Australians have taken to American pick-ups in a big way, but we’ve generally had to accept a compromise somewhere along the line.

A 1500 gives you the space, comfort and petrol driveline that makes these things surprisingly liveable day-to-day. However, start adding a family, a canopy full of camping gear and a few hundred kilos of tow-ball weight and payload can disappear remarkably quickly. You can fix that with aftermarket GVM upgrades, but once you’re changing suspension and chasing engineering approvals, the simplicity of buying a big truck to do big-truck things starts getting a bit lost.

Step up to a 2500 and you get the heavy-duty chassis, axles and running gear, but the big diesel hanging over the front axle brings plenty of its own weight. Going further again into higher GVM territory can mean stepping into light-truck registration and all the baggage that comes with it. The new Ram 2500 Warlock takes a much simpler approach.

It keeps the proper 2500 underneath, swaps the Cummins diesel for a 6.4-litre petrol HEMI V8 and, in the process, drops 490kg from the truck. At the same 4495kg GVM, that gives the Warlock a whopping 1275kg of factory payload. And that could make this the American truck that suits more Australians than any of them.

Pricing and specifications

The 2026 Ram 2500 Warlock is priced from $157,950 plus on-road costs, with Australian deliveries beginning in October 2026. It pairs a naturally aspirated 6.4-litre HEMI V8 producing 306kW and 582Nm with an eight-speed automatic, part-time four-wheel drive and low range.

At 3220kg kerb weight, the Warlock has a 4495kg GVM, 1275kg payload, 10,001kg GCM and 4500kg maximum conventional braked towing capacity. Standard Warlock hardware includes Bilstein off-road dampers and LT285/60R20E Goodyear Wrangler Duratrac RT tyres.

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So, what exactly is a Ram 2500 Warlock?

The Warlock starts with the bones of a proper Ram 2500 Heavy Duty, but takes it in a distinctly different direction to the familiar Cummins-powered Laramie.

Behind the HEMI is ZF’s excellent 8HP75 eight-speed automatic, rated to 750Nm and arguably one of the best automatic transmissions in the business. It’s also considerably lighter than the heavy-duty TorqueFlite HD eight-speed required behind the Cummins, while shorter 3.73:1 diff gearing suits the petrol engine’s revvier nature. Importantly, Ram hasn’t made it a soft-roader.

There are solid axles and five-link coil suspension at both ends, a proper part-time transfer case with 2.64:1 low range and a 2721kg rear axle rating – identical to the Cummins 2500. Underneath all the black trim, this remains a proper heavy-duty truck.

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Ram 2500 Warlock vs Ram 2500 Cummins

The biggest difference between the Warlock and diesel Ram 2500 isn’t power, it’s weight and torque.

The 6.4-litre HEMI Warlock is only 7kW down on the Cummins, but gives away a whopping 876Nm. In return, removing the heavy diesel drivetrain drops 490kg from the kerb weight, turning that directly into an extra 490kg of payload while retaining the same 4495kg GVM.

Black. And then some more black

If you like black, Ram has some good news for you. The Warlock appears to have been designed by walking around a 2500 and asking whether every visible component could be made black.

The grille, bumpers, headlight surrounds, badges, mirrors, side steps and wheelarch flares all get the treatment, with Warlock decals and 20-inch alloys completing the look. Even inside the headlights is black. Personally, I reckon they’ve gone about two tins of paint too far.

Then again, I’ve never thought the Ram was the best-looking of the American heavy-duty pickups, yet it’s comfortably the most popular in Australia, so perhaps don’t take styling advice from me. Either way, there’s no mistaking the Warlock for the chrome-heavy Laramie. It looks tougher, simpler and considerably less interested in subtlety.

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Big truck, big cabin

One of the enduring attractions of a full-size American pickup is simply how much room you get, and the Warlock doesn’t disappoint. Four adults could cross the country in this thing with space to spare.

Technically, it’ll take six. There’s a third seat hidden beneath the folding front centre armrest, while the rear bench accommodates three more. The two centre passengers draw the short straws, but having six seats available at all is a neat bit of practicality.

There’s useful storage beneath the rear seat, although I’m disappointed Ram hasn’t given the 2500 a flat rear floor. The transmission hump means the middle passenger sits with their feet either side of it, while bulky camping gear can’t simply be slid across the cabin floor.

Up front, physical controls remain for temperature, fan speed, volume and important functions such as Tow/Haul. In an increasingly screen-obsessed world, that feels like progress rather than regression.

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What is the Warlock like to drive?

On paper, the Ram 2500 Warlock’s 582Nm looks almost comical beside the Ram 2500 Cummins’ 1458Nm. On the road, you stop worrying about it pretty quickly.

The 6.4-litre HEMI V8 is rev-happy, responsive and piles on speed surprisingly well for something weighing 3.2 tonnes. A lot of the credit goes to the ZF 8HP75 eight-speed automatic, which is beautifully calibrated to the petrol engine. It’s happy to grab another gear or two and let the HEMI rev rather than pretending there’s diesel-like torque hiding down low.

And the noise is fantastic. There’s no point dancing around it: A naturally aspirated American V8 remains a very enjoyable thing. You can also feel the 490kg weight saving compared with the Cummins-powered Ram 2500. The Warlock feels lighter on its feet and more responsive, although unladen it almost feels like it wants a few hundred kilos in the tray to settle the ride.

Steering is suitably easy for a heavy-duty pickup this size. The brakes require a little more commitment: initial pedal assistance feels underdone, but push through that firm pedal and there’s plenty of stopping power. The big towing question remains, but as an everyday Ram 2500 petrol V8 powertrain, the HEMI absolutely works.

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Taking it off-road

There’s something refreshingly old-school about taking the Ram 2500 Warlock off-road.

There are no rock, mud, sand or mountain modes to scroll through. Select low range, point it where you want to go and drive the thing. And it works remarkably well. Solid axles and five-link coil suspension at both ends give the Warlock impressive articulation for a 3.2-tonne heavy-duty pickup. There isn’t enormous droop compared with more dedicated solid-axle 4x4s, but that’s missing the point.

This is still a heavy-duty tow vehicle that can comfortably tackle proper off-road work, not something pretending to be a rock crawler. The 6.4-litre HEMI V8’s torque arrives higher in the rev range than a big diesel’s, but low range largely makes that irrelevant. With eight gears, a useful 2.64:1 low-range reduction and shorter 3.73:1 diff gearing, there’s plenty of gearing available to keep the V8 where it needs to be.

More importantly, losing 490kg compared with the Cummins-powered Ram 2500 makes a difference here, too. There’s less mass hanging over the front axle, and the Warlock feels better balanced and more willing to work with the terrain. Sometimes simple really is better.

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Why its 1275kg payload changes everything

The Warlock’s headline number isn’t 306kW, 582Nm or even that 6.4-litre capacity. It’s 1275kg of payload.

Look at the touring 4×4 builds running around Australia and you’ll understand why. A fully equipped canopy can easily put 500 to 600kg onto a vehicle. Add a bullbar, winch, roof rack, bigger wheels and tyres, suspension and a few other accessories and you can have 800kg tied up in the build before loading your family, water, food, recovery equipment or camping gear. And that’s before putting a caravan on the towball.

