2022 4x4 Of The Year: Final Six

Our judges have slashed the 18 contenders down to six finalists. The Toyota Hilux SR5 and Ford Ranger XLT will battle it out for Best Ute; while the Toyota Prado VX, Nissan Patrol Ti-L, Land Rover Defender 110 D300 and Toyota LandCruiser 300 VX will clash for Best Wagon.

Toyota Hilux SR5

As the overall winner of 4x4 of the Year in 2021, the SR5 was a walk-up start in 2022 and it edged its way through the first stage of testing with the same 'does everything well but nothing exceptionally’ manner.

VALUE FOR MONEY

For a four-door 4x4 ute that starts at less than $60K and does everything you ask of it so well, you can see why the Hilux SR5 remains so popular with buyers both in town and out in the bush.

Our car was fitted with an automatic transmission and the Luxury pack, which adds leather-covered power seats and some fancy interior trim – but even with these additions and their cost, the Hilux remains strong value.

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In fact, we reckon the lux-pack really adds to the SR5’s interior, giving it a more premium feel and finish that was appreciated by the drivers. It was certainly something you noticed when switching between it and the Ranger XLT.

FULFIlMENT OF INTENDED FUNCTION

The job of any four-door ute is to carry passengers and a load, and the Hilux accomplishes both these tasks well. The interior is adequate in size for four adults, or two up front and three kids in the back seat.

It isn’t the biggest cabin in its class and loses out a bit on shoulder room, but none of these mid-size utes really accommodate three adults across the back seat comfortably.

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The SR5 has a 995kg payload and 3500kg towing capacity, which are pretty good numbers for a high-grade ute with this level of standard equipment. Its load bed is easy to access and has tie-down points low in the corners, but there’s no power outlet in the tub as standard equipment.

“This is the best Hilux ever but still not as good all-round as the Ranger,” said Jason Lock while out on the tracks. “It’s let down by its suspension tune and smaller size than the Ford ute.”

SOUNDNESS OF ENGINEERING

Believe it or not, this is still a huge strong point for Toyota vehicles. Its reputation for dependability and durability is well-earned, and with a look underneath the Hilux you can see why. They are built to last!

Despite the problems with DPFs in Toyotas in recent years, we’re not hearing anywhere near the same complaints from owners or fleet about this, and the 1GD-FTV engine is proving to be a reliable and strong performer.

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Toyota does a huge percentage of the testing and development of its 4x4 vehicles in Australia, so they are bred for our harsh conditions. This is why the Hilux is the perennial favourite with fleet buyers and those that use them for work.

BUSHABILITY

With its stout payload and towing capacities, sensible wheel size, and functionality that comes from decades of building this style of vehicle, the Hilux ticks all the boxes for a bush vehicle.

Toyota now offers an extensive range of genuine accessories to kit the Hilux up to the owner’s requirement, be they for work or play. Plus, as a vehicle that is consistently a top seller, it is heavily supported by the aftermarket industry with just about every accessory and modification you could want.

Ford Ranger XLT

The Ranger was the best-selling 4x4 in Australia in 2021, and early indications suggest it will repeat that this year. The Ranger Raptor was a previous 4X4OTY winner, but this year the mid-grade XLT won favour for its all-round package.

VALUE FOR MONEY

The 2.0-litre bi-turbo diesel engine adds around $2K to the cost of the Ford Ranger where you can get it with the 3.2 diesel; and while it wouldn’t be our choice of powerplant in this car, it’s what we were given to test. That extra cost tips the Ranger over the $60K mark, whereas our preferred 3.2 costs less than $60K and is more comparable to the Hilux SR5.

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That said, the XLT remains well-equipped with all the comfort, convenience and safety features you could want in a ute.

The Ranger Raptor might be better appointed and way better performing, but it also costs a lot more and compromises on payload and towing capacities, so it was edged out by the mid-grade XLT this time around.

