Prices for the facelifted 2025 Kia Carnival people mover have been confirmed ahead of its Australian launch.

The latest Carnival – designated as a model-year 2025 vehicle – is between $2670 and $5390 dearer than the pre-facelift version with diesel and petrol versions now in showrooms set to be joined by a hybrid model next month.

As detailed in late 2023, revisions are set to include an updated exterior design similar to the latest Sorento, Picanto and EV9, new alloy wheel designs, improved ride comfort, more active safety systems, and a front-centre airbag to help prevent head clashes in serious side-impact collisions.

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Inside, the Carnival has a new-look dashboard with a curved display panel featuring Kia’s latest ‘ccNC’ infotainment system with support for wireless Apple CarPlay/Android Auto and over-the-air software updates.

It also has a switchable climate/audio touch panel like the EV6, Niro and Sportage, and configurable ambient lighting that extends from the dashboard into the door panels.

The entry-level Carnival S now features an eight-speaker audio system (up from six) with surround sound, front parking sensors, rear occupant alert, trailer sway control, and digital instrument cluster.

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Base versions of the facelifted Carnival will feature a 4.0-inch multi-information display with digital gauges, with top-of-the-range models upgraded to a full-digital 12.3-inch unit.

This is an improvement over the pre-facelift Carnival, which featured a 4.2-inch display and analogue gauges across the Australian line-up despite the availability of a 12.3-inch unit overseas.

Kia Connect smartphone functionality has been introduced as standard equipment across the line-up.

All other Carnival variants have been renamed to reflect most other Kia vehicles sold in Australia, with the mid-spec Sport and Sport+ replacing the Si and SLi, respectively.

The Carnival Sport will include partial leather upholstery over the previous Si’s cloth, while the Sport+ will feature rain-sensing wipers, a digital rear-view mirror and side parking sensors.

A blind-spot view monitor is now standard on Sport+ and above.

A flagship GT-Line will replace the Platinum, while a ‘GT-Line Lite’ variant will slot between the Sport+ and GT-Line to replace the Special Edition, which was introduced in 2023 without certain supply-constrained features to reduce wait times for customers waiting for the range-topping Platinum.

Above the previous Special Edition it replaces, the GT-Line Lite adds an auto up/down window for the driver’s side only (instead of for all four windows) as well as an eight-way electric adjustment for the driver’s seat

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The flagship GT-Line brings a 12-speaker Bose audio system, power-adjustable memory-function front passenger and drivers seats, ventilated front seats, auto up/down front and rear windows, and a heated steering wheel with paddle shifters.

The GT-Line also adds remote smart parking assist and a head-up display over the previous Platinum.

Some variants are also expected to receive a blind-spot view monitor and Kia Connect smartphone functionality.

A new colour across the Carnival line-up is ceramic grey, which replaces ceramic silver and silky silver.

Available exclusively in flagship GT-Line trim is a 183kW/367Nm 1.6-litre turbo-petrol hybrid powertrain. At $76,210 before on-road costs it is the first electrified people mover sold in Australia with a price tag below $100,000.

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2025 Kia Carnival pricing

Mazda’s Chinese division has teased a new all-electric sedan ahead of its debut at the Beijing Auto Show next week.

The sedan, which could wear an ‘EZ-6’ badge following recent trademarks in China, will become the brand’s first electric vehicle built from the ground up – but it won’t be an authentic Mazda, limiting its export potential.

Recent spy shots from China confirm the ‘EZ-6’ – codenamed J90A internally – will be heavily based on the Deepal SL03 built by Mazda’s Chinese joint-venture partner Changan, with identical dimensions.

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However, it appears Mazda’s Tesla Model 3 rival will adopt some of its own styling traits, such as a circular LED signature within the tail-lights, different headlights, and unique alloy wheels.

It is likely the Mazda ‘EZ-6’ will also be offered with an extended-range petrol-electric powertrain, while an SUV derivative – codenamed J90K and likely badged ‘EZ-60’ – could arrive later based on the midsize Deepal S7, which has similar dimensions to the Tesla Model Y.

In China, the electric Mazda EZ-6 is expected to replace the current Mazda 6, which ended production for that market in December 2023.

