for thousands of kilometres along our east coast can often look the same, but Coorabakh has a different feel with its tranquil setting and the peaceful drive.
No camping is allowed in this National Park, but at the end of Forest Way at Coopernook is cheap camping near the pub or an hour away in Crowdy Bay NP.
Exploring Coorabakh National Park might only take a day, but where else can you view volcanic plugs, swim in cool mountain waterholes and remain so close to the eastern seaboard.
THE first dunes of the morning are always the easiest, tyres pressures are low in the cool desert air and the sand the firmest of the day. By lunch it’s a different story and the steep dunes keep on coming, temps reach the mid 30⁰Cs, the sand soft, tyre pressures down to 13/14psi and all the gear gets pushed to the limits, especially trailers, and this one was being put to the ultimate test.
It was day three on the WAA Line in the Simpson Desert and less than a week before we’d taken delivery of the first production Sierra ZR to roll off the production line.
Towing trailers across the desert is frowned upon by many and we don’t recommend tackling the steeper eastern sides of the dunes if you intend to do a crossing, but it’s not illegal. Trent’s crossed the Simpson more times than he can remember and knows from experience it’s not vehicles or trailers chopping up the track, it’s people. With the right setup, the correct tyre pressures and the right approach, he wanted to make a point that in fact it can be done without buggering it up for everyone else.
In all, Trent and Steph have now done more than 12,500km with the camper, rolling into Melbourne none the worse for wear after its outback adventure that not only saw it head across the Simpson, but also to Uluru, Kakadu, the north coast of Arnhem Land and then the Gulf Country before heading to the east coast and a long bitumen run south.
Established in 2000, the AOR brand has garnished a good reputation for high-quality and reliable campers. The Sierra ZR is the latest offering in the AOR camper range that now numbers 10 separate models from this relatively small rig to the company’s 19-foot Aurora off-road van.
The Sierra ZR is based on the well-spec’d Sierra camper which made its first appearance in 2019, but the more basic ZR has been designed and built for those amongst us who already have a long list of camping gear such as a rooftop tent, gas stove, a portable fridge, awnings and more. It also allows the budget conscious buyer to get into a quality Aussie-made product adding stuff as his or her wallet and inclination allows. It does come reasonably well-equipped however; read on to find out more.
CHASSIS & SUSPENSION
THE chassis is made from 100mm x 50mm SupaGal and powder coated high-tensile steel, and rides on AOR’s proven independent trailing arm and variable-rate coil-spring suspension, which is backed up with twin Outback Armour Offroad gas shockers on each wheel. Adjustable air-suspension is an option, but I’m not too sure why you want that.
The 17x8in steel rims are standard fare, fitted with Cooper Evolution 285/70R17 MT tyres and all this is backed up by 12-inch electric brakes along with 2500kg rated axles and bearings. The stud pattern of the hubs can be matched to suit any popular tow vehicle.
The A-frame is finished with an excellent DO35 coupling and a rather light-duty Ark jockey wheel. While it has done the job we’d like to see something a little bit sturdier; maybe the Ark Extreme Offroad jockey wheel.
One thing we liked was the electrical wiring which all runs through the chassis rails for excellent protection, while a couple of Anderson plugs allows for the connection of solar panels and the like.
BODY & STORAGE
THE camper body that includes the walls, floor and roof are made from a lightweight but strong alloy/fibreglass sandwich material that also helps insulate the interior. The nose-cone storage box sitting on the A-frame is made from aluminium, while the whole unit is covered in a tough, durable Raptor coating where you have the option of three colours; ‘platoon’ (olive green), ‘fighter jet’ (grey) or ‘desert storm’ (sandy brown). Ours wore the ‘desert storm’ colour.
BUYER’S GUIDE: 4×4 Camper Trailers
The body is 1950mm wide which is much the same width as a four-wheel drive vehicle, while the camper has a slanted and faceted design giving better aerodynamics than a straight-sided box.
Along with the suspension a cut-away rear end helps give the trailer a departure angle in excess of 40 degrees, which is pretty darn good (a Tvan for example sports a 30 degree departure angle and goes anywhere) which is more than apparent in steep-sided creek crossings and the like.
There’s a heap of storage to go with the impressive 900kg or so of payload capacity that the ZR is rated at. In addition to the cavernous nose cone, there is six large dustproof storage areas, a large tunnel-type storage ideal for carrying poles and the like, an optional fridge storage area with self-supporting slide and a couple of compartments at the front of the nose cone meant for gas bottles.
The tyre storage area at the rear of the trailer we converted to a more usable and valuable dustproof storage area by putting the two tyres we carry as spares on the top of the trailer thanks to some additional reinforcing and tie-down points fitted by AOR during the build. This shifting of the tyre’s weight forward threw a bit more weight on the towball, but that didn’t affect the towing ability or stability of the trailer at all. This area under the ultra-heavy-duty roof rack is an excellent place to store camping gear like additional tents or long items such as surfboards and the like, while also coming in handy for wood storage or throwing in the Maxtrax between recoveries.
The roof rack itself is big enough to fit a couple of rooftop tents if you so desire, but we took our roomy James Baroud rooftop tent from our Hilux and fitted it to the camper trailer. We also fitted our Rhino-Rack batwing awning to the edge of the rack and this covers the kitchen area and rear of the camper with plenty of shade and protection. At the rear of the rack we opted for the AOR supplied Bushranger Trax shower tent which has proven to be easy and quick to set up.
All the compartment doors come with good seals and high-quality compression locks to keep the dust and water out; something that AOR goes to extraordinary lengths to achieve.
EXTERNAL KITCHEN
THE external kitchen area offers a fridge slide, a drop-down preparation area with a stainless-steel bench as well as a pull-out slide for a stove fitted with drop-down sink and running water as standard. There’s also internal storage for all your kitchen requirements and the food and condiments you use each and every day. How you set the area up and where you position your stove is really up to you, while we opted to have our favourite Coleman stove sitting on the bench that also has the sink on it.
Quick connect low-pressure gas connections are fitted to the camper near the kitchen as well as down the back near the shower area. Our high-pressure Coleman stove demands a separate gas feed which is no great drama, although we’re considering a low-pressure Thetford unit, supplied as an option by AOR, in addition to our normal setup to cater for the large groups we often have with us.