FULFIlMENT OF INTENDED FUNCTION

The Ranger has one of the bigger cabins in the mid-size ute class and is up there with the Volkswagen Amarok in that regard. This makes it more comfortable to ride in and better to carry back-seat passengers than most of its competitors. Sure, the back seat is still not ideal for three adults across its width and – the seat back is quite upright – but it’s better than most in this class.

Front-seat passengers get a great place to ride, with plenty of space, comfortable pews and all the HVAC and audio features at easy reach. As a load hauler the XLT has a 1003kg payload, 6000kg GCM and a 3500kg towing capacity, to get those jobs done well.

SOUNDNESS OF ENGINEERING

A common comment among our drivers while testing at the AARC, was how well the Ranger felt on the Second Grade Road which simulates the best and worst of Australian outback roads. Ford nailed the chassis and suspension tune of the Ranger when setting it up for local conditions and you can feel that Australian input wherever and whenever you drive it.

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Another comment was that it’s no wonder the Raptor is so impressive to drive when the car it’s based on is this good. The Ranger is the most Australian new car on the market, so it’s made tough for Australian conditions. You can see it when you look under the car and feel it when driving it. This thing is solid.

The cargo area is wide and easy to access via a soft-lift tailgate, and there’s a bed liner and 12V power outlet there to power the fridge or other accessories.

BUSHABILITY

With its locally tuned suspension, spacious cabin, generous payload and towing capacities, and the performance of the 500Nm 2.0L engine and 10-speed automatic transmission combination, the Ranger will get the job done in the bush.

The way the drive system maintains the electronic traction control across the front axle when the rear diff is locked is the best application of this technology short of having front and rear locking diffs – this in combination with healthy rear-axle travel gets the Ranger over and up most obstacles.

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Ford quotes the Ranger’s wading depth as 800mm, but we don’t like the way the air intake faces forwards over the headlight and have heard of instances where it has let water into an engine. This is disappointing on the 2.0 engine, as the 3.2 breathes through the inner guard where it is better protected.

Again, the popularity of the Ranger means the aftermarket accessories trade produces and stocks just about everything you could ever want for your Ranger – and if they don’t make what you want yet, someone soon will.

Ron Moon said of the Ranger XLT, “With good off-road credibility, a smooth engine and a suspension that was bred and refined in Australia, all take the latest Ford Ranger to the top of the ute pile for 2022.”

Toyota Prado VX

The Prado might be an elder statesman of the 4x4 showroom, but it remains a standout best-seller in the mid-size 4x4 wagon segment, eclipsing anything else in that category when it comes to sales. Its popularity is warranted, as it’s a well-proven package that has evolved over the decades to be a solid family touring wagon capable of any conditions.

The Prado got its last upgrades back in August 2020 when the power and torque of the 1GD 2.8L diesel engine were increased to 150kW and 500Nm, in line with that engine in the Hilux and Fortuner, and it resurrected the performance back to life, as the first iteration of the engine was sorely lacking a pulse.

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We were given a Prado VX for 4X4OTY testing; one with the no-cost option of a flat tailgate and no fuel sub-tank. This is an option, and the standard car still mounts the spare on the tailgate and comes with 150-litre fuel capacity.

VALUE FOR MONEY

At $76,380 the VX is getting up there in the range in terms of cost, but it does bring extra features and luxury to match the price. The Prado range starts with the mechanically identical GX model, at $59,640.

All Prados are powered by the updated 2.8 diesel backed by the Aisin six-speed automatic and full-time, dual range 4x4. The base model GX is a five-seater, while the rest have seven seats across three rows.

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The VX as tested is a seven-seater, although the third-row seat space is tight and best left for kids or small adults. The third row folds in to the floor to leave a sizable cargo space with tie-down points and a power outlet. A part of the 2020 upgrade included a new AV system with a bigger nine-inch screen and access to Apple CarPlay and Android Auto.

The VX has three-zone climate control, heated and cooled leather seats, and a 14-speaker JBL sound system that really cranks. It has a premium feel to the interior and you can see where the extra money for the VX goes.

FULFILMENT OF INTENDED FUNCTION

The Prado is the budget alternative to a LandCruiser. It’s smaller but it still has seven seats; has a smaller engine but doesn’t lack in performance; and it is far more affordable than the equivalent model in an LC300.