Rather than immediately looking for an aftermarket GVM upgrade, the Warlock’s 4495kg GVM and 3220kg kerb weight leave 1275kg of factory payload to actually build the touring vehicle you bought it to become.

There’s proper hardware underneath that number, too. Its 2721kg rear axle rating is identical to the Cummins Ram 2500, while a 220A alternator provides a useful starting point for the substantial lithium battery banks and DC-DC charging systems increasingly fitted to touring builds. And crucially, having all that payload doesn’t mean giving away conventional towing capacity.

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2500 Warlock vs 1500: The payload problem

This is where the case for the Ram 2500 Warlock starts getting particularly compelling.

Ram 1500s can tow up to 4500kg and, on paper, their payload figures aren’t terrible. The 1500 Express Black has 1014kg, while the Rebel has 881kg. But payload is only part of the story. Ram also imposes a combined limit on weight in the tub and on the towball: 520kg for the Express Black and just 500kg for the Rebel.

Take the Rebel as an example. Put a 450kg towball load on it and you’ve got just 50kg of its permitted combined tub-and-ball capacity remaining. That’s before the fridge, drawers, canopy, recovery gear or anything else you planned to carry in the back. And that’s the fundamental difference. A Ram 1500 is an excellent tow vehicle, but turning one into the sort of heavily accessorised touring rig Australians love can quickly become a numbers exercise.

The Warlock starts from the other end. Its 1275kg payload, 4495kg GVM and heavy-duty 2500 running gear mean you can add a serious touring fit-out and still have useful capacity for people, gear and towball mass. For anyone planning a 600 to 800kg touring build, that distinction is enormous.

How much can the Ram 2500 Warlock really tow?

The Ram 2500 Warlock can tow up to 4500kg with a 70mm towball, or 3500kg using a conventional 50mm ball. With the genuine gooseneck setup and air brakes, that climbs to 6700kg.

This is where its 10,001kg GCM becomes particularly important. Take the Warlock’s full 4495kg GVM and add a 4500kg trailer and the simple headline arithmetic comes to 8995kg – still 1006kg beneath GCM. So unlike plenty of tow vehicles, GCM doesn’t immediately force you to choose between using the vehicle’s payload and using its advertised towing capacity.

There is an important qualification. Towball mass forms part of the vehicle’s loaded mass and is not carried by the trailer’s axle load, so you can’t simply add every maximum number together and call it done. The 2495kg front and 2721kg rear axle limits, trailer ATM, towball mass and individual tyre and coupling ratings still need to be respected. However, fundamentally, the Warlock’s numbers give you an unusually large amount of room to work with.

When the Cummins Ram 2500 still makes more sense

There is, of course, a point where the Cummins-powered Ram 2500 starts making a lot more sense.

Build the Warlock into a tourer, hook 3.5 or four tonnes behind it and spend 20,000km dragging that combination around Australia and you’re going to notice those missing 876Nm. The HEMI will do the job, but it’ll need revs and gears where the Cummins can simply lean on its enormous 1458Nm. You’ll notice it at the bowser, too.

A 117-litre fuel tank is reasonable until you combine a naturally aspirated 6.4-litre petrol V8 with several tonnes of caravan, headwinds and Australian highway speeds. For serious long-distance towing, I’d want more fuel capacity almost immediately. That’s really the dividing line. If your Ram 2500 spends much of its life with a massive trailer attached, buy the Cummins. If the trailer comes out occasionally and the rest of the time you need payload, the HEMI equation starts looking much better.

Of course, this is a 6.4-litre American V8. If Mopar doesn’t eventually offer something silly with a supercharger, you can bet the American aftermarket will.

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Verdict: the 2500 that makes the most sense?

On paper, the Ram 2500 Warlock is the US truck that makes the most sense for the greatest number of Australian buyers.

If you’re towing four tonnes around the country, buy the Cummins. If you want something smaller and softer, buy a Ram 1500. But for the increasingly common buyer who wants to build a serious tourer, load it properly, head off-road and tow a decent trailer when required, the Warlock hits a sweet spot neither quite manages.

You get proper Ram 2500 hardware, 1275kg of factory payload, a bloody good naturally aspirated V8 and none of the immediate need to start modifying the thing simply to carry what you bought it for. For once, the numbers actually work before you start spending money.

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Specs

Foton is stepping up its push into Australia’s commercial vehicle market, opening its first flagship vehicle centre at Penrith in western Sydney. 

The new Foton Commercial Vehicle Centre is based at the existing Inchcape Foton Penrith dealership, which has been refurbished to showcase the brand’s growing range of commercial vehicles. For 4×4 buyers, the interesting part is Foton’s growing focus on trucks. The company says trucks are playing an increasingly important role in its Australian growth, with the new centre bringing its truck range together with its light commercial vehicles.

That includes the Tunland ute, with the V7-C available in 4×2 and 4×4 form, while the V9-L and V9-S are both four-wheel drive. All four variants use a 2.0-litre turbo-diesel producing 120kW and 450Nm, with 48V mild-hybrid assistance and an eight-speed ZF automatic.

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“The new Penrith flagship is an important milestone for Foton in Australia and gives us a clear showcase for how we want the brand to be experienced by our customers,” said Glen Cooper, General Manager, Foton Australia.

“We are investing across every aspect of the business – from new product and brand development to our dealer network, customer experience and aftersales capability. As we continue to expand and strengthen Foton’s dealer network across the country, the Penrith flagship will serve as the benchmark for future retail representation, helping shape a consistent, high-quality customer experience nationwide.

“Combined with Foton’s global manufacturing capability, product innovation and growing international presence, the new centre marks another significant step towards building a strong, trusted and enduring Foton brand in Australia.”

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What this means for Australia

For Australian 4×4 buyers, the significance is less about the new showroom itself and more about Foton building a bigger local footprint around its ute and truck range. A broader dealer network and dedicated commercial vehicle sites should give the brand more places to sell and support its vehicles as it expands.

Toyota’s 40-strong HiLux fleet will run on renewable diesel at this year’s AFL Grand Final, with the fuel made from waste and vegetable oils.

The HiLuxes will transport the two Grand Final teams through Melbourne on September 25 for the Grand Final parade, with the entire fleet running on 100-per-cent Renewable Diesel HVO100. The same vehicles will also be used on Grand Final day for the lap of honour involving recently retired players.

“We’re looking forward to seeing thousands of fans line the streets to cheer on the teams and this year, for the first time ever, our 40-strong Toyota HiLux fleet will be powered by low-carbon liquid fuel,” said John Pappas, Toyota Australia Vice President Sales, Marketing and Franchise Operations.

“We see Renewable Diesel playing a role in Australia’s transition to lower-emission motoring, without leaving customers behind in the journey towards decarbonisation.”

HVO100 is a paraffinic fuel made from hydrotreated vegetable oil, using renewable feedstocks including waste oils and vegetable oil. Toyota Australia will trial and test the fuel in its vehicles as part of its work on low-carbon liquid fuels (LCLFs), which the company says have the potential to reduce lifecycle emissions from existing and future diesel vehicles.