The optional Bushranger hot-water system can supply water to the front kitchen or the rear shower area via a handy quick-connect connection, making for a no-hassle water supply. Talking of water supply, we added an extra 140-litre tank to the standard 60-litre setup giving us adequate water where we can fill one with not so great aqua, while leaving one as a drinking supply. Backing that up is a twin water filter – a paper one for getting rid of dirt and sediment and a carbon filter to improve the water taste and smell.
ELECTRONIC MASTERPIECE
WHILE standard fare is a single 150amp/h lithium battery we opted for two all backed up by a FinScan PowerCORE battery management and automation system. This unit incorporates a 12V 30amp charger, a MPPT solar regulator, 240V AC charging, and a 3.5-inch touchscreen display with mobile device connectivity.
The unit has the capacity to switch lights on and off, check water tank levels, while monitoring battery usage and remaining battery capacity. And it’s Aussie designed and made.
There’s plenty of LED lights throughout, while all the externals are dual-colour, anti-bug lights. We also opted to fit a Projecta 2000W Intelli-Wave inverter. In all, it’s a very impressive and handy electronic setup that has been well-laid-out and wired.
ON- AND OFF-ROAD
THIS unit has proved to be a well-made and reliable camper trailer which offers a heap of storage and the flexibility to suit a role of different camping and touring styles, or those with a variety of camping gear already at their fingertips. Likewise, you can opt to get a ZR fitted with the lot straight from the factory.
On the road and in the rough stuff the trailer tows like a dream and we rarely knew it was there – even behind the not-so-powerful Hilux. Its light weight means you don’t need a V8 Cruiser or similar to tow this rig.
A BUYER’S GUIDE TO: Roof-top tents
In all we can’t recommend the Sierra ZR highly enough. For us and Moon Tours, the trailer will be more than adequate for the many outback trips we have planned for 2021 and beyond. After our tough test we don’t expect any issues with it and its great build-quality ensures it has many years of tough service in front of it.
AOR SIERRA ZR SPECS
BODY: Alloy/fibreglass sandwich walls and roof; aluminium nose-cone CHASSIS: SupaGal and powder coated high-tensile 100mm x 50mm steel TARE WEIGHT: 850kg standard; 900kg as tested ATM: 1800kg PAYLOAD: 950kg standard; 900kg as tested TRAVEL LENGTH: 4300mm EXTERNAL BODY WIDTH: 1950mm TRAVEL HEIGHT: 1890mm (plus rooftop tent) SUSPENSION: AOR independent trailing arms and coil springs with twin gas shockers per wheel TOW COUPLING: DO35 rated to 3500kg DEPARTURE ANGLE: 40.7° BRAKES & AXLES: 12-inch electric brakes; 2500kg axles and bearings WHEELS & TYRES: 17x8in Black steel rims with LTZ 285/70-17; 33-inch tyres as standard; Cooper tyres as tested BATTERY: 150amp/h lithium battery (two batteries as tested) BATTERY MANAGEMENT: FinScan PowerCORE INVERTER 240V POWER: Two power points as standard; Optional Projecta 2000W full sine wave inverter as tested LIGHTING: LED lights throughout; inc. external dual-colour, anti-bug lights SOLAR: Anderson plug supplied for optional portable panels GAS: Single 4.5kg standard; two as tested. Fully protected, with front and rear bayonets (1 for shower area; 1 for kitchen area) WATER: 60 litres standard (200lt as tested) HOT WATER: Optional gas water heater COOKING: BYO FRIDGE: BYO SHOWER: Optional external rear hot/cold shower AWNINGS: BYO WARRANTY: 12 months parts and labour; 5 years on chassis PRICE: From $29,900
LIKE its big brother, the LandCruiser 200 Series, the 150 Series LandCruiser Prado is getting long in tooth. Released in 2009 it was in fact more of a revision of the earlier (2002) 120 Series Prado rather than an entirely new-generation model, which makes it even older than it may first appear.
Of course, Toyota hasn’t stood still in all that time, with the 150 gaining many new features along the way, most significantly a new 2.8-litre diesel engine and six-speed automatic in 2016 and now a boost in power and torque for that 2.8, and even more equipment and features across the range.
In contrast, the Ford Everest is much newer and first appeared in late 2015 (for the MY16 model year) off the back of the mid-life upgrade of the T6 Ranger.
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Initially available with just the 3.2-litre five-cylinder diesel and six-speed automatic from the Ranger, for 2019 it gained an all-new 2.0-litre four-cylinder bi-turbo diesel and ten-speed automatic, which was introduced via the Ranger Raptor and also offered across the wider Ranger line-up. What we have here is the 2.0-litre powertrain in the latest variant in the Everest range, the Sport.
The Prado GXL and Everest Sport we have here are both mid-$60K plus on-road costs and, while they have similarities in basic design and intended use, they are also very different. The question is, which one is best?
TOYOTA PRADO GXL
THERE are now nine models in the expanded Prado range, but only one powertrain. No longer can you get a manual gearbox or a petrol engine. The Prado comes in just one flavour, diesel automatic.
The expansion in the number of models comes from the GXL, VX and Kakadu models all now being available with the spare wheel mounted under the body, the advantage being a much lighter and easier to operate tailgate, and separately opening tailgate glass for more convenient loading of lighter and smaller items.
The disadvantage of having the spare wheel under your Prado is you lose the second fuel tank, which reduces the fuel capacity from 150 to 87 litres. So now there’s effectively a range of ‘suburban’ oriented Prados to complement the traditional ‘country and touring’ Prado. The relocation of the spare comes at no extra cost.
POWERTRAIN AND PERFORMANCE
IT’S not surprising that Toyota has breathed a bit more fire into the Prado’s 2.8 given it didn’t offer much more performance than the 3.0-litre diesel it replaced in 2016, just notably more refinement and cleaner emissions, which it had to do.
The performance wasn’t helped either with the then-new six-speed auto, which has two overdrive gears where the five-speed auto it replaced just had one overdrive. In fact, fifth gear in the six-speed is taller than fifth gear in the old five-speeder and then you still have the extra-tall sixth on top of that.
The extra output from the 2.8 comes essentially from a bigger turbo and higher injection pressures, but Toyota has also strengthened the cylinder block and revised the head, pistons and cooling system. On paper the power jumps from 130 to 150kW (both maximum figures at 3400rpm) while the maximum torque is now 500Nm, up from 450Nm. Importantly the maximum torque is still on tap from a low 1600rpm.