The Prado doesn’t compromise on off-road ability or load carrying, as healthy rear-axle articulation and good ETC are enough to get it over most situations, even if the tech isn’t Toyota’s latest as found in the LandCruiser and Hilux. The towing capacity of 3000kg is sensible but not up to the 3500kg many large ’van owners will expect.

SOUNDNESS OF ENGINEERING

Typical Toyota quality in every Prado is the reason folks keep coming back to them. They might not be sexy, fast or exciting, but they are solid and dependable wagons, which is more important in a family touring or towing vehicle.

Smart buyers come back to Prados as a sensible choice, and again it’s those decades of evolution that have brought the model to where it is now. The original Prado was created to compete with the Mitsubishi Pajero, and 30 years down the track it has outlasted the once popular Paj.

BUSHABILITY

If there was one negative to Prado’s 2020 updates, it was the switch from 18- to 19-inch alloy wheels on the upper spec models such as the VX, as this heavily restricts alternative tyre choices for anyone wanting to venture off the black top. The 19-inch wheels are not a popular size, so there are not a lot of tyre options offered for them. The Prado and the Defender were the two vehicles that copped punctures when we were exploring the harsh rocky terrain of the Barrier Ranges on Eldee Station.

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Tyres aside, the Prado’s standard fuel capacity is the biggest in any standard 4x4, and combine that with its frugal consumption – 10.6L/100km – and you have excellent touring range on a tank of diesel.

Toyota has a range of genuine accessories for the Prado, and as such a popular model there’s heaps of aftermarket kit available for them.

It might be ageing, but the Prado remains a sensible buyer’s touring 4x4, and this was appreciated by all our drivers when it came to scoring it in the outback.

“The Prado quickly became a favourite among the judges and, despite not really offering anything new or flash, its ability to just get the job done makes it one of the perennial contenders in this category,” said Dex Fulton after the week-long test, which reflected the comments of most of us.

Nissan Patrol Ti-L

Like the Prado but not as old, the Patrol is getting on in years – but ongoing facelifts and updates have kept it in the watch-house of many 4x4 buyers. It’s a large wagon that competes in size with the 300 Series, but priced from $82,160 to $95,115 it falls in to the same category as the Prado, Everest and many smaller 4x4 wagons.

The Patrol’s strong point of value-for-money is its stonking V8 engine, and its overall dynamics has seen it grow in popularity, especially since the second-generation facelift came along to give it a sharper and more aggressive look that seems to have drawn in buyers.

VALUE FOR MONEY

We have the top-spec Ti-L Patrol for this test, and at $95K it represents a hell of a lot of car for the money. It’s bigger than a LandCruiser 300 externally and, most importantly inside, has most of the luxury features you expect of a top-spec variant, and it delivers a driving experience that anyone who loves driving cars should appreciate.

Three rows of leather seats – heated and cooled up front – up-to-date safety tech and the dynamics to leave any LandCruiser behind on a mountain road ensure this is the driver’s car of large 4x4s, and it’s just as rewarding once you leave the roads and get in to the rough stuff.

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The one point we find lacking in the Patrol is the design of its dashboard which, with its shiny faux wood and chintzy chrome trim, looks to come from the 1990s, and it’s so old it doesn’t have Apple CarPlay or Android Auto, which is almost unheard of in any new car today.

The Nissan Patrol of 2022 represents much better value than it did when the Y62 first launched in Australia and the three models offered were all priced upwards of $100,000. The price is now right, and the newfound popularity of this model reflects this.

Evan summed it up saying that, “The Patrol is good value for money, comfortable and capable on- and off-road. The petrol engine proved to be thirsty, but not by a crazy number.”

FULFILMENT OF INTENDED FUNCTION

The Patrol does the large three-row wagon thing very well. Not only does its cabin size allow plenty of room for seven passengers, but there’s still space behind the third-row seat for luggage; something you won’t find in a LandCruiser. The Patrol cabin has the space and luxury to satisfy most families.