The fuel is compatible with all HiLuxes produced from 2015 onwards and fitted with either the 2.8-litre 1GD or 2.4-litre 2GD diesel engines. Toyota says approximately 500,000 such vehicles are currently on Australian roads, giving the existing HiLux fleet potential to reduce lifecycle carbon emissions if HVO100 becomes widely available and adopted.

Toyota also plans to make other diesel vehicles compatible with HVO100 and says it is continuing to work with industry on opportunities for renewable diesel in Australia. The HVO100 program forms part of Toyota’s multi-pathway approach to decarbonisation.

Last week, Toyota announced its hydrogen-powered HiLux will enter production in 2028, adding a fuel-cell powertrain to the existing diesel and battery-electric options. The ninth-generation HiLux FCEV is set to use a third-generation hydrogen fuel-cell system producing 300kW, with more than 400km of targeted WLTP range and up to 2500kg towing capacity. 

Toyota has indicated the hydrogen HiLux is expected to follow in Australia around the time of its European introduction, although local specifications are yet to be confirmed.

What is HVO100, and how is it made?

HVO100 stands for Hydrotreated Vegetable Oil 100, referring to a renewable diesel fuel made entirely from HVO. Despite the name, HVO can be produced from a range of renewable feedstocks, including used cooking oil, animal fats, vegetable oils and other waste and residue oils.

Unlike conventional diesel, which is refined from crude oil, HVO is produced by first cleaning and processing these feedstocks before treating them with hydrogen. The process removes oxygen and other impurities from the oils and fats, converting them into hydrocarbon molecules that are chemically similar to those found in conventional diesel.

The 100 in HVO100 means the finished fuel is 100-per-cent HVO, rather than a blend of HVO and conventional fossil diesel. HVO100 is therefore a hydrocarbon diesel fuel, rather than the chemically different biodiesel produced through the conventional transesterification process.

Toyota says using renewable and waste-derived feedstocks can reduce the lifecycle emissions associated with diesel vehicles. The actual reduction depends on factors including the feedstock and production pathway, including how the hydrogen used in production is produced.

GMC has introduced the locally specified Yukon Denali Signature Black in Australia, priced at $181,490 (RRP).

The full-size SUV is finished in Onyx Black paint with Black Vader Chrome detailing across the exterior. It also gets black badging, gloss-black trim and 24-inch Black accessory wheels, while the Australian specification adds an illuminated GMC grille emblem. The treatment extends across the grille, grille surround, front fascia, side mouldings and lower rear fascia, with gloss-black hood moulding and roof luggage rails also fitted.

Under the bonnet, the Signature Black retains the Yukon Denali’s 6.2-litre EcoTec3 V8 with Dynamic Fuel Management, producing 313kW and 624Nm. It is paired with a 10-speed automatic transmission and Active Response 4WD system, while Air Ride Adaptive four-corner suspension and Magnetic Ride Control are also fitted.

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The Yukon Denali Signature Black retains a two-speed transfer case and electronic limited-slip differential, along with Trailer Sway Control and an integrated trailer brake controller. Maximum braked towing capacity is 3628kg when fitted with the appropriate weight-distribution hitch.

A 360-degree HD camera system provides up to 11 camera views, including Hitch Guidance with Hitch View. Safety equipment includes automatic emergency braking, adaptive cruise control, lane-keeping assistance and front and rear park assist.

Inside, the Yukon uses a seven-seat configuration with second-row captain’s chairs. The seats are finished in Jet Black perforated leather-appointed trim, with heated front and rear seats and ventilated front seats. A 16.8-inch GMC Premium Infotainment System touchscreen, wireless Apple CarPlay and Android Auto, a Bose 14-speaker sound system and a 15-inch head-up display are also fitted.

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“The Yukon Denali Signature Black reflects how closely we listen to our customers and respond to what they want from a premium SUV. Developed with their feedback in mind, the second-row captain’s chairs and purpose-selected 24-inch wheels, finished in a distinctive all-black treatment, give customers a more individual expression of GMC luxury,” said Greg Rowe, Acting Managing Director, GM Australia & New Zealand.

“Together, these features elevate the commanding comfort and presence that already define Yukon, while maintaining the towing and touring capability our customers value.”

Key features: GMC Yukon Denali Signature Black

• 6.2-litre EcoTec3 V8 with Dynamic Fuel Management
• 313kW and 624Nm
• 10-speed automatic transmission
• Onyx Black paint
• Black Vader Chrome exterior detailing, including grille, grille surround, fascia trim, side mouldings and lower rear fascia trim
• Illuminated GMC emblem, Australian specification only
• 24-inch Black accessory wheels
• Black exterior badging
• Gloss-black hood moulding and roof luggage rails
• Seven seats with second-row Captain’s Chairs
• Power-sliding centre console

Remember a time when people bought 4x4s with diesel engines for their simplicity and reliability? 

Some might say they were the good old days, as the engines were dependable, easy to service and could be repaired by the local mechanic in any town. But 4x4s with such engines were slow, noisy and considered dirty in terms of emissions, making them unacceptable in the modern era.

Common-rail diesel injection, piezo injectors, turbocharging and other systems have all worked to improve both the performance and cleanliness of diesel engines to the point where they are close to petrol engines in performance and remain more efficient. But the emissions systems and complexity of these modern engines have also made them less reliable and more expensive to maintain and repair.

For this reason, many drivers stuck with petrol engines where they could, thanks to the relative simplicity of a naturally aspirated, spark-ignition engine. Sure, the petrol engine used more fuel, but servicing was cheap and simple and it could deliver hundreds of thousands of trouble-free kilometres with just basic home maintenance.

But as petrol engines have decreased in size and been forced to run cleaner, they too have been encumbered with turbocharging, high-pressure injection, emissions systems and other components to maintain performance and clean up tailpipe emissions.

Add in hybrid drive systems and the powerplant under the bonnet of your 4×4 has become a very complex machine, and one that the local outback mechanic may not be able to help you with if something goes wrong, resulting in a costly trip on the back of a truck to the nearest dealer.

These are the things that were going through my mind while driving the LandCruiser GR Sport Performance Hybrid recently. Yes, it remains a LandCruiser in every way, in that it is a competent off-roader, a superb touring wagon and has a big, plush cabin, but there’s a lot of stuff going on underneath and under the bonnet as you drive along.

The V6 diesel engine in the same LandCruiser might not have the complexity of the hybrid system around it, but that modern diesel is still a very complicated powerplant. The truth is, you can’t avoid the complexity of modern powertrains in any new vehicle, but it is something that you should consider when thinking about your next off-road touring rig. 

All of a sudden, purchasing an older 4×4 like an 80 or 100 Series Cruiser or a GU Patrol, then throwing $50K at it to make it as comfortable and reliable as possible, makes a lot of sense.

Defender has revealed a new military-spec ute as part of its Wolf Series II range, a next-generation light mobility vehicle developed for the UK Ministry of Defence.

