Toyota Land Cruiser 2025 News

The mini Toyota LandCruiser FJ, will it or won’t it become a reality? We will never truly know until it is revealed but the facts are stacking up in it showing up real soon.

Toyota has confirmed the hybrid LandCruiser 300 Series will arrive in Australia in the first half of next year, but to the casual observer something appears off.In the UAE, where the vehicle will be launched first, Toyota claims it uses 10.9 litres per 100km. The diesel version currently on sale uses 8.9L/100km.This number seems high for Toyota hybrid fans that are used to fuel figures below 5.0L/100km… And it is.The LandCruiser 300 Hybrid uses a twin-turbo petrol V6 engine paired with a hybrid battery and electric motor combo. It is the same set-up found in the Tundra full-size ute, and is dubbed 'i-Force Max' in Toyota speak.It makes a whopping 340kW and 790Nm, which far outshines the current version’s 3.3L twin-turbo V6 diesel that produces 227kW/700Nm. There lies the answer to the fuel use question. This hybrid set-up isn’t geared towards efficiency but for performance and boosting the vehicle’s capabilities.It is more efficient than a non-hybrid assisted petrol engine, of course, but if what CarsGuide has experienced in the Tundra is anything to go by, it’s still a thirsty beast.During a preview drive of the Tundra, CarsGuide’s Andrew Chesterton said: “Tow heavy loads or get too adventurous with the accelerator and the number will be much higher than that.“We saw, wait for it, 25L/100km, pop up on our admittedly fairly vigorous test.”Marcus Craft in his off-road test fared better: “I recorded 14L/100km on this test. I did a fair bit of high- and low-range 4WDing and the Tundra was never working hard.”The Tundra is heavier than the LandCruiser, so the 300 Series Hybrid should be able to do better than the American pick-up truck.The verdict on how the i-Force Max engine performs while driving is another matter. All our reviews said it was a star performer in the heavier Tundra, with smooth, linear power delivery and no torque gaps. It is adept for those wanting to tow and will eat up long highway kays with ease.Toyota has also moved to quell fears that electrification will impact capability, saying in a statement, "The LandCruiser HEV’s hybrid system has been designed with true off-road reliability in mind."Even in the unlikely event of hybrid unit failure, the vehicle can continue operating solely on the combustion engine, ensuring peace of mind in remote areas."The hybrid battery area has been specially waterproofed to maintain the LandCruiser’s famed fording ability, allowing it to tackle rivers and water obstacles with confidence."Additionally, the vehicle also offers a third-row seat and cargo layout specifically optimised for the addition of the HEV system, ensuring no compromise in versatility or interior space," the statement said.It appears the hybrid LandCruiser 300 is a big step forward in how the off-road hero will perform, but be aware it’ll cost you at the bowser, especially as it is likely to need premium unleaded petrol.

The new Toyota LandCruiser Hybrid is shaping as the most expensive model to ever wear the badge in Australia, after confirmed international pricing provided a guide as to what we might pay in Australia.

The Toyota LandCruiser 300 Series Hybrid has been confirmed for Australia, with a 2026 launch locked in.Details revealed on United Arab Emirates spec vehicles, show the fitment of hybrid tech to the model's twin-turbo petrol V6 engine would make it one of the most powerful vehicles in Australia, with total system output a sizeable 340kW and 790Nm.Those numbers far outshine the outputs on offer from Australia's diesel LandCruiser, with its 3.3L twin-turbo V6 producing 227kW and 700Nm.According to Toyota in the UAE, the new model boasts "powerful performance, legendary capability, and reimagined efficiency to conquer what’s next."That engine remains paired with a 10-speed automatic, with Toyota in the UAE promising fuel use of 10.9L/100km. In the UAE, the LandCruiser Hybrid is offered both as a regular VXR model, but also as a GR Sport."For generations, the LandCruiser has mastered every terrain. Now, the legend has evolved to lead a new era," the brand said in a statement."Introducing the New Toyota Land Cruiser Hybrid - boasting powerful performance, legendary capability, and reimagined efficiency to conquer what’s next."Under the hood, a 3.5L Twin-Turbo V6 Hybrid Engine delivers 457 horsepower and 790 Nm of torque. Inside, a cabin crafted for comfort and control surrounds you with advanced technology and refined detail."Toyota has also moved to quell fears that electrification will impact capability, saying in a statement:"The LandCruiser HEV’s hybrid system has been designed with true off-road reliability in mind. Even in the unlikely event of hybrid unit failure, the vehicle can continue operating solely on the combustion engine, ensuring peace of mind in remote areas. The hybrid battery area has been specially