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Outside of China, Mazda filed to trademark the ‘Mazda 6e’ and ‘6e’ names with the European Union Intellectual Property Office on March 18, 2024, to protect its use for “automobiles and their parts” and “electric cars and their parts”.

This points to an all-electric successor for the Mazda 6 for other markets – such as Australia, Japan, Europe and North America – which could be based on Mazda’s own ‘SkyActiv Multi-Solution Scalable Architecture’ instead of the China-specific ‘EPA’ platform underpinning the Mazda EZ-6 and Deepal SL03.

An electric successor to the current Mazda 6 – which has been on sale for 12 years – would provide Mazda with a rival to the Tesla Model 3, Polestar 2 and BYD Seal.

It would also compete with premium midsize electric cars like the BMW i4 and soon-to-arrive Mercedes-Benz CLA EV.

Globally, Mazda offers two electric vehicles – the MX-30 EV and the China-only CX-30 EV.

The MX-30 Electric was axed in Australia in late 2023 due to “Mazda Corporation’s strategy to welcome a range of new electrified models between now and 2025 – including hybrid electric vehicles, PHEVs and BEVs”.

A recent survey conducted by the Australian Motor Heritage Foundation has revealed the economic expenditure of historic vehicle owners across the country.

Inspired by the landmark 2020 HERO-ERA study undertaken in the UK, the Australian survey, conducted by The Mercurius Group, queried over 6000 respondents across 800 motoring clubs across Australia as part of a nationwide Economic Value Study. The results were surprising, including an approximated $10 billion annual expenditure on historic vehicles.

“In carrying out this study, we have shown that the historic vehicle movement is a large and vibrant part of Australia’s society and economy”, said the Australian Motor Heritage Foundation.

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“Historic” vehicles are defined by two categories: those 15-30 years old are defined as classic vehicles, and vehicles over 30 years old are defined as heritage vehicles.

Enthusiast owners of approximately 970,000 historic vehicles in Australia spend an average of $10,240 on each vehicle, per year – 12.5% more than people who own daily driven cars.

The historic fleet represents 4.4% of Australia’s total vehicle fleet of 21 million. Around half of the survey respondents own one historic vehicle, with the other half owning two or more.

Until now, there has not been a comprehensive survey of this nature conducted.

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“The findings of this report have certainly highlighted the significance of the historic vehicle sector to both the community at large and the economic sector.” – Hugh King, Chairman of the Australian Motor Heritage Foundation.

“The response from Australia’s motoring club members has been unprecedented; the economic modellers have never had so large a data pool to work with, proving motoring enthusiasts care as passionately about their historic vehicles as they do having their voices heard,” Mr King added.

“In carrying out this study, we have shown that the historic vehicle movement is a large and vibrant part of Australia’s society and economy.”

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The survey also revealed the total economic impact of $25.2 billion, with the sector creating nearly 79,000 jobs, generating $6.2 billion in wages and salaries annually.

Stavros Yallouridis, CEO of the Motor Traders’ Association of NSW said: “Despite the end of local vehicle manufacturing, Australia maintains a rich and diverse automotive industry, which employs hundreds of thousands of people across a range of roles… The automotive sector is one of the backbones of our economy and is also at the heart of our communities.

“This survey, and the enthusiastic response, highlights the necessity for Australia to back its automotive sector with world-class training, local skills development and career pathways.”

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Are you the owner of a historic or classic vehicle?

Tell us below!

April 11: Alfa Milano Junior revealed

Alfa Romeo turns a new page in its style book with this week’s reveal of the Junior compact SUV, launching in Europe soon with petrol and electric options. Australians will get a look at it too – in late 2025.

If you don’t need petrol range or the greater interior space, you might want to skip the only recently launched Alfa Romeo Tonale in favour of the compact new Junior.

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✋ APRIL 16: Stop the presses! Milano name banned by Italian govt

If you had read this story when it was first published on April 11, you might recall Alfa’s new compact SUV was named Milano – honouring the brand’s heritage, having been founded in Milan in 1910.

However, following a decision by the Italian government to ban the name Milano, Alfa Romeo has decided to call its new model Junior, after the GT 1300 Junior unveiled in 1966. Alfa parent Stellantis says Junior was a favourite name among fans when it canvassed fans in the lead-up to the Milano name’s reveal.