The launch of the Y62 Patrol might have set the Nissan faithful in to a spin when it was revealed back in 2010 featuring independent suspension both front and rear – and the only engine offered would be a petrol V8 – but they soon came around once they experienced what the new car offered.

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To the surprise of many, the suspension gives nothing away off-road and the Patrol clambered up our rutted hill without raising a sweat. The ETC is responsive but the Patrol seems to respond better with the rear differential lock engaged.

The one drawback of the Patrol as a touring vehicle, is its fuel range. Yes, it has a 140-litre tank as standard, but all that V8 performance does come at a cost at the pump. As the only petrol-fuelled car on test, the Patrol was the thirstiest among our top six, using 17.0L/100km over the week of testing.

SOUNDNESS OF ENGINEERING

Many questioned the Patrol’s 298kW V8 engine and fully independent suspension, but both have proven themselves over a decade now and demonstrated their on- and off-road prowess.

A 5.6-litre naturally-aspirated V8 engine might sound like something from Jurassic Park in this day and age, but it works well and is so much fun to drive. With its T-Rex-like roar when you put your foot down, we’d happily accept any dinosaur comparisons.

Just because the VK56 uses displacement rather than forced induction to create its abundance of power, doesn’t mean it’s old technology. It’s a DOHC design with variable valve timing and lift, and direct fuel injection to attain optimum performance.

For many travellers, not having any turbochargers or the complexity of the emissions-control systems that are fitted to modern diesel engines, more than makes up for the fact you are using a bit more fuel at the pump – and I reckon there’s a good argument in that.

BUSHABILITY

Patrols have been tough bush vehicles for 70 years now and, despite what naysayers might think, the Y62 continues on that heritage.

The independent suspension not only makes it handle better but also gives the Patrol more ground clearance. The way it is sprung maintains that clearance well; even when dropping down steep descents, the front end doesn’t compress enough to compromise diff clearance, something you find in many stock IFS vehicles. The Patrol uses an automatic on-demand 4x4 system that also gives you lock high and low range 4x4, a rear diff lock and multiple drive modes for sand driving, rock crawling and so on.

Even though it has independent suspension, the Patrol still has heaps of wheel travel so it doesn’t work its ETC too hard. It seems to work better with its rear differential lock engaged than relying on the ETC.

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If there’s a niggling complaint when driving the Patrol (and the Navara) off-road, it’s that you need to pull up to a complete stop to tap the transmission back to first gear when you are in low range. This is annoying when you crest the top of a hill ready to go down and you want to tip it back to first to achieve maximum engine braking and vehicle control. Thanks to its relatively large capacity, the VK56 engine exhibits pretty strong engine braking for a petrol engine and the gearing is just right.

The Patrol rides on 18-inch wheels and its standard 256 tyres still have a healthy sidewall so are well-suited for gravel and off-road use. The great thing is that you can tuck a set of 35s on there without having to mess with the suspension – and 37s aren’t uncommon on them with the right mods.

Due to their relatively low sales numbers, the Patrol has been slow to be embraced by the aftermarket and it can take some time to get gear for them every time Nissan does an update or makes changes that affect the accessories. But there is a lot of stuff out there for them and certainly all the kit you could want to build a long-distance tourer or a serious off-roader.

One of those accessories will want to be a long-range fuel tank, because even though the 62 carries 140 litres standard, there’s no hiding the fuel use of a V8 petrol engine. The Patrol required a ‘betweeny’ fuel fill when the other cars didn’t need it on this trip, but that’s something that can be worked around with extra fuel capacity.

“The Patrol Ti-L could be a fully modded outback tourer for less than the cost of a stock Cruiser or Defender and it’ll drive (and sound!) like a million bucks while doing so,” said Dex.

The Patrol is a capable, fun to drive and spacious 4x4 that at less than $100K represents a helluva lot of bang for your bucks.

Land Rover Defender 110 S D300

The new Defender has been with us for a year now, but at last year’s 4X4OTY it was only available with the petrol engine. In 2021 the Defender received the diesel engine it deserves (not that there's anything wrong with the P400 engine) and one that would be most appealing to Australian travellers.