On the road this translates to noticeably less shuffling between fifth and sixth gears in give-and-take undulating country road legal-speed touring, which was a problem (and the biggest disappointment) with the lesser-output 2.8 and the six-speed auto. Obviously the two overdrive gears are all about economy but as with many such things, functionality is often sacrificed at the altar of fuel economy.
Pedal to the metal the revised 2.8 also goes noticeably harder than before, but it’s still no rocket given the economy orientated gearing and the vehicle’s overall weight and size holding it back. Certainly driven back-to-back with the Everest, the Prado feels comparatively lethargic due largely to the fact that the Everest has more gears to play with.
As ever the 2.8 is relatively quiet, smooth and refined, although with all of those attributes it still falls short of the Everest. Likewise the Prado’s refined and seemingly more proactive than before automatic is not as slick changing as the Everest’s 10-speed, at least most of the time.
There’s no mention of electronic tweaks to the Prado’s auto in Toyota’s press material but it stands to reason that the gearbox’s shift protocols would be retuned for the engine’s higher output.
ON-ROAD RIDE AND HANDLING
AS ever the Prado has a pleasantly comfortable and quiet ride largely thanks to its softly sprung long-travel suspension, but also helped by the 17-inch wheel and ‘tall’ tyre package that the GXL wears. Higher spec models wear 18s with marginally lower profile tyres.
The downside of this is that Prado doesn’t like tight winding roads and if pushed, suffers noticeably from body roll and understeer. In the company of the Everest Sport, which admittedly rides on low-profile 20s, the Prado feels soggy. Toyota has the answer to this with its brilliant KDSS system, but that’s never been available on GXL and was even dropped from the VX from 2018 on. The only Prado with KDSS now is the Kakadu, which also gets driver-selectable damping and auto-levelling and height-adjustable rear suspension, a complication not everyone may want.
Still for all that the Prado’s steering response and general handling is more than acceptable, and its highpoint is the ease in which it eats up the miles even on bumpy and poor-quality roads. Full-time 4×4 helps too for more demanding touring conditions on wet or otherwise slippery roads.
Locating the spare under the car also makes for a slightly lighter Prado and one with a more handling-friendly weight distribution, but you would need to drive both variants side by side to learn the extent of the benefit. It counts for little against the Everest.
OFF ROAD
WHAT works for the Prado’s on-road ride, namely its compliant long-travel suspension, is also the secret behind its impressive off-road ability, even on the standard tyres. Change the tyres to something more robust and ditch the sidesteps and the Prado would be even more impressive, even if you change nothing else.
The Prado’s mechanical full-time 4×4 system has a Torsen limited-slip centre diff, which means that there’s no need to lock the centre diff for easier off-road excursions. Ramp up the difficulty and there’s a push-button lock for the centre diff, and there’s also a similar arrangement for the rear diff, although activating the rear locker cancels the electronic traction control (ETC) on both axles.
Given the Prado’s ETC works so well off road with specific calibration for when low range is selected, the rear locker is almost redundant.
The Prado betters the Everest for wheel travel but the Everest counters with a rear locker that doesn’t cancels the ETC on the front axle, which evens things up, although in this contest the Everest is severely hampered off road by its 20-inch wheel and tyre package. Points also for the Prado’s more solid-looking recovery hooks compared to the Everest, and with its engine air-intake location.
CABIN, ACCOMMODATION & SAFETY
CLIMB into the Prado and you’re greeted with a familiar and somewhat dated looking dash even if the touchscreen is a tad bigger. Still everything is easy to use with big, easy to read switchgear.Our test GXL was fitted with the ‘premium’ interior, which means leather, heated and cooled seats up front, rear heated seats and electric adjust for the driver’s seat. Up front the driver gets the benefit of both tilt-and-reach steering wheel adjustment, so one up on the Everest, which is tilt only.
As ever the Prado is spacious and comfortable up front, while the rear seat is better suited to two adults and child, rather than three adults. The third row is easy to get in and out of and can take adults at a squeeze for a short distance, but the seats themselves are difficult to deploy from their underfloor position. And once the third row is deployed there’s little room left for luggage.
Automatic emergency braking is the headline safety act, while there’s also lane-keeping assistance via selective brake application – no electric steering for this, which is the norm with lane-keeping assistance. The GXL doesn’t however have blind-spot monitoring or rear cross-traffic at this spec level. For both you need to move up to the VX.
PRACTICALITIES
SINCE the 2018 model year, automatic Prado’s have been upgraded to a 3000kg towing limit, a notable improvement over the previous 2500kg limit, thanks to a Gross Combination Mass upgrade from 5370kg to 5990kg. The Everest is still rated to tow a little more at 3100kg, but the difference is largely academic.
Flat tailgate Prados are also 60kg lighter than comparable models with the spare on the tailgate, which gives the equivalent bonus in payload and betters the Everest.
WHAT YOU GET
THE Prado comes in GX, GXL, VX and Kakadu equipment levels and all but the GX come with the option of having the spare wheel either on the tailgate or under the car. All models get high-end safety features headlined by automatic emergency braking. All models also get a new-generation multi-media system with a 9-inch touchscreen, enhanced voice recognition and compatibility with Apple CarPlay and Android Auto, and automatic wipers.
Key equipment on the base GX includes sat-nav, keyless entry and start and 17-inch wheels. Third-row seats are optional on the GX but standard on the GXL, which also gains side-steps, roof rails, three-zone climate control, and LED headlights, fog lights and daytime running lights.
Optional on the GXL but standard on the VX is leather, heated front and outside mid-row seats and electric adjust on the front seats. The VX also gains 18s, premium sound (with digital radio), terrain monitoring cameras, blind-spot monitoring and rear cross-traffic alert.
From there the Kakadu adds a sunroof, KDSS, adaptive and adjustable suspension with rear auto-levelling, Crawl Control, terrain-specific electronic chassis controls and rear-seat entertainment.
TOYOTA PRADO PRICES
GX: $59,840 GXL: $66,540 VX: $76,380 Kakadu: $87,030 Prices do not include government or dealer charges.