The Utility Vehicle (UV) is one of three Wolf Series II variants, alongside a Tactical Mobility Vehicle (TMV) and Mono-Tactical Mobility Vehicle (M-TMV). In the UK, Defender operates as a standalone JLR brand, while in Australia it sits under the Land Rover umbrella.

All three use Defender’s D7x architecture, a heavy-duty monocoque platform developed to handle the loads associated with serious off-road use. The vehicles have been developed by JLR’s new Defender Defence Division for the Ministry of Defence Light Mobility Vehicle tender and will also be offered to NATO defence organisations.

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“I am delighted to reveal three new variants of Defender Wolf Series II, our next-generation military vehicle. Through our newly established Defender Defence Division, we will offer Defender Wolf Series II to defence organisations worldwide, while also bidding for the UK Ministry of Defence Light Mobility Vehicle tender,” said Patrick McGillycuddy, Defender Managing Director.

The Wolf Series II is Defender’s first military vehicle launch since the original Land Rover and Defender Wolf vehicles, which served with the British Armed Forces for more than 70 years.

“Defender Wolf Series II is exceptionally robust and versatile. Its D7x monocoque construction enables us to adapt the platform to the wide range of roles and operational requirements demanded by military organisations. It is a modern successor to the world-famous Defender Wolf and Land Rovers that have served the British Armed Forces for more than 70 years. Designed and engineered in Britain, with an engine built in Wolverhampton, Defender Wolf Series II also delivers sovereign capability,” McGillycuddy said.

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Defender says more than 62,000 tests were carried out during development, while the chassis and body architecture were engineered to withstand JLR’s Extreme Event Test procedure.

The Wolf Series II has also undergone off-road testing at an independent Ministry of Defence facility. Defender says it was the only vehicle to successfully navigate all of the obstacles during the demonstration.

The three variants were displayed at the Millbrook proving ground in Bedfordshire, UK, on 16 September.

What it means for Australia

Not much, at least for now. The Wolf Series II has been developed for the UK Ministry of Defence, with no Australian availability announced.

For local 4×4 enthusiasts, the main point of interest is the use of the D7x architecture and the fact that Defender is developing a military vehicle around its existing platform. But there’s no direct impact on the Australian Defender range at this stage.

The Wolf Series II also joins Defender’s existing Expert portfolio, which is used by emergency organisations including border forces, police, military and fire services.

It’s no secret that the 1GD-FTV 2.8L turbo-dizzle engine in our second-hand HiLux is a well-proven performer. 

However, they’re almost as well known for having a less-than-optimal seal on the factory air cleaner housing, and there are numerous examples of dust creeping past the air filter and causing all sorts of dramas. That’s not just on the mighty HiLux either. Prados, 70 Series, Fortuners, if your vehicle has one of these engines and drives in dusty conditions, chances are the airbox will develop a leak at some point.

Luckily, our air cleaner still looked brand new, and the engine-side of the box could have had a meal eaten off it. But still, we take this thing wheeling regularly and we didn’t want to tempt fate when we’re halfway through the High Country. Something had to be done.

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Airbox and air filter upgrade

Gotta love a HiLux, eh? These things have more aftermarket support than a Kardashian’s face.

After some quick duck-duck-going we latched onto Australian filter legends, Donaldson (↗). These guys have been making filters since the first Toyota 4x4s landed in this country and have an airbox and filter combo specifically for the N80 and N90 Luxies. Score. We’ve also fitted one to our 2026 HiLux, so we’ll be putting it through its paces in the months ahead.

This is not just a replacement either. It’s a full-on upgrade. The filters catch more contaminants than the OEM paper filters while maintaining the same or better airflow. They also don’t need oiling or any maintenance other than undoing the three clips on the new airbox and throwing a fresh one in. To make life even easier, there’s a handy filter gauge that tells you when it’s time to throw in a fresh one.

Airbox installation

Look, this took a seriously underqualified journo about 20 minutes to remove the old airbox and have the new Donaldson installed. It’s not difficult. 

All that’s required is a Leatherman, 10mm and 13mm sockets. The hardest part is removing the old MAF sensor screws that really wanted to chew out. Maybe because the incorrect screwdriver was used, but whatever. It mates straight up to the factory mounting points and air inlet, and there are adapters available for snorkels too. As far as preventative maintenance goes, fitting up one of these bad boys is a no-brainer.

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Key benefits

• Better contaminant filtration
• Same or better airflow
• No oiling required
• Simple filter replacement
• Filter gauge shows when it needs replacing

Pricing

• Donaldson XHLX80K airbox and filter (↗): $1200

Ford has officially confirmed the electrified Bronco Basecamp will arrive in Australia and New Zealand in the second half of 2027, following the initial confirmation of the Bronco nameplate for Australia earlier this month.

The Chinese-made Basecamp is a light-duty plug-in hybrid SUV, with electric motors driving the front and rear axles rather than a conventional mechanical four-wheel-drive system. Its 49kWh usable battery is paired with a 1.5-litre turbocharged petrol engine that can charge the battery when required, while the battery can also be charged using home or commercial chargers. Ford estimates a combined touring range of 800 to 900km.

The Basecamp also gets several features aimed at camping and extended trips, including vehicle-to-load power for appliances and power tools, an induction cooktop integrated into a tailgate-mounted mini kitchen, and a food heater/chiller box. The rear seats fold flat to create a double bed, while a pop-up roof provides ventilation and allows occupants to sit upright inside.

“When we looked at how Aussies and Kiwis spend their time outdoors, the national parks, the coastal trails, and the distances they travel, the fit was immediate,” said Ambrose Henderson, Marketing Director at Ford Australia. “Outdoor life here isn’t a trend, it’s just life. Bronco Basecamp was purpose-built for these customers.”

The Basecamp is not the same vehicle as the Bronco Sport sold in the US and other markets. Instead, it is part of a Ford-JMC joint venture in China, with styling that draws from both the Bronco Sport and sixth-generation Bronco. The round headlights and traditional Bronco grille are among the styling cues carried across.

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Ford Bronco Basecamp: what we know

• Australian arrival: Second half of 2027
• Built: China
• Powertrain: Dual electric motors + 1.5-litre turbocharged petrol engine
• Battery: 49kWh usable
• Charging: External charging + petrol engine
• Estimated range: 800-900km
• Drive system: Electric motors on front and rear axles
• Interior: Fold-flat seats forming a double bed
• Other features: Vehicle-to-load power, induction cooktop, food heater/chiller box, pop-up roof

There has been a quiet revolution happening in the way we get electrical power to run our fridges, lights, coffee machines and induction cooktops at camp. Where most of us run dual batteries and standalone lithium systems that are hard-wired to our 4x4s, more and more people are choosing portable power stations.

These lithium-based systems can deliver 240V and 12V power and can be charged from the rig’s alternator, solar panels at camp or precharged at home. And the true value lies in the name: they’re portable. If you have more than one vehicle or want to power up your camper or boat, you only need to buy one product to handle them all. They can also run your tools on a job site or even provide backup power to your house during a blackout. In other words, the versatility is off the charts. 