waterproofed to maintain the LandCruiser’s famed fording ability, allowing it to tackle rivers and water obstacles with confidence. Additionally, the vehicle also offers a third-row seat and cargo layout specifically optimised for the addition of the HEV system, ensuring no compromise in versatility or interior space."A hybrid LandCruiser has been of part of Toyota Australia's strategy to electrify its model lineup by 2030."There are no plans to announce today, but we have a goal and that is to reduce our carbon footprint by 90 per cent on 2010 levels. So, to achieve those types of results globally, we have to play a role, and of course at some point over the next decade all our models, well maybe not all, but the majority will have some form of electrification," Toyota Australia's Vice President of Sales and Marketing, Sean Hanley, told CarsGuide previously.But the company executive has long-vowed that capability and dependability will remain at the core of the LandCruiser story, no matter what is powering it.“What I would say to our loyal LandCruiser owners is one thing they can be sure of whatever we do with LandCruiser in the future is we will make sure that car is every bit as capable and lives up to the legend that is LandCruiser in the future regardless of powertrain,” he said.“We will move as we have to move, but we will never bring a LandCruiser to market that is not capable of doing the things that people want it to do – because LandCruiser is an icon. One thing we’ve learnt is don’t mess with the LandCruiser.”

Mahindra has finally confirmed that the Jeep Wrangler-style body-on-frame Thar as we know it will not be imported to Australia.

There was restrained celebration across the Australian car world this week after a report by The Australian claimed the controversial Luxury Car Tax (LCT) will be scrapped under the new Albanese government as it targets a free trade agreement with the European Union.

Toyota Australia has announced a suite of upgrades for its popular LandCruiser 300 Series in exchange for range-wide price increases of up to $2029.Starting with the base-grade, five-seat GX, it now starts at $97,990 before on-road costs, $999 more than it did last year.In return, it adds additional advanced driver-assist features, including lane trace assist with steering wheel vibration, emergency steering assist and emergency driving stop. Parking lines have also been added to the GX’s reverse camera.Its multimedia screen has been downgraded from 9.0-inches to 8.0-inches (as with the GXL), thought it now has wireless Apple CarPlay and Android Auto, which has also been standardised across the line-up. Additionally, its semi-analogue 7.0-inch driver’s display has also been upgraded to a fully digital unit.Next up, the seven-seat GXL’s price has risen to $110,820 before on-road costs, a rise of $2029. It adds safe exit assist over the GX, as well as a rear parking support brake that helps detect obstacles when reversing out of parking spaces.The GXL carries the same new multimedia and digital driver’s display configuration as the GX, while its two-zone climate control has been upgraded to four-zone. Additionally, the centre console is now a cool box, with suede-like upholstery, an eight-way electronically-powered driver’s seat with lumbar support, 40/20/40 split-folding second-row seats and a second-row centre armrest also now standard.Stepping up to the popular VX grade, it is now priced at $122,510 before on-road costs, up $1519 on last year. It adopts a new 12.3-inch digital driver’s display to match its carryover 12.3-inch multimedia unit, while a HDMI port replaces the existing DVD/CD player for media playback.Toyota has also added a power tailgate, as well as eight-way powered adjustments to the VX’s front passenger seats, which maintain synthetic leather upholstery, as well as heating and ventilation functionality.Despite a $1119 price rise, Toyota has made no updates to the Sahara grade. It keeps its leather-accented upholstery, ventilated outboard seats, dual rear passenger screens, a 14-speaker JBL system, a head-up display and heated steering wheel over the VX.The flagship five-seat GR Sport is now priced at $146,410 before on-road costs, $1369 more than last year. It adds a puddle light on the inside of the tailgate, while maintaining exclusive front and rear locking differentials, a e-KDSS electronic sway-bar disconnect and unique GR styling.Headlining the LandCruiser 300 Series range, as before, is the seven-seat Sahara ZX. It features a unique grille and bumper design, 20-inch alloy wheels, a carbon-look steering wheel, a tailgate kick sensor and a Torsen rear torque-sensing limited slip differential.Again, despite an $1119 price rise equating to a new starting price of $146,910 before on-road costs, Toyota has made no additional changes to the Sahara ZX.As before, all LandCruiser 300 Series variants are powered by a 3.3-litre twin-turbo-diesel V6 engine that sends 226kW/700Nm to all four wheels through a ten-speed automatic transmission.