SPECS: TOYOTA PRADO GXL (FLAT TAILGATE)
ENGINE: 2.8-litre 4-cyl turbo diesel MAX POWER: 150kW at 3400rpm MAX TORQUE: 500Nm at 1600 to 2800rpm GEARBOX: Six-speed automatic 4X4 SYSTEM: Dual-range full-time CRAWL RATIO: 36.1:1 CONSTRUCTION: Separate-chassis FRONT SUSPENSION: Independent/coil springs REAR SUSPENSION: Live axle/coil springs TYRES: 265/65R17 112S KERB WEIGHT: 2225kg GVM: 2990kg PAYLOAD: 765kg TOWING CAPACITY: 3000kg GCM: 5990kg FUEL TANK CAPACITY: 87L ADR FUEL CLAIM: 8.0L/100km TEST FUEL USE: 13.5L/100km GROUND CLEARANCE: 220mm APPROACH ANGLE: 32º RAMPOVER ANGLE: 22º DEPARTURE ANGLE: 25º WADING DEPTH: 700mm
FORD EVEREST SPORT
THE Sport joined the Everest line-up for the 2020 model year and is effectively a ‘blacked out’ styling exercise based on the Trend.
Mechanically, the only change is the adoption of 20-inch wheels in place of the Trend’s 18s. The Sport also has the new Bi-LED headlights and automatic high-beam lighting system, also introduced on the Trend and top-spec Titanium models for 2020.
The Sport is 4×4 only (no budget rear-drive-only model) and only come with seven seats. There is however the choice of two powertrains, the familiar 3.2-litre five cylinder diesel and accompanying six-speed automatic or the 2.0-litre bi-turbo diesel with its 10-speed automatic, which we have here.
POWERTRAIN & PERFORMANCE
THE Sport’s 2.0-litre bi-turbo diesel and accompanying 10-speed auto is at the pointy end of diesel design and incorporates the sort of technology that could well see out the diesel’s final days as emission regulations become tighter, and bans on diesel and petrol engines potentially kick in at the end of the decade. At this stage the thinking is that this engine will power the new generation Ranger (due 2022) and the next Everest, assuming of course there is one.
Fire up Everest’s four-cylinder bi-turbo diesel and the first surprise is how quiet and smooth it is, on both counts better than the Prado, which is still a refined diesel in its own right.
Once underway this is no small engine struggling to push a big and heavy 4×4. In fact it’s a small engine that feels like a big engine and certainly more punchy than the considerably bigger 2.8 in the marginally lighter Prado, although having 10 close-spaced gears in what is a sporty gearbox compared to the Prado’s more economy-focused six-speed certainly plays a major part here.
The Everest’s trick is of course, it’s bi-turbo system where a fast-spooling little turbo gets the engine up and running off idle before handing over to the big turbo to do the heavy lifting at middle and high rpm. Despite its relatively diminutive capacity the Everest actually makes more peak power than the Prado (157kW vs 150kW) and matches the Prado’s 2.8 in terms of peak torque (500Nm) at close to the same low rpm.
Meanwhile, the Everest’s 10-speed automatic offers slick and well-timed shifts 99 per cent of the time although it can be caught out at times, hesitate for a second, then shift with a jolt. ‘Manual’ gear selection, if you want it, is via a switch on the side of the shift lever.
ON-ROAD RIDE & HANDLING
THE Everest is a little heavier than the Prado, but feels much lighter and more nimble. Less understeer when pushed hard too. The feel and the feedback from the Everest’s electric power steering is also better than the Prado’s hydraulically assisted steering and offers much reduced effort at parking speeds (and off-road speeds).
Generally tidier handling too on faster bumpier roads due in part to the Everest having a sophisticated ‘engineer’s solution’ Watt’s Link rather than a cruder ‘production-cost solution’ Panhard rod to laterally locate its rear axle, which eliminates the rear bump-steer that can trouble the Prado on bumpier roads. On the downside the Sport’s ride is firmer than the Prado and the road noise more noticeable, much of which you can put down to the Sport’s 20-inch wheel-and-tyre package.
OFF ROAD
THE Everest’s on-road finesse doesn’t come at the expense of its off-road ability. Far from it, in fact. The Everest may not have as much wheel travel as the Prado but the electronic traction control stays active on the front axle when the driver-activated rear locker is engaged, which is not the case with the Prado.
Unlike the Prado, which has a mechanical centre diff, the Everest has an electronically controlled clutch-style centre diff that can vary the amount of torque sent to either axle. It’s effectively a full-time system in as much as the driver doesn’t have to select 4WD. On a high-traction surface the Everest splits the drive 40/60 front to rear, but can reduce or increase the drive to the front as needed.
The electronically controlled centre ‘diff’ also plays a part in the Everest’s terrain-specific drive models, namely ‘Snow/Mud/Grass’, ‘Sand’ and ‘Rock’, as well as a ‘Normal’ mode. The only problem here is that when low range is selected you can’t also select ‘Sand’.
The Sport’s 20-inch wheel and tyre package also do it no favours off road, but at least the tyres don’t have a notably high speed rating, which would make them even more unsuitable for off-road use. Either way, it is easy enough to swap to a more practical wheel/tyre combination. In fact Ford offers an off-road wheel-and-tyre package for the top-spec Titanium, which also comes with 20s as standard. Bespoke black 18s with all-terrains from the factory would be a nice option on the Sport.
The Everest claims 100mm more wading depth than the Prado despite the engine air-intake being more exposed and its recovery hooks don’t look as heavy-duty as those on the Prado.
CABIN, ACCOMMODATION & SAFETY
LIKE the Prado, the Everest has smart-key entry and push-button start and once inside, you’ll find a cabin that’s nicely detailed and finished with detailing to the (leather) seats and door trims that’s unique to the Sport. As ever, some of the Everest’s switchgear is too small and not user friendly, the HVAC controls being the notable offender.
There’s no steering wheel reach adjustment for the driver but it’s not hard to find a comfortable driving position given the front seats are more comfortable than the Prado’s.
The second row seat offers more shoulder room than the Prado and a better centre pew but the legroom isn’t as good, even if there’s room for a six-foot passenger to sit behind a six-foot driver. Like the Prado, the Everest’s middle-seat can be adjusted fore and aft, which allows you to balance the legroom between the second and third rows.
The third-row seats have electric deployment, an improvement on Prado but aren’t as easy to access. The comfort and room in the third row is comparable to Prado, but there’s more luggage room behind the third-row seat in the Everest when the third row is deployed.