Our testing found the Bluetti Elite 30 (↗) was the pick of the compact 200-300Wh units, the EcoFlow Delta 3 1500 (↗) won the mid-capacity 1000-1500Wh category, and the iTechworld PS2000 (↗) took out the high-capacity 2000Wh+ class. We also gave the Bluetti AC240, now superseded by the AC240P (↗), a Highly Recommended rating.

But what’s the difference between portable power stations? They range in output, size and price, and it can be hard to tell what they can actually do. What made these units stand out from the competition, and which one should you be looking at?

Every unit went through the same lab in Canberra, run by retired Australian National University engineer Colin Dedman, before Dex Fulton took them bush to see how they live in the back of a ute. More on who tested them, and how, below.

JUMP AHEAD

• Portable power stations vs traditional 12V system
• Understanding battery capacity
• Who tested them and how
• Best compact units: 200-300Wh
  • Renogy Phoenix 222
  • Dometic PLB15
  • Bluetti Elite 30 vs Anker Solix C300
  • Result and specs
• Best mid-capacity units: 1000-1500Wh
  • Companion Rover 1300
  • Jackery Explorer 1000
  • Bluetti Elite 100 vs EcoFlow Delta 2 (and 3)
  • Result and specs
• Best high-capacity units: 2000Wh+
  • VoltX S2200 Pro
  • iTechworld PS2000 vs Anker Solix F2000
  • Result and specs
• Highly recommended: Bluetti AC240
• Buying advice
• Components explained

Portable power stations vs traditional 12V systems 

Look, we’re going to completely exclude standalone petrol generators because they’re loud, they smell like a servo, they’re not really viable to run overnight and they’re a great way to ensure you’re the most hated person in the immediate vicinity.

A typical vehicle-mounted auxiliary battery setup will consist of one or two lithium batteries, a DC-DC charger, an MPPT solar input, heavy-duty cables, fuses and a distribution panel with gauges to keep an eye on things. Let’s quickly compare such a system with a portable unit.

In-vehicle systems are reliable and will last a good long time. They’re also able to be repaired easily if a component fails. If something dies on a portable unit out the back o’ Bourke, you’re probably cooked. In-vehicle batteries can be charged quickly from the alternator. Portable power stations rely on a low-and-slow charge via a cigarette-lighter socket.

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Hard-mounted systems take either a lot of skill or a lot of money – or both – to put together. While portable systems aren’t exactly cheap, they’re often less expensive overall and don’t require installation. Plus, they can be removed when you sell the vehicle or swapped between several different vehicles quickly and easily.

In-vehicle batteries also have constraints on where you can use them. You’re basically limited to the back of your rig. If you want to run your CPAP machine, for example, next to your bed in your camper trailer, or your campsite is in a national park and you’re a short walk from your wheels, portable power makes a lot more sense.

Finally, when they’re not required, portable power stations can be removed from the 4×4 and stored in the shed, freeing up valuable real estate. On top of that, the applications extend beyond camping, as they can power 240V jobsite appliances and tools or provide backup power in the event of a blackout.

Understanding portable power station capacity

Real quick: all of the power stations are rated in watt-hours (Wh).

They range from 200Wh up to 3600Wh (3.6kWh) of energy capacity. If you want to express that in the more familiar amp-hours (Ah), you can divide the Wh figure by the voltage. So 1200Wh is equivalent to 100Ah at 12V. Or you could just go with: the higher the Wh number, the more energy available. Whatever works.

Who tested them and how

THE LAB: Colin Dedman

Colin started at the Research School of Physics at the Australian National University in 1979, providing the engineering behind physics research. Much of that work was designing precision temperature control systems, including enclosures held stable to within 0.02 degrees Celsius, and the instruments to measure them. When he retired and the research lab he worked with closed, he kept a lot of the equipment. It now lives in his test room in Canberra, along with years of experience testing solar panels against their nameplate output.

That matters here because battery capacity changes with temperature. A number taken in a hot shed on a summer afternoon can’t be compared with one taken on a cold morning. Colin’s room holds 25 degrees Celsius to within half a degree, and every electrical reading is referenced back to professional-grade 6.5-digit multimeters.

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What he measured

Running a 35L fridge off a 2000Wh unit until it goes flat would take more than a week, per unit. So Colin measured the one number everything else comes from: How many watt-hours each station actually delivers at the 240V outlet, drawn down over two hours. Fridge runtime, laptop and phone recharges, kettle boils and induction cooking time are all calculated from that figure.

Then he went after charging, which is where he reckons the real story is. “Any fool can discharge a battery,” Colin says. “What matters out in the bush is how effectively the station can be charged, from solar panels and the vehicle electrical system, and this is where some power stations shine and others fall on their face.”

No manufacturer publishes how its DC input port behaves. The manuals just say plug your solar panel or car charging cable in here. So Colin mapped every unit’s input on a 60V, 50A lab power supply at the three voltages that matter in the real world: 13.2V from a running alternator, 18V from a single solar panel and 36V from two panels in series. He also measured what each 240V charger actually draws, and threw a mitre saw, an angle grinder, a metal cut-off saw, a drill and a cement mixer full of sand and gravel at every inverter.

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THE FIELD: Dex Fulton

Lab numbers can’t tell you whether a unit slides around the tub, or whether you can read its screen in full sun. On August 21, Dex took the units into the Blue Mountains to check what the lab couldn’t: How each one fits and ties down in a ute, whether it uses standard connectors and ships with a cable to charge it in the bush, how well it’s sealed against dust and water, how noisy the fans are at camp and how the auto-off settings behave. He also weighed up local support and warranty.

The category winners come from Colin’s lab data and Dex’s time in the field, together.

Best compact units: 200-300Wh

Roughly the same size as a brick, with a capacity of 200-300Wh, you can literally pick these units up with one finger.

They don’t have the capacity or power to replace an in-vehicle system or provide all your campsite needs. However, unlike a larger system, a unit of this size can be by your side, exactly where you need it, at all times. Your own personal power station.

And these little fellas charge fast, so when you do run them down, recharging takes only a few hours. Fast car chargers are not available and there’s no need for them, as a recharge time of around three hours using the cigarette-lighter cable is adequate. Average weight is around 4kg.

• Winner: Bluetti Elite 30
• Runner-up: Anker Solix C300

Renogy Phoenix 222

If tiny size was the criterion, then this would win. Unfortunately, the Renogy Phoenix 222 (↗) performs so badly across every metric that it is hard to recommend. A short 12-month warranty and short-lived Li-ion cells, rather than LiFePO4, are a bad start, and it gets worse from there.

There’s a clunky and slow external brick charger, no modern high-power USB-C ports, only 200W of AC output, only 60W of solar charging, only 33W of in-car charging and an unregulated DC output that varies from 11V to 17V. Spend the extra few bucks and get the Anker or Bluetti.

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Dometic PLB15

We were sent this one for testing, but the Dometic PLB15 (↗) is actually a portable battery pack rather than a power station. Presumably, the intended application is running a 12V fridge and recharging from a solar panel, as there’s no 240V charger, no 240V output and no information screen. The Dometic PLB15 has a pair of USB ports maxing out at 60W in or out, a torch in one end and a 24-month warranty. That’s it.