In the meantime, we’ll look forward to a brisk trade in Milano badges on eBay.

JUMP AHEAD to see the full Alfa Romeo announcement, or continue reading for details on the compact SUV formerly known as Milano.

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STORY CONTINUES (with Milano renamed Junior)

It’ll be quite the wait for Junior to reach Australia, with the local Stellantis office confirming it’ll be sometime in the second half of 2025 before buyers get the chance to plant one in their driveway.

The very closely related Jeep Avenger will make its Australian debut in the fourth quarter of 2024, priced from $53,990 – learn more about that one at the story linked below.

Back to the Junior…

Alfa Romeo calls this “a symbolic ‘welcome back’ to fans of the Giulietta and Mito”, two fairly well-regarded hatches that didn’t quite get the long-term upgrade commitments they deserved.

But, with Alfa now a part of the wealthy Stellantis family, the Junior will likely be better served at the table.

To that end, Alfa Romeo promises “best-in-class driving dynamics”. Class rivals are limited in number, in terms of likely price, but the larger Volvo EX30 will be among them – along with the mechanically (and historically) related Abarth 600e, for a bit of sibling rivalry.

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Power, battery, charging and driving range

Like the Fiat and Abarth 600e models, ‘Elettrica’ versions of the Junior open with a 112kW model and leaps to 177kW for the hero Junior Veloce.

Both variants use a 400V electric system and a 54kWh battery pack.

The electric Alfa Romeo Junior claims a driving range of up to 410 kilometres on the combined WLTP test cycle, but Alfa reckons those sticking to urban environments will see as good as 590 kilometres.

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Charging from 10 to 80% on a 100kW station is promised to take “less than” 30 minutes.

There’s a petrol-powered ‘Ibrida’ version of the Junior, too, matching a 100kW 1.2-litre turbo petrol three-cylinder engine with a 21kW electric motor and a six-speed dual-clutch auto.

MINI MATCH-UP

When will the Alfa Romeo Junior come to Australia?

For now, Stellantis has confirmed only that we’ll see the Junior here in the second half of 2025, “with engine variants, pricing and spec released later in the year”.

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How much will the Alfa Romeo Junior cost in Australia?

With the Jeep Avenger priced from just under $54K and the Abarth 500e priced from a smidge under $59K, the more premium Alfa Romeo Junior’s Australian pricing could easily start in that high $50,000 to low $60,000 window.

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Will the petrol-powered Alfa Romeo Junior come to Australia?

Stellantis hasn’t said if we’ll get the petrol version of the Junior, but as we’re only getting the electric Avenger, it would seem unlikely – especially with Alfa Romeo phasing petrol out of its global line-up by 2027.

APRIL 16: Alfa Romeo parent Stellantis announces Milano is now Junior

In Alfa’s own words

According to the Kiel Institute for the World Economy – a German economic research institute regarded as one of the world’s most influential policy think tanks – Chinese carmaker BYD has built its rapid growth in part on far greater government support than other brands typically enjoy.

The report comes after an announcement in September 2023 that the European Union had launched an investigation into unfair subsidies boosting the success of Chinese EVs in EU markets, followed by the news in March this year that the EU had collected “sufficient evidence” to potentially impose retroactive tariffs.

Kiel says China’s overall subsidies to its automotive and related industries range between “three to nine times that of other OECD countries such as the USA or Germany”.

BYD’s leap in technology and production capacity – particularly in Western markets where it seemed to appear out of nowhere to dominate sales charts – is said to have been driven by it being a “major beneficiary” of support out of Beijing.

That support is only growing, too, with BYD said to have received direct subsidies “amounting to approximately EUR 220 million in 2020” (AU$361m), growing to AU$3.45 billion in 2022. For local context, Holden received around $2 billion in subsidies between 2000 and 2012.

It’s been hard-going for European brands, too, with an EU-funded scheme to offer up to 6750 euros (AU$11K) in rebates to EV buyers dropped in December 2023 by way of a controversial court ruling [↗] – leaving Volkswagen, Stellantis and Mercedes-Benz to fulfil the rebates themselves.