Is this a prototype of the 2027 Ford Bronco?

After more than a few months of dissent from industry voices regarding the new emissions laws brought about by the New Vehicle Efficiency Standard (NVES), one senior executive from Australia’s most popular new car brand says it’s time to ‘get on with it’.Toyota Australia Vice President of Sales, Marketing and Franchise Operations Sean Hanley says the effects of the NVES, which increasingly penalises brands for selling more polluting cars year-on-year, says the effects of the rules won’t be seen in showrooms until the end of the decade.The initial stages of the NVES are already in effect, with brands incentivised via credits to sell cars that produce lower emissions, and given penalties for cars that produce more CO2.For Toyota, that means one of its most popular models, the HiLux ute, is in the firing line along with big off-road SUVs like the LandCruiser and smaller Prado.But Hanley says it’s not the end of the world. Just because cars like the HiLux are popular now, that doesn’t mean they’ll always be.“You'd be shocked, but not all customers who drive utes need utes, right?” Hanley told CarsGuide.“And they may say, ‘well, in actual fact, as a company, I probably don't need to be driving that Prado, I could probably do this in a RAV’, for example.“So, you've just got to narrow down in the future to customer requirements. What does the customer want? Because as you navigate new vehicle efficiency standards, decarbonization, regardless of what market you're in, you have to decarbonize. You just have to. That's not a debate.“That's why, when people ask about new vehicle efficiency standards, my standard answer is we support new vehicle efficiency standards. The targets are tough. They're real tough, but we support the notion, because you have to. It's not a choice.”Toyota’s hybrid SUV mentioned by Hanley, the RAV4, is also amongst the most popular cars sold in Australia, though even its current generation will need to lower its emissions over the years to meet NVES requirements.We asked Hanley when he thinks the impacts of the NVES will be generally seen in the Australian market - significant changes to model line-ups and pricing.“2029, ‘30,” Hanley says, “2029 is a long way away, right?”“So any commentary around NVES right now, it's just speculation, to be quite honest.“I mean, we accept the notion of an NVES, but we're not hiding from the fact that the targets are extremely challenging. They're hard, but in reality, you've got time.”By 2030, Hanley said he expects to see a much higher percentage of hybrid electric cars in the market, as well as plug-in hybrid making up a more significant share of new car sales, but importantly he says BEVs will more steadily approach the eventual market share they’ll rest at.“Despite popular opinion, Toyota is actually saying Toyota EVs will grow over the next four, five years.“Probably thinking around 30 per cent would be where I see it . But give or take, it could go to 40 right?“That would be the top end, but it certainly will be more than 10 per cent you've seen or the less than 10 per cent you see today.”In any case, Hanley expects global product offerings to change enough that the NVES limitations won’t negatively impact the Australian market as much as expected by the time they become much harsher.“Product portfolios will change dramatically between now and 2029 so anything that people are speaking about NVES really, it's just speculative stuff.“It's here. Get on with it. We've now got to work within the frameworks of what we know today and get on with it," he said.