Like the Prado, the Everest gets automatic emergency braking and a similar range of other safety equipment, but like the Prado GLX the Everest Sport doesn’t have blind-spot monitoring.
PRACTICALITIES
THE Everest claims more towing capacity than the Prado but for heavy-duty towing, an Everest with the 3.2-litre five-cylinder engine will tow better than both the 4x4s here, despite the fact that the 2.0-litre claims more power and torque than the 3.2L. What works on paper doesn’t’ necessarily work on the road, as previous testing has shown.
The Everest is a little short of the as-tested Prado’s payload but that difference evaporates if you opt for the slightly heavier spare-on-the-tailgate GXL variant.
The Everest’s 80-litre fuel capacity is well short of the 150 litres you get with a rear-mounted-spare Prado and still 7 litres short if you opt for the spare under your Prado.
WHAT YOU GET
INTRODUCED for the 2020 model year, the Sport sits between the mid-spec Trend and top-spec Titanium in the Everest line-up. Standard equipment on the Sport extends to smart-key entry and start, leather, power-adjust driver’s seat, dual-zone climate control, an 8-inch touchscreen, sat-nav, 10-speaker audio with digital radio, rain-sensing wipers, Bi-LED auto headlights with automatic high beam, third-row seats, LED DRLs, and a rear locker.
The Sport is distinguished by black lower bumper sections front and rear, black exterior mirrors, black window surrounds and black roof rails. The Sport also rides on bespoke black 20s. Safety kit includes autonomous braking, radar cruise, lane-keeping assist, traffic-sign recognition, and front, side, full-length curtain and driver’s knee airbags
FORD EVEREST 4X4 PRICES
3.2 Ambiente: $55,090 3.2 Trend: $60,890 2.0 Trend: $62,390 3.2 Base Camp: $63,090 2.0 Base Camp: $64,590 3.2 Sport: $62,890 2.0 Sport: $64,390 2.0 Titanium: $73,190 *Prices do not include government or dealer charges.
SPECS: FORD EVEREST SPORT 2.0L
ENGINE: 2.0-litre 4-cyl bi-turbo diesel MAX POWER: 157W at 3750rpm MAX TORQUE: 500Nm at 1750 to 2000rpm TRANSMISSION: Ten-speed automatic 4X4 SYSTEM: Dual-range on-demand CRAWL RATIO: 42.2:1 CONSTRUCTION: Separate-chassis FRONT SUSPENSION: Independent/coil springs REAR SUSPENSION: Live axle/coil springs TYRES: 265/50R20 107T KERB WEIGHT: 2406kg GVM: 3100kg PAYLOAD: 694kg TOWING CAPACITY: 3100kg GCM: 5900kg FUEL TANK CAPACITY: 80L ADR FUEL CLAIM: 7.0L/100km TEST FUEL USE: 13.5L/100km GROUND CLEARANCE: 227mm APPROACH ANGLE: 29.5º RAMPOVER ANGLE: 21.5º DEPARTURE ANGLE: 25º WADING DEPTH: 800mm
THE VERDICT
CHOOSING a winner here may come down to you being a ‘Toyota’ person or a ‘Ford’ person. Both brands tend to generate loyal followers and strident detractors.
In one way the choice is simple. If you’re a keen driver who places a premium on dynamics, handling and performance, there’s only one choice and that’s the Everest. And the Everest’s superior on-road performance doesn’t mean it can’t match the Prado off road. The Everest’s interior packaging is also a little better, even if the Prado looks a little bigger from the outside.
The Prado comes back into the contest in the way that all Toyota’s tend to do. It has a simpler, lower-stressed engine and a well-proven Aisin automatic gearbox widely used by Toyota and others. Even the Prado’s 4×4 system is simpler and doesn’t rely on electronics.
For those interested in remote-area travel the 150-litre fuel capacity that you get with the Prado when the spare is mounted on the rear door is also a major bonus. The extensive range of aftermarket enhancements available for the Toyota is also a bonus even if there’s a fair range of extra kit for the Everest.
So while the Everest is a better 4×4 to drive, the Prado may be a better 4×4 to own. The choice is yours.
4X4 Australia's project builds
IF YOU are not into Jeeps, well, we feel sorry for you. But we love ’em, and when Jeep and Mopar show up at the Easter Jeep Safari (EJS) with their current corral of creations, we are first in line to take ’em for a spin.
Each of the rigs this year hit the trail with a unique spin, ranging from a roaming football tailgater and overland camper, to a retro-modern Commando and the first fully electric Wrangler.
EJS: Bronco crashes the Easter party
If COVID put the kibosh on your plans for attending EJS, no worries, we’re bringing it to you.
MAGNETO
LET’S start with the Jeep we thought we’d never see: a zero-emission fully electric Wrangler Rubicon. Our first impressions were, “this is a little weird,” as it sounded like a high-performance golf cart. You also couldn’t tell if the engine was running. But when I pressed the clutch and shifted it in gear – yes, it has a six-speed manual and two-speed transfer case – I realised Magneto is probably one of the most high-tech Jeeps ever built.
Its axial flux motor draws juice from four lithium-ion battery packs dispersed throughout the vehicle (a combined reserve of 70 kW/h), and generates 213kW and 370Nm – nearly identical to the stock 3.6-litre Pentastar V6. Power curve calibrations were designed to match its internal-combustion counterpart, but being electric it won’t stall at 300 or even 25rpm. Try this with a petrol manual.
Batteries and control modules are environmentally sealed, allowing for a fording depth of 762mm, and skid plates protect the full underbelly. An inverter converts DC to AC power for the motor, while the radio, lighting, nav system, and other 12-volt accessories are powered by a separate battery, as are the 10kW heater and Warn winch.
In technical terrain the Magneto crawled with the best of them, but there was a learning curve. The two-inch JPP suspension and KM3 Mud-Terrains did what they should, but without combustion chambers there is zero compression braking. If when ascending a ledge you let up on the accelerator – Freudian slip there – without applying the brake, backwards you roll.
While we won’t see an EV Wrangler in showrooms in the near future, Jeep executives said technology is advancing quickly, and a Magneto-based production model is on the horizon. By the way, Magneto will do 0-97km/h in an electrifying 6.8 seconds!