And yet, with China being a leading supplier of EV batteries, the price of European-made EVs could be even higher.

“China’s subsidy policy has been a controversial issue for years: European industries often struggle to compete with Chinese counterparts on price,” says Dirk Dohse, Research Director at the Kiel Institute. “However, without China’s subsidised technology, products crucial for Germany’s green transformation would become more expensive and scarce as well.”

Dohse said that “over 99 percent of listed companies” in China received direct government subsidies in 2022 – support which can enable significantly lower wholesale and retail prices for everything from counterfeit Apple watches to the growing number of well-regarded Chinese mobile phones, computers and cars.

The report continues, noting that support beyond financial benefits – ”such as preferential access to critical raw materials, forced technology transfers from foreign investors, and favourable treatment in public procurement and administrative procedures” – have allowed Chinese manufacturers to catch up with brands based in other regions, who typically spend years and billions of dollars on expensive research and strict government compliance rules before their products can go on sale.

But, rather than forge ahead with any potential tariffs as threatened in March, the Kiel Institute is urging the EU to negotiate with Beijing for the removal or reduction of any subsidies particularly harmful to the European economy.

“Given China’s current macroeconomic weakness, its relative strength in green technology sectors, and its tensions with the US, the authors see a realistic chance of successful negotiations,” the Institute said.

A new European Commission report shows that while its estimates for true ‘real world’ emissions from petrol and diesel cars have been proven, PHEVs are “currently not realising their potential” – by about 3.5 times the claims of their manufacturers.

Using data collected from mandatory on-board fuel consumption monitors (OBFCM) installed in all new EU-market liquid-fuelled cars since January 2021, the Commission put the results down to PHEV vehicles “not being charged and driven fully electrically as frequently as assumed”.

Petrol & diesel cars

Emissions around 20% higher than claimed

According to the report, the average gap observed between the real-world and the official type-approval average CO2 emissions and fuel consumption of new cars registered in 2021 was 23.7% for petrol cars and 18.1% for diesel cars (1-1.5 L/100km or 28-35 g CO2/km).

The Commission said the gap between WLTP laboratory claims and its real-world data was anticipated, “as there are different factors affecting real-world emissions which cannot all be fully replicated in a laboratory test, such as the traffic conditions, landscape, road conditions, ambient temperature, use of air-conditioning and on-board electronics, and driver behaviour”.

Local scrutiny

Readers may recall that the Australian Automobile Association (AAA) has been running its own tests on the fuel consumption of vehicles sold here, in compliance with European Union legislation, arriving at results that showed some popular cars use up to 20% more fuel than claimed.

The AAA says its testing was carefully designed to produce accurate and repeatable consumption data that minimises the influence of human factors like driving style and different traffic levels.

Plug-in hybrid electric vehicles (PHEV)

For PHEVs, the European Commission’s report points to data showing CO2 emissions 3.5 times higher (4 L/100km or 100g/km CO2) on average.

As noted above, the Commission says this confirms most PHEVs are not being charged regularly enough to enable frequent pure-electric driving, or even proper hybrid-like efficiency, with the small petrol engine effectively dragging an electric motor and battery pack around.

Importantly, the Commission notes that even though carmakers are required to report efficiency and emissions data from all new vehicles, compliance has been “rather poor”.

JLR sent data from 43% of its customer cars, with Mercedes-Benz and Volvo reporting 27% and 24% respectively – but most brands reported data on 5% or less of their fleets.

“While this first data is not yet broad or representative enough to draw firm conclusions, it does provide valuable preliminary insights for car emissions,” the report said.

Regardless, the current results are potentially a disastrous hit to the marketing and reputation of PHEV technology, which, used as intended, could result in emissions levels as low as 20g/km of CO2 emissions – at least as tested to WLTP standards.

It’s this sort of claimed efficiency that has led to PHEVs being held up as an ideal interim technology for buyers not ready or able to transition to battery-electric vehicles.

They’ve likewise proven useful to brands, with the WLTP-approved low emissions claims of PHEVs making for a convenient path to complying with strict emissions targets. The same strategy will likely lead to more PHEVs being offered in Australia, once the New Vehicle Efficiency Standard (NVES) comes into effect.