The second-hand 4WD market in Australia is a busy one, we are spoilt for choice.Among this confusion of potential next cars for you are a few duds/lemons/write-offs but there are also a fair number of good value-for-money buys to be found.Here are our top five used 4WDs, including a big V8 wagon, a retro champion, and one or two picks which might even get me even more hate mail.For the purpose of this yarn, we’ve mostly only considered vehicles manufactured in the past decade – those that have benefited from recent advancements in driver-assist and safety technology.Is your 4x4 on the list?As always, tell us what else you think should make the cut in the comments below.Much-loved by 4WD die-hards, the distinctively blocky 80 Series ’Cruiser achieved legendary status years ago.The naturally-aspirated 1HZ diesel is a top choice – many have been turbocharged – and the 1FZ-FE, 4.5-litre, in-line petrol engine, introduced in early 1993, has proven durable.The four basic 80 Series range encompasses: FJ80R - petrol 3F engine; HZJ80R - diesel 1HZ engine; HDJ80R - turbo-diesel 1HD-T engine; and FZJ80R - twin-cam petrol engine. There are ample white ones around, with a smattering of hotted-up matte black versions as well.The best used 80 Series buys are in the base-model area. ‘Standard’ 80s came with the 75 Series driveline, using a part-time 4WD system and a choice of the 3F petrol engine or 1HZ, naturally-aspirated diesel. The 3F gave way to the 1FZ-FE fuel-injected twin-cam in late 1992.Most standard models are diesels, but those that have the petrol engine use a carburetted version, which is a much more flexible unit than the fuel-injected 3F-E used in the GXL and VX models.You'll find some 80s with still-working factory-fitted cruise control and a few with aftermarket jobs onboard.You'll also find plenty of 80s geared up for bush driving, with a bullbar, snorkel, bash plate (offering solid underbody protection), as well as rated recovery points, and any number of other accessories including mud-ready floor mats.Automatic transmission models had a torque converter and viscous coupling centre differential; both of which did much to damp out any engine torque curve ‘wobbles’, along with the considerable driveline lash which was another unpleasant side effect of Toyota's full-time 4WD system.The full-time 4WD RV, GXL and VX models are better balanced on loose or slippery roads, but have more driveline backlash than the part-timer and need a front bearing repack more often, because the front axle is driving all the time.The automatic models (like the vehicle pictured) are nicer to drive than the manuals, but the auto sump is vulnerable to copping knocks from rocks on bush tracks and needs additional bash-plate protection.Factory-fitted front and rear differential locks were optional from 1993.The standard Japanese Grandtrek tyres were terrible on slippery tracks and vulnerable to damage, but the working vehicle models, with part-time 4WD, skinny tyres and firmer coils handled well on and off road.Suspension upgrades – aftermarket lift kits etc – have always been popular 80 additions for improved off-road driving.Towing capacity was 2500kg on the 90-95 models, then increased to 3500kg on the 80 Series after that. Tow-ready 80 Series had a tow bar.(Note: the 80 Series pictured in this yarn – is a 1996 GXL with a 24-valve 6-cylinder 1HD-FT turbo-diesel engine and automatic transmission. It has a 270-litre fuel tank – a long-range fuel tank set-up – and a 30-litre water tank. The standard version had a 90-litre fuel tank and a 45-litre fuel tank.)The diesels need their camshaft drive belts replaced at 100,000 kilometres and both have expensive oil and fuel filters.The 1FZ-FE, 4.5-litre, in-line petrol engine, introduced in early 1993, was as durable as Toyota promised it would be, but servicing costs are elevated by high filter prices.Engines converted to run on LPG seem to live without any drama, but Toyota actively discouraged the practice.Gearbox problems included a pre-1993 major issue which was a crunching, vibrating manual gearbox – it was bad enough to cause Toyota to change its advertising message, dropping the reference to “vibration-free". In 1992 a redesigned manual transmission cured most gearbox complaints.Minor problems with early 80s include a clutch accumulator which leaked and can be best repaired by replacing it with the later model unit.Automatic transmission problems are infrequent as far as we know.The turbo-diesel suffered from big-end problems that were fixed only by service outlets that had access to a full range of over- and under-sized bearing shells. (If you’re buying a factory turbo-diesel 80 Series with the 1HD-T engine make sure the bottom end has been professionally rebuilt.)Toyota continued to support the turbo-diesel, finally replacing the 1HD-T with the properly engineered 24-valve 1HD-FT in March 1995, along with a facelift and revised interior.If the 80 has any aftermarket gear on it, as always check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle history report.Prices range from around $20,000 to $60,000, depending on how well the vehicle has been maintained and just how obsessed a LandCruiser fan you are. Prices do not include on-road costs.