But for the same money, the Anker or Bluetti can do all of that and so much more, making the Dometic PLB15 hard to recommend. In its defence, it does provide 15A at the 12V output, while the others only provide 10A.

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Bluetti Elite 30 vs Anker Solix C300

The Bluetti Elite 30 (↗) outperforms the competition across all metrics. Its nearest competitor is the Anker Solix C300 (↗). Bluetti versus Anker, respectively:

• 240V output: 600W vs 300W
• 240V charger: 980W claimed vs 300W
• Solar charging: 200W vs 100W
• In-car charging: 8.2A vs 7.4A
• Percentage of rated capacity: 92% vs 82%

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For the Bluetti Elite 30, we were not able to achieve more than 355W of 240V charging power, despite playing with the menu settings, so we question the claimed 980W figure. But it is academic. The measured 355W is still more than the 323W we recorded for the Anker Solix C300, and both are adequate, providing a recharge time of around one hour.

The Bluetti Elite 30 also has a 1500W ‘power lifting mode’ for resistive loads, but it is of limited use in practice because of the small 288Wh capacity. The Anker Solix C300 is still a nice unit, and it has the benefit of two AC outlets rather than one, as well as a light. Both ran a 240V 800W drill but nothing bigger.

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Best mid-capacity units: 1000-1500Wh

With a capacity of more than 1000Wh and AC outputs of around 1800W, these units will power most 240V appliances, though an induction cooktop or kettle will deplete the battery fairly quickly. For reference, 1000Wh is equivalent to about 83Ah at 12V.

These have enough capacity to actually replace many entry-level in-vehicle systems and meet most folks’ campsite needs, especially when teamed with a decent solar panel and fast alternator charging. They’re also small and light enough to carry in one hand, with an average weight of 12.5kg. So, which one performed best?

• Winner: EcoFlow Delta 3 1500
• Runners-up: Bluetti Elite 100 and EcoFlow Delta 2

Companion Rover 1300

At 1344Wh, the Companion Rover 1300 (↗) has the greatest rated capacity in this category, but it is also a slightly larger and heavier unit. The extra capacity could be useful, but the Companion Rover 1300 falls short in other areas. The warranty is only two years, and the 240V charger and output are less powerful despite the larger capacity. The 1200W inverter output is not really enough to run our 2000W angle grinder and 2300W cut-off saw under load, so the fact that it started them okay is moot.

The solar input is the least powerful at 400W. That may sound like a lot, except that you are stuck with an 8.7A limit, so a single panel is limited to 8.7A x 18V = 157W, or double that for two panels in series. Unfortunately, there is no fast charger module available, so you are stuck with a maximum in-vehicle charge of only 8.7A and 115W, which will take about 10 hours of driving to fully charge the battery.

The 12V Anderson connector DC output is a much better option than the cigarette-lighter sockets, and the Companion Rover 1300 also comes with an Anderson-to-XT60 cable, so you are not locked into proprietary connectors and solar panels. Other manufacturers take note. Even so, the Companion Rover 1300 falls short of the others.

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Jackery Explorer 1000

At just 10.8kg, the Jackery Explorer 1000 (↗) is the lightest in class and the handle is the easiest to use, while neatly folding away. It does not ship with a cig-plug or solar cables, so there is no way to charge it out in the bush. The DC charging port uses a pair of coaxial DC8020 connectors that are uncommon. If you buy Jackery solar panels with 8020 connectors, then it all works well, but if not, you will need to buy adaptor cables that are uncommon and expensive.

The port itself is good for up to 400W of solar. Others were limited to less than 9A or 160W for a single 18V panel, but the Jackery is good for 21A or 380W, so in principle a single panel of up to 380W would work. In practice, though, the 8020 connectors are only rated to 10.5A, so you would need to use them in parallel. Doing so will be messy and expensive because suitable 8020 hardware is scarce.

The bottom line is that, because of the non-standard connectors, using your own panels is a pain. To charge the Jackery Explorer 1000 while driving, you need to buy your own cig-to-8020 cable, which is also a pain. Even then, like most units, the in-car charge current is limited to 8A, which is really slow, and you are stuck with that because a fast-charging module is not available.

The 240V AC output is 1500W, while the EcoFlow and Bluetti offer 1800W. They also use the more common XT60 connector, provide 15A of in-vehicle charging and are supported by fast alternator charging. All in all, the Jackery Explorer 1000 is outgunned, leaving the EcoFlow and Bluetti as the stronger options.

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Bluetti Elite 100 vs EcoFlow Delta 2

The Bluetti Elite 100 (↗) solar input can handle up to an impressive 1000W of series- or series-parallel-connected panels, though a single panel is still limited to 8.2A and 146W. The EcoFlow Delta 2 (↗) can handle ‘only’ up to 500W of series- or series-parallel-connected panels. The EcoFlow Delta 2 ships with only a mains cable, while Bluetti also provides an XT60-to-MC4 solar-panel cable. However, because the XT60 connector is so common, cables are cheap and plentiful.

But the EcoFlow Delta 2 has an ace up its sleeve: the XT60i (note the ‘i’) DC input connector. This version of the XT60 connector has a third centre pin for programming the charge current. Specifically, if this pin is shorted to the ground pin, it unlocks the full 15A charge capacity at all voltages. Clearly, this cannot be used with a cig-plug cable that will only handle 8A. However, it is a real bonus for solar panels, allowing a single 18V panel to provide up to 15A, or 18V x 15A = 270W. Most other stations tested are limited to half of that for a single panel. You can also use two panels in series, right up to the 500W limit.

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But unlocking that 15A limit also almost doubles the maximum in-car alternator charging rate from 8A to 15A, provided, of course, you have dedicated 15A wiring back to the alternator. This is a cheaper – though less powerful – option than buying a fast-charging module, and only the EcoFlow Delta 2 has it.

This unlock feature is not mentioned in the EcoFlow manual, but we have lab-tested it and it works perfectly. You don’t need to make your own cable. If you buy an XT60i-to-solar or XT60i-to-Anderson cable from EcoFlow, it will be unlocked with the centre pin shorted. But an XT60i-to-cig-plug cable will always be locked to 8A, with the centre pin unconnected.

If you do choose to almost double the car-charging rate in this way, you will need an ignition-switched relay to disconnect the power station when the engine is switched off because the unlocked port will continue to draw 15A right down to 10V. You don’t want a flat car battery. Be aware that EcoFlow does not provide any cables for the XT60i port with the power station, so be sure to buy an XT60i – not XT60 – cable for connecting to solar or the alternator.

Unless you really need 1000W of solar input, the EcoFlow Delta 2 has the edge over the Bluetti Elite 100 thanks to the useful features of its smart XT60i input port, and would thus win the crown in this category. Except that, at the last minute, an EcoFlow Delta 3 1500 turned up for testing.