A number of PHEVs are also exempt from Australia’s Fringe Benefits Tax, making them popular options for fleets and novated leases.

In February 2023, European lobby group Transport & Environment said: “Plug-in hybrids are sold as the perfect combination of a battery for all your local needs and an engine for long distances. But real-world testing shows this is a myth.”

Currently, the markedly low emissions claims for PHEVs is derived from a “utility factor” to calculate CO2 emissions, which assumed PHEV owners spent around 70-85% of their driving time in full-electric mode.

“Assumptions used for calculating the WLTP test result do not hold in real-world conditions,” the European Commission report notes.

To account for this, the European Commission says it has recalculated the utility factor to a 50-50 split for private vehicles from 2025, with fleet cars to be assessed by the same split from 2027. “These changes […] may need to be further adjusted based on real-world data,” the Commission said.

The Commission says buyers should still be glad that World harmonised Light vehicle Testing Procedure (WLTP) replaced the older New European Driving Cycle (NEDC) test in 2018, with the more advanced testing having halved the gap between tested and real-world emissions.

PHEVs in Australia

Year to date (end of March 2024), Australia has seen 3426 PHEV sales – up significantly from 1461 for the same period last year.

The number of PHEVs available in Australia is a longer list than some might realise, ranging from the popular Mitsubishi Outlander PHEV and Eclipse Cross PHEV models to more recent arrivals like the Cupra Formentor, Mazda CX-60 and Alfa Romeo Tonale.

Even though many large SUV 4WDs now boast the 3500kg towing capacity that buyers want it doesn’t mean that they are actually good at it.

As more sophisticated entrants arrive in the market, car-makers have to not only cover the basics of a good towing platform but also the added easter egg features of towing safety and ease.

The big wagons nominated here – as wells as a few others — will all tow around 2000kg like it’s not there. You would be surprised just how much more dynamically challenged a rig can become when there’s closer to 3500kg being pulled along.

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So we are assuming here that you want to know what vehicles can really tow 3500kg. What makes the list are those big SUVs that above all else make a good tow vehicle.

Good tow vehicle basics include a beefy kerb weight. While you might not be pleased when it comes to rego time (if your state or territory charges registration by weight category) you sure will appreciate the extra tonnage when a heavy van is getting pushed around in cross-winds or buffeted by trucks.

A vehicle with a longer wheelbase and shorter distance between rear axle line and the tow ball make a rig less prone to yawing.

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Not many tow vehicles permit a full 3500kg trailer and full payload in or on the tow vehicle at the same time. If payload or towing capacity isn’t significantly lower when you consider GCM, the vehicle might make this list.

Although most here allow a full 10 per cent of their 3500kg towing capacity  (350kg) on the towball, one here – the Volkswagen Touareg – doesn’t. However, given just how competent is it elsewhere – and that other vehicles here too have their compromises – we thought it worthy of being on the list.

Having the big engine torque numbers can be good, but how it actually performs when lugging a heavy load and how efficient that engine is also comes into play, as does the size of the fuel tank.

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You’ll want these figures to be good, when 500km between refuelling points in the Outback.

It’s pretty clear from our list that most of these wagons are not cheap. If you want a do-everything big 4WD (that is really good at towing too) in most cases you have to pay for it.

Here our best heavy-duty SUV 4WD towing recommendations.

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Ford Everest

With the choice of diesel bi-turbo 2.0-litre four-cylinder or V6 diesel engines, the 2022 Wheels Car of the Year winner Ford Everest makes for a superb tow vehicle.

The Everest is a stable tow vehicle, with only high-wind conditions such as large trucks buffeting the rig on highways making feel a little unsettled. Ride quality can often become badly affected with a heavy trailer is hooked up but aside from slight pitching at the front the Everest is very compliant.

Towing performance is very good with the 2.0 engine, and even better with the 3.0-litre V6, albeit at a slight cost at the fuel pump over the smaller engine. Even so, the V6 will average less than 20L/100km when towing a heavy trailer, which is better than most of this size and ability.

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The Everest is one of few tow vehicles with towing-specific driver aids (in certain trim levels).