(Note: Some years ago I commissioned a mate of mine, 4WDing legend Allan Whiting, to write a yarn about the 80 Series for this website – Allan’s work has been used as the basis for this entry.)Australian automotive engineering company Premcar was given free rein to transform the Patrol into something better, as part of Nissan Australia’s Warrior program, and this is the result.The Patrol Warrior is bigger, wider and taller than the Ti spec Patrol on which it’s based and it has upgraded Aussie-tuned suspension, a Warrior-specific wheel-and-tyre package, a bi-modal exhaust system, tough-as-nails underbody protection, a 48kg increase in payload over the Ti (to 736kg), among many other enhancements.The Nissan Patrol Warrior is an eight-seat 4WD wagon with more than $15,000 worth of crucial conversion work, engineering upgrades and fitment of adventure-ready accessories brought onboard to turn the Patrol into a Warrior.The Warrior has the Patrol line-up’s 5.6-litre V8 petrol engine – producing 298kW at 5800rpm and 560Nm at 4000rpm – and a seven-speed automatic transmission.It has full-time four-wheel drive with high- and low-range modes.At its Patrol heart the Warrior has all the solid reliable four-wheel drive mechanicals, plenty of torque over a wide rev range and a rear diff lock.Warrior-specific suspension modifications include Warrior-tuned 'Hydraulic Body Motion Control' suspension (front and rear), front Warrior red springs, rear Warrior multi-rate red springs, Warrior rear bump-stop, a bash-plate and more.The Warrior wheel-and-tyre package is the Yokohama Geolandar 15 All Terrain tyres (295/70R18) on 18 x 9 J cast-aluminium Patrol Warrior black machined-face alloy wheels. These tyres are bigger and offer more grip, so they provide the Warrior with plenty of traction on terrain where a standard Patrol may struggle.There's more ground clearance in the Warrior (323mm, +50mm over the Ti), so approach (40 degrees) and departure angles (23.3 degrees) are an improvement over the standard Patrol.Ramp-over angle is not listed, neither is wading depth but I reckon the latter is about 700mm.The Patrol is a well-respected towing platform and the Warrior’s towing capacities remain as 750kg (unbraked) and 3500kg (braked).The Warrior's GVM (gross vehicle mass) at 3620kg is 120kg more than the Ti Patrol’s.Chances are the Warrior hasn’t been used for any four-wheel driving beyond well-maintained bush tracks but, just in case, when checking out the vehicle in person, make sure you look under the vehicle to check if it hasn’t copped any serious knocks, bumps or scuffs to the undercarriage or side steps – that may be an indication of other more serious damage that is not visible. If you’re in Queensland, where beach-driving is much more accessible than it is elsewhere, check for rust, sand or salt spray residue.Don’t buy a V8-powered vehicle if you baulk at big fuel bills. The Nissan Patrol Warrior has an official fuel consumption figure of 14.4L/100km (on a combined cycle).On a recent test, I recorded 23.2L/100km but I did a lot of high- and low-range 4WDing.The Patrol has a 140L fuel tank capacity, so, using our on-test consumption figure you could reasonably expect a full-tank driving range of about 603km.If the Warrior has any other aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from approximately $95,000 to $120,000. Prices do not include on-road costs.The Sport is available as a 4WD wagon with a 3.0-litre turbo-diesel V6 engine or as a rear-wheel drive wagon with Ford’s 2.0-litre four-cylinder bi-turbo – both have a 10-speed automatic transmission. (Pictured is a Sport with the V6 engine and selectable 4WD with auto mode.)It has a 3.0-litre turbo-diesel V6 (producing 184kW at 3250rpm and 600Nm from 1750rpm-2250rpm) and a 10-speed automatic transmission.It has a 4WD system with selectable two-wheel drive (2H), four-wheel drive high-range (4H), four-wheel drive low-range (4L) and four-wheel drive automatic (4A = 4Auto) that sends drive to the front and rear axles as needed, and which can be used on high-traction surfaces.It also has a locking rear diff.The Everest has selectable drive modes including Normal, Eco, Tow Haul, Slippery, and for off-roading: Mud/Ruts, and Sand, which adjust engine outputs, throttle, transmission, braking, traction and stability controls to best suit the driving conditions.This Everest is a very impressive off-roader: the engine is torquey, with plenty of its 600Nm on top across a wide rev range.The 10-speed auto transmission is clever – most of the previous-gen’s scrambling between ratios has been ironed out.The Everest has a listed length of 4914mm (with a 2900mm wheelbase), a width of 2015mm, and a height of 1837mm. It has a turning circle of 11.8m and an official kerb weight is 2457kg. So this is not a small wagon.And its dimensions prevent the Everest from being an absolute off-road beast. It feels low – even though official ground clearance is listed as 226mm – and its underbelly feels vulnerable.Approach angle is 30.2 degrees, departure angle is 25 degrees, and ramp break-over is 21.9 