ORANGE PEELZ
THIS capable lad lands in the trail-ready category. The base platform is a two-door Rubicon, but it received a facelift with heaps of JPP accessories and one-off concept goodies. We first noted the custom half-doors and side graphics. But rather than one-offs, both will soon be found in the JPP catalogue.
Climbing behind the wheel, the carroty orange peelz tint flowed across the dash and throughout the interior. Ample light poured in from above via the removable glass Freedom Top and rear side panels. Protecting us from getting a mouth full of bugs was a new chip-resistant windshield made from Corning Gorilla Glass.
Under the bonnet is a 3.6-litre Pentastar petrol V6, which receives fresh air from a cold-air intake system. It’s not a HEMI, but has proven itself as a reliable powerplant and its 213kW is more than enough for the average bloke. A set of LED driving lights complement each A-pillar, and High-Top fenders protect upper sheet metal from damage.
Fox shocks mated to a two-inch lift keep the 37-inch BFGoodrich KM3s and beadlock wheels on the ground. You might notice the hood appears to be a one-off creation, but it too will soon be available from JPP, as will the “Willys” themed latches.
OFF-ROAD WEAPON? Wrangler 4xe
We also liked the new centre-mounted brake light and reinforced swing gate, which will accommodate the weight of a larger spare. Body protection and recovery gear is right out of the Rubicon’s lineup, and includes steel bumpers, modified rock rails, and a Warn 8000-pound winch. Lastly is the cat-back dual-tip exhaust system, another new offering from JPP. On the trail, Orange Peelz was simply fun to drive It’s a Jeep, right!
FAROUT
LAST year Jeep teased us with Farout, brethren to the 2018 Gladiator Wayout. It embodies the ethos of independent backcountry travel, and does it in style. Up top is AT Overland Equipment’s Habitat, a voluminous abode that flips open to provide room for an entire family to sleep in comfort.
Down below, the bed was fitted with wood floors, custom cabinetry, and warm LED track lighting throughout. Mindful of having a proper gally, a National Luna fridge-freezer and Partner Steel stove is accessed via a Goose Gear slide-out system.
Farout rides on a two-inch JPP suspension with Fox shocks, and 37-inch Falken Wildpeak MTs fitted to alloy wheels put the rubber to the trail. Rock rails and bumpers, the front cradling a Warn 12,000 winch and a pair of IPF LED auxiliary lights, are modified Rubicon units.
Above the cab is a rack for additional storage, and under the bonnet is a third-gen 3.0-litre EcoDiesel V6 that generates 194kW and 599Nm.
Combined with the 70-litre fuel cell, even with the additional weight of the buildout, we’d expect 560km of backcountry range. If the sun was setting low on the Simpson Desert, Farout would be the ideal platform for popping up the tent and settling down around the campfire.
TOP DOG
MOPAR’S Gladiator-based Top Dog gets is moniker from the electric hot dog grill mounted outback, and is set up for the outdoor adventure lifestyle.
Up top are a pair of Trek mountain bikes and dual Rhino racks for additional gear, while JPP/Rigid LED work lights provide illumination when the sun goes down.
The OE bed was removed and replaced with a custom PCOR utility box. Inside we find the aforementioned hot dog grill, along with storage compartments, an electronics panel and inverter, and 12-volt refrigerator. Pullout drawers and power options abound, and LED track lighting will keep you from burning your snags.
Recovery gear includes a 12,000-pound Warn winch up front and an 8,000-pound unit in the rear, both of which are wrapped in Spydura synthetic rope. Mounted to starboard are a pair of MaxTrax traction boards, and inside is JPP’s new recovery kit.
A walkaround reveals a Rubicon front bumper, customised rock sliders and High-Top fenders, and a spare jerry can. Top Dog hits the trail on BFGoodrich KM3 and beadlock-capable wheels, and a JPP/Fox suspension keeps you on track.
Lastly is a raised air intake system complemented by Mopar’s new A-pillar light brackets and driving lights. We’re more comfortable behind a steering wheel than a set of handlebars, but if we decide to pedal our way to Perth, Top Dog would be a great support vehicle.
RED BARE
WE WERE told that Red Bare was the inspiration of Jeep Vice President Jim Morrison, and by the Canadian maple leaves subtly tucked in here and there, we believe it … ay?
Crafted from a Gladiator JT, its charter is to be a hard-working truck for folks that like an open-air feel. Half doors all around and the removable soft top quickly transform Red Bare into a warm-weather convertible.
The firecracker red and matte-black colour scheme runs throughout, including Canadian-style flannel on the dash, instrument panel, and Katzkin leather seats. The heart of this beast is a 3.0-litre EcoDiesel V6 mill, which will provide solid fuel economy and range in the field.
With the exception of 4.88:1 ring and pinion gears, which provide a 91:1 final crawl ratio, the running gear is all Rubicon – Gen III axles, e-lockers fore and aft, TorqueFlite 8HP75 eight-speed transmission, and Rok-Trac transfer case.
The hood and cowl inserts are off of the Gladiator Mojave menu, and armour includes JPP Sand Slider side rails, steel bumpers, and a Warn winch. Behind the cab is a custom rack system and bed cover, and other goodies include BFG KM3s on alloy wheels. With all this torque, low-range gearing, and a 3000kg towing capacity, you’ll be able to move just about anything around the back forty.
JEEPSTER BEACH
WE finally come to our favourite from this year’s crop of concepts, the Jeepster Beach.
Paying respect to the beloved Commando, this retro-modern sand rod inspires the surfer dude in all of us. Its red leather interior, Hawaiian leis, old-school decals, and Mr. Tiki overseeing operations, takes us back to a simpler time when a slab of coldies, a long board, and your sweetie at your side was all that mattered.
What began life as a 1968 C-101 Commando, was brilliantly blended with a 2020 Wrangler Rubicon. The body was customised, but a wealth of details have been left intact to retain the Jeepster’s vintage persona. Chrome bumpers, rear gate, front grill, hood, and old-school latches are all Commando to the casual observer. Even the half doors, wind wings, and hand-crank windows. But peeking inside, the Rubicon locker switch, gauges, and Uconnect screen reveal what lay beneath the sheet metal.
Under the hood is a turbocharged 2.0-litre four-banger rated at 201kW…perfect for getting down the beach when the tide is coming in. The eight-speed automatic follows tradition, as the Commando was the first compact SUV with a slush box transmission. A 4.0:1 transfer case distributes power to Dana 44 axles, and Falken 35-inch Wildpeak MTs will provide plenty of floatation when things get dicey.