The infotainment screen houses the towing set-up guide, and blind spot monitoring to allow for the trailer – plus the trailer light check. There’s also an integrated electric brake controller, rounding off a towing-friendly package.

The downside? A compromise between ball weight and payload means less than 300kg payload is available when 350kg towball download is utilised.

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Toyota LandCruiser 300 Series

The superseded LandCruiser 200 became the gold standard for heavy duty towing, and the new 300 follows that tradition admirably.

With a hefty kerb mass from 2500kg and up (depending on model), the LandCruiser keeps planted on the road with all but the most poorly balanced trailers behind it. Ride quality when towing is also in the main, very good, the big Cruiser shrugging most big backroad potholes.

Added to that is a supremely confident towing performance, the LandCruiser 300 manages to make molehills out of mountains even with 3000kg-plus tucked behind it.

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While the LandCruiser comes with a towbar kit as standard, there are few driver-assist features specific for towing.

It’s also, like the 200 Series before it, quite thirsty when loaded up with a heavy trailer; you’d expect about 20L/100km on average, with a tall 3500kg trailer behind it. Luckily the ‘Cruiser has a relatively large 110-litre fuel capacity.

The cost of (and wait for) getting into a LandCruiser is the only sting in the tail.

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Isuzu MU-X

The quiet value-laden achiever of the group, the Isuzu MU-X offers a healthy and well-rounded towing performance and is one of the go-to tow vehicles for buyers wanting the best value of mainstream offerings.

The Isuzu is remarkably stable with almost any trailer thrown behind it, and performs well with a 3500kg load. While certainly not to the performance level of the V6 Everest of LandCruiser, the MU-X won’t often seem wanting for more power for hill-climbing or overtaking situations.

While it’s also quite good on fuel – around mid-teens, or a little higher if heading for the hills with 3500kg behind it — the MU-X engine can be on the noisy side and feel a bit agricultural when trying to squeeze out the most from it, and there is little in terms of towing assist features.

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Nissan Patrol

Now approaching 14 years on the market, the grand old lady of big 3500kg tow vehicles is still very competitive for its overall towing abilities and when lined up against its traditional rival the LandCruiser 300, it makes good value buying.

If you love a petrol V8, you will certainly appreciate the Patrol, as the big 5.6 has a healthy set of lungs, making you want to find a highway hill to tow up with your 3500kg caravan.

The Patrol is not a light eater; it will devour unleaded at a rate of 20.0L/100km easily when towing heavy stuff. Unlike the fuel-sipping others here, you will not ever see anything like less than 10.0L/100km when driving unladen – it’ll be more like 13.0L/100km, on a good day.

One advantage the Patrol has in this company is that it’ll tow to its full capacity while at its GVM, but loses 130kg payload if a full 350kg of the trailer is its resting on the towball.

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Land Rover Defender 110

Well past the point of basic, military spec hardware we’ve become used to with the old Defender 110, the new model despite its bluff retro looks is very much a luxury 4WD wagon, and, as it so happens, one that can tow very well.

The Defender 110 is available in a variety of petrol and diesel powertrains but the D300 with its 220kW/650Nm six-cylinder diesel is the pick. Not only will the big six motivated the Defender with 3500kg rolling along behind on the towball with barely any effort, it is quite efficient while doing so, with around 15-18L/100km possible.

Stability is excellent (helped by the self-levelling air suspension), with the Land Rover very much able to stay in its own lane when cross winds or large vehicle disturbed air try to push it around. The Defender has the full GVM available when towing to its full 3500kg capacity.

The Defender’s suspension can feel too slow to settle on undulating roads when towing, and when the towing fun is over, at just a bit over 2.0 metres wide, the Defender feels incredibly big on narrow city streets.

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Volkswagen Touareg

The Touareg has been a go-to 3500kg towing vehicle ever since the first generation shrugged off its shipping wrap way back in 2003.

Now, a couple of decades and Touareg generations later, the big ‘wagen is proving to be just as good as ever at getting heavy trailers where they need to go.

The Touareg’s 3.0litre turbo-diesel is a cracker, with plenty of hill-climbing and overtaking power on tap when you’ve got everything including the kitchen sink behind.