degrees, but remember that if you fit a towbar to the rear that will impact the Everest’s departure angle. Wading depth is 800mm.Another thing: the brake pedals feel spongy – taking a long time between initial foot pressure to actually 'biting', and then the brakes – discs all round – quite abruptly clamp into action.Official fuel consumption for the Everest V6 is 8.5L/100km on a combined cycle; on my test I recorded 15.7L/100km.The Everest has a 80-litre tank, so, going by the above figures, you will have a touring distance (spent mostly in low-range 4WD) of about 510km.Ford has offered the Everest with choice of three ARB Builds – Family Adventurer, Tourer, and Serious Off-roader. Each one includes a specific set of aftermarket accessories (covering protection, suspension, lighting and more) and were fitted, at the new owner’s request, prior to collection.The builds are covered by Ford’s five-year/unlimited km warranty.However, if the Sport you’re considering has any one of those builds onboard, make sure you check the vehicle thoroughly for any damage and, of course, order a vehicle history report. Chances are this vehicle may have never been used off-road – or it may have been subject to a terrible barrage of 4WDing-related punishment. It’s up to you to check.As standard, the Sport came with 20-inch alloy wheels with Goodyear Wrangler Territory HTs (255/55R20) – not ideal for off-roading. Ford was offering offer 18-inch black alloys on All-Terrain tyres as a no-cost option at time of purchase, but if the second-hand Sport you’re considering to buy is shod with other, more off-road-appropriate tyres and is on 18-, 17-inch or even 16-inch rims, then make sure you check for damage – slight or otherwise – on the front and rear bumper, side steps, underbody, everywhere because this vehicle may have been used for more serious off-roading than merely well-maintained bush tracks.There is some uncertainty as to how well the Everest’s transmission holds up under the sustained pressure of heavy towing.Also, I have been privy to negative chatter – online and around campfires – about Ford’s after-sales service.A niggle: the e-Shifter in 4WD Everests is an annoying toggle/rocker-switch.As always, if the vehicle has any other aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from $67,000 to $87,000. Prices do not include on-road costs.It looks like a block of wood on wheels but the LandCruiser Troop Carrier’s 4WD heritage is undisputed and its status as a solid bush-tourer is further enhanced by Toyota's reputation for reliability – whether justified or not.The Troopie's popularity remains heavily reliant on its bush cred – but it has that rep for a reason: this is a go-anywhere country work truck or remote-area touring vehicle.It offers its owner very little comfort, driver-assist technology or mod cons – you’ve been warned – but the Troopie does deliver no-nonsense, no-compromise off-road capability.The 2019 Troopie is available in an entry-level two-seater WorkMate spec or top-spec five-seat GXL (pictured).It has a 4.5-litre turbo-diesel V8 engine – producing 151kW at 3400rpm and 430Nm at 1200-3200rpm – and that is matched to a five-speed manual gearbox.It has a part-time 4WD system with high and low range and front and rear diff locks as standard.The GXL Troopie gets 16-inch steel wheels, rather than alloys.It's a very basic interior, sure, but it's a durable and supremely functional cabin with plenty of hard-wearing surfaces, cloth and plastic.Don't go looking for Apple CarPlay or Android Auto – it's not here, unless a previous owner has dropped it in as an aftermarket system.The tall and boxy Troopie is 5220mm long (with a 2980mm wheelbase), 1790mm wide and 2115mm high. It weighs 2325kg.The Troopie is more than a tad unwieldy in any cityscape, a bit awkward to manoeuvre on suburban streets but, of course, much better when you get it out in the bush.Driver position is high and commanding, visibility is great all-round and that V8 offers up plenty of responsiveness when you make demands of it.Steering is vague, it exhibits pronounced body-roll on sharper corners, and the brake pedal action is spongy. However, if you forgive it those characteristics, and more, which I am, then you're in for an enjoyable drive.It's a bit more relaxed on an open road – when you can nudge into its tall fifth gear and get going – although its block-like shape tends to catch high winds and the wash from passing big rigs as a yacht's sail would.It’s a very capable 4WD. It's tall and square (so is easy to fill with camping gear, work equipment, your kids and dogs), it has a tough interior, and it has a robust drivetrain and 4WD system.The Troopie – with its live axles, coils at the front and leaf springs at the rear – will never feel like a sports car. It's noisy and no matter how refined Toyota claims to have made the V8 and its five-speed manual gearbox, it will always feel gruff and agricultural – and cough up more wind-rush roar over the big wing mirrors – compared to everything else.The Troopie's low-range gearing is so very low that it's able to crawl up the steepest of driveable inclines with no difficulty – even