Like retro? Check out the badging on the wheels and fenders. And don’t worry about dragging sand in on your feet … the Jeepster is sans carpet. Just grab a hose and wash her down. So climb in, toss responsibility to the wind, and throw your hands up.
The Jeepster Beach was designed for fun in the sun, and the only thing between your straw hat and the heavens will be a custom chrome roll bar. Catch a wave and hang ten bro!
WOW! Where do you start with the new Land Rover Defender? When we say the Defender is all-new, we mean it. It’s new from the concept forward and the only carry-over part on it is the model name.
4X4OTY CONTENDERS 2021 ISUZU D-MAX MAZDA BT-50 XTR TOYOTA HILUX SR5+ JEEP GLADIATOR RUBICON
The 2020 Defender arrived in very limited numbers of 110 5-door wagons and most of them were the P400 petrol model. In fact the few 4-cylinder diesel variants have since been discontinued and will be replaced with a new 6-cylinder diesel from April, along with the arrival of the 3-door Defender 90.
The Defender supplied for 4x4OTY is an SE-spec P400 which starts at $102,736 but with a heap of option packs fitted, this one comes in at $126,917. While we would consider most of the options non-essentials, the few worthy of mention include the Towing Pack ($3207) which gets you: All Terrain Progress Control (ATPC), Terrain Response 2, Configurable Terrain Response, Tow Hitch Receiver and Advanced Tow Assist, plus the $806 auto-locking rear differential.
WINNER NAMED: Hilux wins 2021 4X4OTY
DRIVETRAIN & PERFORMANCE
LIKE everything about the new Defender, its 3.0-litre 6-cylinder petrol engine is a technical tour de force. It’s what Land Rover calls a mild hybrid with 48-volt engine electrics feeding an electric supercharger to boost performance at lower engine revs before an exhaust-driven turbocharger takes over at higher revs.
That’s keeping things simple but it all adds up to 294kW and 550Nm, which is close enough to 400-horsepower in the old money, hence the P400 nomenclature.
4X4 ROUTE: From Werribee to the High Country
That’s enough to make the 2400kg Land Rover feel pretty sporty when you put your foot down. The engine delivers a sweet howl and a push in the back when you hold it flat, and the transmission slips through its eight ratios. It’s effortless power delivery making for a high-performance drive on mountain roads and plenty of grunt for low-range mountain climbing.
The performance is enticing and the Defender recorded the highest fuel use on our test week at 19.3L/100km, meaning we were looking to refill the 90-litre tank after two days of High Country driving.
ON ROAD RIDE & HANDLING
THE Defender features height adjustable, fully independent suspension to attempt to give the driver the best of both worlds – on and off road. The on-road drive is exciting and the Landy hunkers down over its 20-inch tyres and makes the most of the engine’s performance. It’s still a big, heavy 4×4 wagon, but its dynamics defy its mass.
OPINION: Is the new Defender a worthy replacement?
The standard 255/60-20 highway tyres still have a pretty good sidewall so the ride isn’t as bad as you might imagine on 20-inch wheels. Overall it’s firm without being uncomfortable and supple enough to soak up the bumps and undulations.
OFF-ROAD
DEFENDER’S Terrain Response 2 system is now configurable so you can set it up to your liking, but it also has an Auto setting so you can forget about it altogether. That’s a good thing as the settings are now in a menu and not as easy to access as they were when they were on a simple dial.
We’ve found the easiest way to get the best off-road performance out of the Defender is to simply push the button to put it in low range, and the button to turn off hill descent control, raise the suspension to its off-road height and away you go. In this mode the Defender feels unstoppable and it walked up our hill climb without raising much dust. Once you get out on the rocky trails, the higher suspension setting can feel a bit harsh and tends to top out the dampeners over bumps, but you can drop it back down one setting if that bothers you.
CABIN AND ACCOMMODATION
THE inside of the Defender is spacious, accommodating and well-equipped. Even without carpet on the floors it felt luxurious in this company but in the context of the modern Land Rover model range, it is far from it. It has everything you need and plenty more making the Defender one of the best long-distance touring vehicles.
The rear cargo area is spacious with room for all your gear, a couple of decent tie-down points and a 12-volt power outlet. The seats fold flat to increase cargo space and the 110 is available as either a 5, 6 or 7-seater.
PRACTICALITIES
THE Defender is one of the few 4×4 wagons to have a 3500kg towing capacity to match the utes, and the 110 P400 has around 880kg payload depending on the features fitted.
The smallest wheel rim you can fit over the brakes on the P400 variant is a 19-incher limiting your tyre choices. Buyers wanting off-road rubber would be best to opt for the 20s as they offer more tyre options. Diesel Defenders can be fitted with 18s because of the smaller rear brakes.
There is a range of factory accessories available for the Defender including an intake snorkel and a winch compatible front bar, but we are yet to see much for it from the aftermarket.
SPECS
ENGINE: 3.0-litre IL6 bi-charge petrol* MAX POWER: 294kW at 5500rpm MAX TORQUE: 550Nm at 2000 to 5000rpm GEARBOX: Eight-speed automatic 4X4 SYSTEM: Dual-range full-time CRAWL RATIO: 44.3:1 WHEEL/TYRE: 255/60R20 113Q KERB WEIGHT: 2286kg GVM: 3165kg PAYLOAD: 879kg TOWING CAPACITY: 3500kg GCM: 6665kg FUEL TANK CAPACITY: 90 litres ADR FUEL CLAIM: 9.9L/100km GROUND CLEARANCE: 291mm APPROACH ANGLE: 38⁰ RAMPOVER ANGLE: 28⁰ DEPARTURE ANGLE: 40⁰ WADING DEPTH: 900mm
The next-gen 2022 Ford Ranger has been spied testing in NSW, Australia, with a photo posted to Facebook showing a convoy of camouflaged utes in a KFC car park.
The development team can be seen wrapping the Rangers in covers, in a foiled attempt to hide the highly anticipated new model.
Still, the Rangers remain under heavy disguise, and little can be learned from the spy shots – other than a redesigned headlight cluster.
Above: A look at the new Ranger, revealed exclusively by Wheels in 2019
Our earlier coverage suggests the Ranger will be available with both turbocharged petrol and diesel engines, with the 3.2-litre five-cylinder expected to be dropped.