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EcoFlow Delta 3 1500

The EcoFlow Delta 3 1500 (↗) is essentially identical to the EcoFlow Delta 2 reviewed above, but has 50% more battery capacity. It is a little heavier, the same compact size and still easy to carry. If the money’s there, you would never regret that extra 50% capacity. Being a new model, the price is likely to drop. If you can’t afford it, then go with the EcoFlow Delta 2. But that extra 50% capacity in the same compact size just can’t be ignored.

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Best high-capacity units: 2000Wh+

These beasts will power almost any 240V tool or appliance you throw at them and have enough capacity for induction cooking, though gas may still be necessary as a backup.

They will even run a caravan air-conditioning unit, albeit not all day. At typically 22–30kg, this class is still light enough to be lifted and carried by one person. They’re basically the same as the previous category, just with more of everything. You get roughly double the capacity, letting you actually use the station without constantly worrying about whether a few cloudy days will flatten the battery. If you can afford the cost and the weight, the extra grunt is well worth it.

• Winner: iTechworld PS2000
• Runners-up: VoltX S2200 Pro and Anker Solix F2000

VoltX S2200 Pro

At 2240Wh, the VoltX S2200 Pro (↗) has more rated capacity than any other unit in this category, yet tips the scales at only 27kg. That extra capacity is a useful bonus. The VoltX S2200 Pro sports a massive single handle, while others have a handle on each end intended for two people. In practice, the size and quality of the handle mean it can be carried comfortably by one person, though it also means you can’t easily place or stack items on top. The VoltX S2200 Pro also does everything you’d expect, with 2400W of AC output and 2200W of AC charging.

Where the VoltX S2200 Pro really stands apart is DC charging. It has two fully independent XT60 DC inputs that can be run in parallel, doubling the DC input current. So, if each XT60 will accept up to 9.7A at 13.2V, running them in parallel with a high-current cable back to your alternator gives you an in-vehicle charge rate of 19.4A. That’s enough to be genuinely useful, and no other station we tested can match it for raw alternator charging without an add-on module.

The VoltX S2200 Pro is also in a class of its own for connecting solar panels. By using the two inputs in parallel or independently, you can achieve high input power with a very wide range of panels. It also ran all the power tools without complaint.

On the downside, the fans are somewhat unrefined and noisy. Normally, that won’t matter because they run slowly or not at all unless the unit is working hard. However, for no apparent reason, the fans always operate at full speed when the XT60 ports are in use – which is exactly when you’ll be charging it at camp or on the move. The warranty, at 24 months, could also be better. And unlike the iTechworld, there is no fast alternator-charging module available.

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iTechworld PS2000 and Anker Solix F2000

These two are similar, so we compared them against each other. The iTechworld PS2000 (↗) weighs 22kg and is pleasantly manageable and easily carried by one person. The Anker Solix F2000 (↗) is heavier but has wheels, which were surprisingly handy. But they’re a double-edged sword. Combined with a pull-out handle, the wheels are great for moving the unit once it’s on the ground, but they also make it easier for it to slide around in the back of your vehicle unless it is tied down securely. With the protruding handles, they also increase the footprint of the unit. The iTechworld PS2000 is definitely more compact.

Both have a generous rated battery capacity of 2048Wh. In the real world, the Anker Solix F2000 delivered slightly more energy – 90% of rated capacity versus 87%. The Anker has a massive 2300W mains charger versus 1100W for the iTechworld PS2000, which might sometimes be handy, but not out in the bush where solar and alternator charging are more important. Strangely, the Anker’s 240V output was 60Hz, even though the display read 50Hz. From here on, however, the PS2000 pulls ahead.

The iTechworld PS2000 has a socket delivering a DC output of 13.6V at 25A, useful for 12V devices that draw more than 10A, as well as the normal 10A cig socket. The Anker Solix F2000 has only a 10A cig socket. If you only want the 12V output for a fridge, then either is okay, but having 25A available can be useful, allowing you to run a small-to-medium 12V compressor or pie oven.

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Both have similar inverter power: 2300W for the Anker and 2400W for the iTechworld. The PS2000 was able to start and run every large power tool we threw at it. The Anker shut down trying to start the 230mm grinder and cut-off saw. Consistent with this excellent surge performance, the PS2000 has 15A 240V outlet sockets, while the rest all have 10A. For tradies or anyone who uses power tools seriously, the iTechworld and VoltX are the better choices.

When it comes to solar, the Anker will accept up to 1000W of input, but with caveats. It is really designed for use with Anker’s own non-standard high-voltage solar blankets. Up to five can be plugged in parallel to its proprietary connection block, producing around 1000W – a clever turnkey solution if you buy Anker’s panels, but one that commits you entirely to its proprietary ecosystem. If you prefer to use standard 18V camping panels, you’re restricted to 9.4A and 169W from a single panel, which is limiting.

The iTechworld PS2000 supports a maximum of 500W of panels. If this is enough for your needs, then the PS2000 is actually better because it supports 20A and 360W from a single panel, as well as two panels in series up to 500W.

But the real crunch comes with charging speed from the vehicle alternator while driving. The PS2000 offers a 500W fast-charging module at a reasonable cost, bringing recharge time from the alternator down to around four hours. The Anker doesn’t have one, limiting alternator charging current to a paltry 9.4A – or around 18 hours of driving for a full charge. The VoltX achieves better raw alternator charging through its dual-XT60 setup, but it doesn’t have a fast-charging module available either. For genuine outback touring, where you’re covering distance each day, the iTechworld’s fast-charger option is the difference between arriving at camp with a full unit or still waiting.

Overall, the iTechworld PS2000 edges out both the Anker Solix F2000 and VoltX S2200 Pro. The combination of a 25A 12V output, 500W fast alternator charging, 15A power sockets, tool-starting capability and a compact form factor that actually fits in the back of a 4×4 is hard to beat. The Anker’s 60-month warranty is the one area where it genuinely betters the iTechworld’s 24 months.

As a quick note, Anker now has a new C2000 model with an 800W fast alternator-charging module, which would be worth looking at, but it wasn’t available for testing.

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Highly recommended: Bluetti AC240 (or AC240P)

The Bluetti AC240 (↗) we tested occupies a category of one.

Every other power station in this test lets dust and moisture enter through its cooling vents. The Bluetti AC240 does not. With full IP65 certification – sealed against dust ingress and direct water jets from any angle – it is the only unit we tested that has been genuinely engineered for the harsh, wet and filthy conditions that serious four-wheel driving actually produces. All input and output connectors have rubber boots. The connectors themselves are waterproof with sealing O-rings. The chassis is sealed. There is even a pressure-relief valve to manage air expansion inside the unit. A six-year warranty – the longest in this test by a significant margin – backs it up.

The Bluetti AC240 also has a dedicated 30A 12V output capable of running a 12V compressor. Its 2400W AC output handled all our power tools without complaint, and it has four 15A sockets rather than the standard 10A found on most competitors.

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Its limitations are real. At 33kg, it is the heaviest unit in the test. At 1536Wh, the Bluetti AC240 has less rated capacity than the other top-tier units despite a price that competes with the best of them. Solar input is limited to 8.2A from a single 18V panel – use two in series for up to 752W. A fast in-car charging module is available, but all cables use non-standard connectors that you will not find at a roadside hardware store.