After Land Rover Australia discounted the great value D250 model, we’ve opted for the low-spec S model D300 in the Defender 110 range, as it is the most affordable but doesn’t miss out on any kit you really want for touring.

VALUE FOR MONEY

Starting at $102,000 the D300 isn’t cheap and by the time the options – both worthy and not so worthy – are added, this vehicle tips the till to the tune of $122,000, making it a suitable comparison to the LandCruiser VX.

It might be a costly and less luxurious model by Land Rover standards, but the D300 Defender has the gear to get you places with very little fuss and doesn’t want for much.

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An excellent bi-turbo diesel engine that makes 650Nm of torque, a smooth eight-speed automatic transmission and clever full-time 4x4 system, and height-adjustable suspension that raises the Land Rover over all but the gnarliest of obstacles, make the Defender a supreme touring vehicle and capable off-roader. When you look at all the useful hardware and technology in the Defender, it starts to look like excellent value for money.

FULFILMENT OF INTENDED FUNCTION

The Defender 110 is a large wagon that can be configured to seat three, five or seven passengers, and it accommodates any of those configurations with aplomb. Its third-row seat isn’t as accommodating as that in its Discovery stablemate, but it is sufficient for shorter trips.

With its tall, boxy body the 110 offers plenty of interior space should you use it for passengers or cargo, and it will carry all of your family camping kit. The second and third rows fold completely flat, allowing you to make the most of that long load space.

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The Defender is an exceptionally capable off-road vehicle and with its suspension cranked up and the Terrain Response set accordingly, it walked up our steep, rutted hill climb with relative ease. It also conquered a challenging sand hill where it was clearly visible how well the electronic traction control and locking centre and rear diffs were operating. This hill provided an excellent opportunity to see how the technology works on each of the cars.

“This vehicle does everything and goes everywhere you could want it to,” said Dex. “Despite my best efforts to look down on it with haughty scorn, I wound up falling in love with it.”

SOUNDNESS OF ENGINEERING

Like all current Land Rover vehicles but in deference to its predecessor, the current Defender employs the latest technologies, engineering and systems to give it such a broad range of abilities.

Over and above other current Land Rover models that use the same architecture, the Defender has a beefed-up suspension and, to make it more durable, rides higher on its suspension (up to 283mm) to make it more capable. Its simpler interior puts practicality ahead of style and luxury, to make it more usable.

It still feels more luxurious than other 4x4 wagons on the market, yet it is capable of towing 3500kg and feels at home in the desert, the rainforests or the suburbs.

BUSHABILITY

While the Defender comes factory equipped with outstanding off-road hardware, solid payload and towing capacities, and a broader range of capabilities than any other new 4x4, it is left behind in terms of accessories and being adaptable to what four-wheel drivers like to do with their vehicles.

Land Rover does offer a factory bullbar, intake snorkel, roof racks and plenty of other accessories for the Defender, but it is relatively ignored by the aftermarket gear suppliers.

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The standard 90-litre fuel tank is only just adequate but more would be better; and the wheels on this model are 19s or 20s and fitting 18s requires modifications to the rear brakes. We’re sure the Defender would attract a lot more buyers if it was more widely catered for by the big aftermarket accessories brands.

While the amount of technology in the Defender will also spook many buyers, it is a sign of the times and the same in any new vehicle, but the access to dealers or service providers in remote places when compared to more mainstream brands poses a concern for many.

“Even though the Cruiser is the heavyweight title-holder and is well-proven and designed for Aussie conditions, the new-kid Defender still gave it a hell of a run for its money,” said Dex.

Toyota LandCruiser 300 VX

We were presented with two LandCruiser 300s for 4X4OTY testing, but neither of them were the specification we asked for. We ended up testing the LC300 VX model, which at $122,51, is a better value package than the $140,570 Sahara that was the alternative.

All LC300s are powered by the same new V6 diesel and 10-speed auto powertrain, with the same chassis; it’s just the levels of bling and equipment that vary depending on cost. Who knows what could have happened if we had the $140K GR Sport with its front and rear lockers and e-KDSS?