These engines will run through a 10-speed automatic gearbox, with no word as yet on whether there will be a manual transmission.
The Ford Ranger remains in a tit-for-tat battle with the Toyota Hilux in the 4×4 sales race, with the latest VFACTs report indicating the Hilux is on track to be the sales leader for 2021.
The Australian launch of the next-gen Ford Ranger was pushed back due to COVID-19, with the model expected to be revealed later this year and in local showrooms early in 2022.
MORE: Ranger stories MORE: All Ford stories
JEEP dropped the JT Gladiator pickup in Australia mid-year to deliver something all-new and fresh to the 4×4 market. Basically a ute version of the well-known Wrangler wagon, the Gladiator rides on a longer wheelbase and incorporates a bit of Ram truck rear-suspension design under it’s back end.
4X4OTY CONTENDERS 2021 ISUZU D-MAX MAZDA BT-50 XTR TOYOTA HILUX SR5+ LAND ROVER DEFENDER
Not a 4×4 ute in the same sense as the popular rigs like the Hilux or D-MAX, the Gladiator is more of a lifestyle ute rather than a workhorse due to its relatively low payload and towing ability.
The Rubicon is the off-road champion in the three-variant Gladiator line-up, and also the most expensive at $76,450. This one came with optional Punk’N paint ($1035); the Lifestyle Adventure Group ($3835); black wheels ($975); the Luxury Package ($2535); and a steel Front Bumper to take the total price to $86,455 (+ORC).
POWERTRAIN & PERFORMANCE
JEEP only offers the Gladiator in Australia with the one drivetrain, the 3.6-litre petrol V6 engine backed by the ZF 8-speed auto transmission. As the off-road variant, the Rubicon backs that up with the Rock-Trac 4×4 system that is fitted with 4.1:1 low-range gearing, on-demand (auto) 4WD, locked 4×4 high and low range; 4.11:1 geared, lockable final drives; a disconnecting front sway bar; extra underbody protection; and BF Goodrich KM3 mud-terrain tyres.
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The 209kW V6 surprises with its performance in the relatively large JT, helped no doubt by the low overall gearing that makes it sprightlier at the expense of fuel consumption. This aging engine received a new lease on life when Jeep fitted the 8-speed behind it, and the combo is a winner in both the JT Gladiator and JL Wrangler models.
ON ROAD RIDE & HANDLING
NO Gladiator is particularly a great on-road car but the Rubicon variant is even less so. It steers and rides better than the Wrangler wagon, thanks to its longer wheelbase and the addition of Fox Racing shock absorbers on the Rubicon only. But the JT remains a body-on-chassis light truck with a high centre of gravity, live axles and on the Rubicon, mud-terrain tyres, so it’s never going to be a sports car. Nor does it pretend to be – the Rubicon is made for off-road use.
OFF ROAD
LIKE so many other off-road vehicles that feel a bit lost when riding around town, the Gladiator Rubicon feels a lot more at home once you leave the blacktop behind. Again, the long wheelbase and quality shocks deliver a nice ride on gravel roads and good control over corrugations.
4X4OTY ROUTE: Vic High Country and beyond
The low gearing and disconnecting front sway bar allow the Rubicon to slink its way over rough and uneven ground without lifting a wheel, while the lockers ensure the mud tyres make the lost of the available grip. On our hill climb, it scrabbled a bit when nothing was employed but low range, yet still drove it easily. With the lockers in and the sway bar out it drove up there without spinning a tyre, something no other car has done.
The long wheelbase compromises the ramp-over angle and the Gladiator found the top of every erosion mound on High Country tracks, even getting the rig high-centred on one of them requiring a push off. Thankfully, full-length rock rails protect the sills in between the doors, while an extra set of rails at the rear protect the ends of the bed which does overhang a fair bit.
CABIN AND ACCOMMODATION
THE Jeep is one of those strange vehicles that manages to have an interior that feels smaller than the exterior size of the vehicle suggests would be the case. Climbing in to the Gladiator from any other double-cab ute and it instantly feels cramped and closed in by the large pillars, but once you get settled in you find it’s not so cramped and everything is well laid out and easy to reach. Except for the driver’s footwell – that’s cramped! The rear passengers’ seat is more spacious than most double-cab utes and has plenty of handy storage under it.
GLADIATOR READY: Sport S
In this Rubicon trim with the luxury pack, the Jeep is very well-equipped with heated leather seats a big AV screen with Apple CarPlay and Android Auto.
The one big thing the Gladiator has over any other double-cab ute currently on sale is that you can enjoy it as an open top, or which the roof removed all together.
PRACTICALITIES
THE Gladiator Rubicon only has a 620kg payload, so you are very restricted as to what you have onboard and in the tray, so need to keep it under consideration when loading up and equipping the JT. Likewise, the 2721kg towing capacity falls way short of the popular 4×4 utes available, so this really isn’t a load-carrying truck.
The tray is large in size but can’t carry a lot of weight, and it’s disappointing that there isn’t a 12-volt power outlet in there at this price. The fuel tank holds a 83 litres of petrol and you eat through that in two-and-a-half days of High Country driving before you’re looking for a refill. Thankfully the aftermarket should support this model well, so you should be able to get a long-range tank for it.
The Gladiator has heavy-duty front (only with the optional steel bumper) and rear tow hooks fitted, and wading depth is quoted at 760mm.
SPECS
ENGINE: Pentastar 3.6-litre petrol V6 MAX POWER: 209kW at 6400rpm MAX TORQUE: 347Nm at 4100rpm TRANSMISSION: 8-speed automatic TRANSFER CASE: Rock -Trac with full-time and part time 4×4 and low range CRAWL RATIO: 77.24:1 STEERING: Electro-hydraulic SUSPENSION: Live axles on links, coil springs, stabiliser bars (F/R) TYRES: 255/75-R17 KERB WEIGHT: 2215kg PAYLOAD: 620kg TOWING CAPACITY: 2721kg GVM: 2835kg GCM: 5284kg ADR FUEL CLAIM: 12.4L/100km FUEL USE ON TEST: 18.2L/100km FUEL TANK: 83L DEPARTURE ANGLE: 25.1° RAMPOVER ANGLE: 18.4° APPROACH ANGLE: 40.7° WADING DEPTH: 760mm GROUND CLEARANCE: 249mm