These are trade-offs worth understanding rather than dealbreakers. The Bluetti AC240 was designed with a specific customer in mind: someone who leaves the bitumen for weeks at a time, operates in dust, mud, rain and heat, and for whom reliability and longevity outweigh raw capacity numbers. For that customer, nothing else in this test comes close.

The Bluetti AC240 has since been superseded by the Bluetti AC240P, which features a larger 1843Wh battery and faster Turbo charging, while retaining the same IP65 rating, six-year warranty and sealed connector design. Buyers should seek out the AC240P as the current model.

Buying advice

These power stations offer a real alternative to traditional bolt-in 12V power systems and, in some ways, are actually better. However, you need to choose very carefully if fast solar and in-car charging are priorities.

Once you leave home, the ability to charge at a reasonable rate while driving is important. We marked down some stations because in-car charging was slow and a fast charger was not available. However, in many cases, a workaround may be to use a fast charger from another manufacturer.

The genie is out of the bottle. You’ll be seeing more of these power stations as they continue to evolve and improve.

Hybridisation appears to have put petrol-fuelled combustion engines back on the menu for 4×4 vehicles.

I don’t know if that’s simply because hybrid systems are easier to adapt to petrol internal combustion engines (ICE) than diesel-fuelled ICEs, or because hybrid systems are improving efficiency to bring it closer to diesel performance. It should be noted that we will be seeing hybrid-boosted diesel-fuelled powertrains in 4×4 vehicles very soon, but so far they all operate with petrol ICEs.

When Toyota fitted its hybridised, turbocharged 3.5-litre V6 engine to the Toyota Tundra pick-up truck and the Lexus LX 700h, Toyota Australia saw the opportunity to give petrol fuel another try in the popular LandCruiser model.

Toyota discontinued the petrol V8 engine during the reign of the 200 Series due to a lack of sales, but as the brand now likes to spruik that it offers some form of electrification across all of its models, this powertrain provided the perfect opportunity to bring petrol back to LandCruiser. It must have helped the cause that the Tundra and Lexus both ride on the same TNGA-F platform as the LC300, so the transplant should have been relatively easy and cost-effective.

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Petrol-hybrid powertrain 

The twin-turbo 3.5-litre V6 single-motor hybrid system generates claimed combined outputs of 341kW and 790Nm to deliver performance to the LandCruiser.

The combination of petrol engine and hybrid power means you get the performance with relative efficiency. The electric power system uses an air-cooled 6.5Ah, 288V nickel-metal hydride (NiMH) battery that is installed in a waterproof tray beneath the rear luggage space. For this reason, the Performance Hybrid powertrain is only offered in five-seat versions of the LC300 and only in the high-end grades. The placement of the battery does raise the floor height in the cargo area a smidge, but it’s not enough to be a real negative.

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Pricing

Toyota Australia is only offering the petrol-hybrid powertrain in two variants of the LC300 range: the Sahara ZX at $156,740 and the GR Sport at $155,990.

By comparison, the diesel-fuelled variants of the same two models cost $137,790 for the GR Sport and $138,790 for the Sahara ZX, so the price of the hybrid is a big step up.

After sampling the Sahara ZX Performance Hybrid at the launch earlier this year, this was our first chance to try out the drivetrain in the GR Sport on familiar Melbourne tracks.

Off-road equipment

The GR Sport is the most off-road-ready model in the LC300 showroom, regardless of the fuel used.

This is thanks to front and rear locking differentials for improved traction, 18-inch tyres for more choice and a better ride, and e-KDSS suspension that adds extra wheel travel for improved traction off-road. There are also additional modes in the Multi-Terrain Select system to make the most of the hardware.

The GR Sport also gets a model-specific grille, wheels, badging and red highlights in and around the Cruiser. The Performance Hybrid Cruisers are five-seat only, while some other models in the LC300 range offer seating for seven.

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Off-road performance

It’s those added extras in the GR Sport that give the driver the confidence to take on more difficult off-road terrain or unexpected obstacles.

On our drive we came across a track with flooded ruts and holes, but we had a fair idea they weren’t too deep. Still, they looked boggy, so we activated the Cruiser’s full off-road armoury just to be sure: low range, front and rear diff locks engaged and Mud & Ruts selected in the MTS.

LandCruisers have always had pretty good articulation from the rear live axle, but this is enhanced by the clever e-KDSS controlling the sway bars, allowing the heavy LC300 to crawl through the ruts while the locked diffs limit wheelspin in the boggy conditions.

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You could feel the suspension working beautifully, slinking its way across the crevasses in a way you wouldn’t expect of a big wagon that also has excellent on-road dynamics. It’s a system that works, and works well, which is all the more appreciated when driving on the modest OE tyres. We didn’t need Crawl Control or the tight-turn function, but they’re only a button press away if required.

If there was any complaint, it was the time it took to get the three lockers to engage after selecting them. It took longer than I would have liked, with the locker lights flashing on the dash until they could be coaxed in.

On-road performance

As mentioned, the LC300 is an accomplished on-road tourer, with e-KDSS again playing its part in the dynamics.

The GR Sport delivers a sure-footed and stable performance on wet gravel roads and highways alike. The performance of the petrol-hybrid powertrain is a revelation compared with previous Cruisers, and the electric assistance provides diesel-like torque at the bottom end while the turbocharged V6 carries that performance through the upper rev range. The LC300 Performance Hybrid is the most powerful and quickest LandCruiser ever offered in Australia, and drivers will appreciate its strong performance.

Interior and equipment

As the two Performance Hybrid LC300s are both high-end models, they come loaded with features. Both are luxurious inside, while the GR Sport gets red trim accents and GR badging to give it a sportier look.

Inside, passengers are made comfortable with leather-accented seats with heating and cooling, heated outboard seats in the second row, a 14-speaker sound system, head-up display, heated steering wheel, cooler box in the console, rear-seat entertainment (headphones not included), four-zone climate control and wireless phone charging among its features. It’s the same cabin specification as the diesel GR Sport LandCruiser.

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Verdict

That’s the good thing about the Performance Hybrid versions of the LandCruiser 300: Aside from the bigger fuel tank, the petrol model carries over all the 4×4 hardware and technology of the diesel models.

For the GR Sport, that means class-leading off-road equipment to get the Cruiser through tough terrain or around the country on your lap of the map.

The LandCruiser Performance Hybrid models share the same five-year/unlimited-kilometre Toyota warranty as the rest of the range, along with capped-price servicing for the first five years or 100,000km at $450 per service. Those services come every six months or 10,000km, whichever comes first, which is the same as the diesel-fuelled LC300, so there’s little, if any, cost saving there.

The Performance Hybrid powertrain requires 95RON or higher fuel, so depending on current prices, fuel costs will probably be higher for the petrol than the diesel once you factor in the petrol model’s higher consumption.

Most touring four-wheel drivers will still choose the diesel engine option, but it’s good to know there’s an alternative for those who don’t want diesel for whatever reason – and it’s a bloody good one.

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Specs