those criss-crossed by deep ruts. Generally, 4WD Low first gear is enough to get the Troopie up anything.With a wading depth of 700mm and 235mm ground clearance, enough to clear most submerged obstacles, this Toyota was never fazed during any water crossings. It has a snorkel as standard.Its standard 16-inch skinny tyres – Bridgestone Dueler A/Ts (225/95R16) – aren't ideal for bush-touring so get rid of those for some you'd be more likely to find all over the place.Towing capacity is 750kg (unbraked) and 3500kg (braked). It has a 975kg payload, a GVM of 3330kg and a GCM of 6800kg.Claimed fuel consumption is 10.7L/100km (combined). On my most recent test I recorded 11.1L/100km. It has a 180-litre tank, so, going by the above figure, you could reasonably expect a touring distance of about 1620km from a full tank.Note, the TroopCarrier does not have an ANCAP safety rating because it has not been tested.Even though it is a natural born off-roader, its bulk sometimes works against: the long wheelbase can prove to be a burden through deeply rutted hills or inclines/declines lumpy with sharply angled rocks or pitted by steep-sided potholes.Check thoroughly for damage to the underbody, and front, sides and rear.As always, if the vehicle has any aftermarket gear on it, make sure that equipment hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give the vehicle a thorough going-over, and get a vehicle-history report.Prices range from $75,000 To $83,000 – another case of “Toyota tax”. Prices do not include on-road costs.The top-spec seven-seat GSR is a solid value-for-money all-rounder and a very capable off-road vehicle.The Pajero Sport has a 2.4-litre, four-cylinder, turbo-diesel engine, which produces 133kW at 3500rpm and 430Nm at 2500rpm, and it has an eight-speed automatic transmission.This is not a dynamic combination, but although it is sluggish, the Pajero Sport is reasonable on-road and it’s very nimble off-road.The GSR has Mitsubishi’s Super Select II 4WD system and a rear diff lock. One of the advantages of Super Select II 4WD is that fact you’re able to drive this vehicle in ‘4H' (4WD high range) without any risk of transmission wind-up because the centre diff is not locked. This factor adds an extra element of safety and sure-footedness to your driving experience.The GSR has a button-operated off-road mode system – with Gravel, Mud/Snow, Sand or Rock settings, each of which tweaks engine output, transmission settings and traction control to best suit the terrain – and hill descent control.The GSR has selectable off-road modes, including Gravel, Sand, Mud/Snow (when in high-range 4WD) and Rock (when in low-range 4WD). Each of these modes adjusts engine output, transmission settings and traction control to best suit the terrain.The Pajero Sport is 4825 millimetres long with a 2800mm wheelbase. It is 1815mm wide, 1835mm high and it has a listed kerb weight of 2125kg.In terms of packability, the cabin is quite narrow compared to many of its rivals and there are plenty of other SUVs and 4WD wagons around that offer more room inside for people, gear and dogs – but overall this is a functional space, even if it feels a bit dated.As standard it’s riding on Toyo Open Country A32 all-terrain tyres (265/60R18 110H) but it would perform even better with more aggressive rubber.Wheel travel is okay, ground clearance (218mm) is reasonable, although you still have to mind your driving line through rough terrain and be mindful of approach (30 degrees), departure (24.2) and ramp-over (23.1) angles. Wading depth is listed as 700mm.Official fuel consumption for the Pajero Sport GSR is 8.0L/100km on a combined cycle.Its real-world fuel figure on this test, from pump to pump, was 9.6L/100km.The Pajero Sport has a 68-litre tank, so, with that sort of fuel-consumption figure, you can reasonably expect a driving range of approximately 680km from a full tank, but that’s after having already factored in a safe-distance buffer of 30km.The Pajero Sport is noteworthy because it is covered by a 10-year/200,000 kilometre new car warranty, (whichever occurs first and when all scheduled services are completed at a Mitsubishi dealership), 10 years of capped price servicing, and four years of roadside assistance, provided the previous owner has stuck to the conditions of said warranty.Chances are the Pajero Sport hasn’t been used for anything more challenging than rain-slick bitumen, well-maintained bush tracks in national parks, or gravel back roads but, just in case, when checking out the vehicle in person, make sure you look under the vehicle to check that it hasn’t sustained any damage to the underbody or side steps – that may be an indication of other more serious damage that is not visible. If you’re in Queensland, where beach-driving is a right not a privilege, check for rust, sand or salt spray residue.As always, if it has any aftermarket gear on it, make sure that gear hasn’t caused any warranty-related issues, check everything, get a mechanic mate to give it a thorough going-over, and get a vehicle-history report.Prices range from $42,000 through to $70,000, depending on the grade. Prices do not include on-road costs.