VALUE FOR MONEY

At $122K the VX Cruiser was seen as better value than the $140K Sahara. Sure, the Sahara might have some more features, but mechanically the two are identical and the VX is still pretty loaded and doesn’t miss out on anything you might want.

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In fact, Toyota says that towards the end of the LC200 era, the VX became the best-selling model in the range and it expects that to continue once it can get stocks of the 300 in the country and out to customers.

Like any LandCruiser the VX is built to tour, and this spec adds some luxury with heated and cooled faux-leather seats, sunroof, big screen in the dash, four-zone climate control and the full suite of safety technology. It also rides on the 18-inch wheels, so they are still a practical size compared to many other luxury models.

With seating for seven the VX is the LandCruiser for family buyers looking for a bit more luxe in their touring rig.

FULFILMENT OF INTENDED FUNCTION

Toyota certainly stuck to its proven formula when creating the 300 Series and didn’t step too far away from its successful 200 Series for the new model. In fact, what it has done is fix and improve upon the things that let the 200 Series down; just as any successive new model should.

The new V6 diesel engine is more powerful, more refined and, most significantly, more economical than the V8 engine in the previous generation. The LC300 used 13.3L/100km over the length of our test, where we reckon a VDJ200 would have been in the 17s.

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“Any ideas you may have had about the new V6 diesel not measuring up to the superseded V8 – forget them! This thing is better in every way,” said Dex Fulton after some time behind the wheel of the 300. “It’s everything you would expect from the Toyota flagship and I’d wager a hefty sum we’ll be seeing big builds of these rigs before long. It’s just so suited to touring the Aussie bush.”

The new LandCruiser remains a big and comfortable touring vehicle but it rides and handles better than the 200, making it more relaxing and comfortable to drive over long distances and spend hours behind the wheel. The suspension sticks to the same design but is heavily revised, and the use of aluminium and other lightweight materials allowed the engineers to lower the centre of mass in the vehicle to achieve these goals.

It does so without compromising on off-road ability. In fact, it’s improved with the latest tech used in the ETC and Crawl Control functions. Add in extra wheel travel at the rear axle and the Cruiser remains an off-road icon.

SOUNDNESS OF ENGINEERING

The 300 still feels very much like a LandCruiser, and that means solid and reliable; aside from the somewhat dull sound when you tap on the aluminium body panels. Again, Toyota has stuck to what works and refined and improved on the hardware and technologies.

The V6 engine pulls strongly and doesn’t have the lazy feeling of the old V8. Take that how you may, but the new powertrain feels well-suited to a touring and off-road-capable 4x4. The electronics improve not hinder the performance, and exploring their capabilities rewards the driver. The Cruiser crawled up the rutted hill climb and was one of the better performing vehicles over the tricky sand hill.

BUSHABILITY

Toyota calls Australia the home of LandCruiser, which is why it does so much of its testing and development here. It’s a wagon that’s made for travelling our big country, no matter what roads you are using or if you want to tow a large trailer. The 300 is built tough to take on the conditions and also be able to be accessorised to suit your needs.Toyota has even gone as far as including the trailer wiring harness as well as the integrated tow bar in the 300 Series.

Toyota has also come out with a range of products such as steel and alloy bullbars, roof racks, a snorkel and other genuine accessories, while the aftermarket has been quick to develop a bigger range of products to suit the Cruiser.

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One downside to the 300 compared to the 200 is the drop in fuel capacity, with its now 110 litres via an 80-litre main tank and a 30-litre sub tank. The towing capacity remains at 3500kg, while the payload for the VX could be better at 650kg. A few of our drivers mentioned they miss the old split tailgate of previous LandCruisers.

It’s this suitability to the Australian conditions, the access to aftermarket equipment and the way the LandCruiser drives that impressed our drivers and they scored it higher than the Defender it was up against. In fact, the Cruiser was the second highest scoring vehicle among the finalists, falling just one point shy of the Ranger.