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Fuel consumption with around 3000kg of trailer can reach about 17.0L/100km – not spectacularly good, but relatively parsimonious for a 2500kg SUV lugging 3000kg.

As for towing stability and ride, the Volkswagen isn’t the type to jack-knife on a whim – it feels rock-solid and devoid of any yawing. While there is some disagreement on the true benefits of air suspension for towing stability among the caravan set in particular, the Touareg has this feature as standard, if having bags of hot air is important to you.

The only really not so nice element is the Touareg’s light towball download maximum – it is limited to 260kg, despite the 3500kg trailer towing capacity.

A 40-year veteran of the new car market, the 2024 Toyota LandCruiser 70 ute has seen more renovations than an inner-city terrace.

As part of a general upgrade last year that included a new frontal design and other detail improvements, the LandCruiser got a four-cylinder automatic powertrain option, the first official two-pedal model ever offered for the series. 

But just how much can the Cruiser tow and is it actually any good at it?

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JUMP AHEAD

• What you need to know about the Toyota LandCruiser 70
• How much can the Toyota LandCruiser 70 tow?
• How does it compare with its rivals?

Everything you need to know about 2024 Toyota LandCruiser 70 series

The LandCruiser 70 series is a commercial 4×4 ute, van and wagon range that has been the farmer’s and miner’s friend for 40 years.

With its 3500kg towing capacity, it has been a strong ally for heavy work trailer hauling as well as a promising hard-core off-roader that also serves as a large caravan or trailerboat tow vehicle for recreational users.

The Toyota LandCruiser 70 continues on in four body styles; LC78 TroopCarrier, LC76 four-door wagon and LC79 single- and double-cab tray backs.

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The V8 is in stop-sale while a two-year backlog of orders is filled, and Toyota has intimated that the V8 may not continue much beyond that.

There are nine variants in total, all available in four-cylinder auto and all except for 76 series Workmate Wagon available with the turbo-diesel V8 manual. It’s worth noting that the new 1GD 2.8-litre four-cylinder model is only available with a six-speed auto, while the V8 continues with a five-speed manual transmission only. Both powertrains employ part-time, dual-range 4×4 with rear diff lock.

At the time of writing, only the new four-cylinder was relatively freely available. The V8 is in stop-sale while a two-year backlog of orders is filled, and Toyota has intimated that the V8 may not continue much beyond that.

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The base LC76 Workmate is the cheapest vehicle in the range, starting at $75,600, while the LC79 double-cab GXL V8 tops the line-up at $87,600. The V8 costs $4100 more than the 4-cylinder auto in each model grade both are available.

Given its dated core architecture, it is surprising that Toyota has managed to include somewhat modern safety equipment in the 70 series.

The Toyota Safety Sense system in the LandCruiser 70 includes pre-collision with day and night pedestrian and daytime cyclist detection, lane departure alert with steering assist (which activates individual brakes to guide the vehicle, not the hydraulic power steering) speed-sign recognition, auto high-beam, ABS, electronic stability and traction control, driver and front passenger airbags.

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There’s downhill assist control on auto models only, and only the four-cylinder auto wagon gets a reversing camera.

Air conditioning, cruise control and a snorkel are standard from Workmate models up, as is a 4.2-inch dash information display with digital speedometer, and a 6.7-inch infotainment screen with wired Apple Carplay and Android Auto.

Workmate models have wind-up windows and vinyl-covered floors. The GXL has carpets, power windows and front and rear differential locks as standard. The diff locks can be had as an option on lower spec models.

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How much can the 2024 Toyota LandCruiser tow?

The Toyota LandCruiser 70 Series, can legally tow up to a maximum of 3500kg (braked), with up to 10 per cent (350kg) of that maximum on the towball.

The V8 turbo-diesel has been with us since 2007 and (except for some changes to gearing) this powertrain has not materially changed since. It offers reasonable towing fuel economy of around 15L/100km with a heavy trailer, and good low-speed lugging performance. Its hill-climbing ability is average at best.

Meanwhile, the 2.8 four-cylinder is much more at home towing, offering a good breadth of performance and is more relaxed when towing. The LandCruiser 70’s ride when towing is not the most cosseting, while stability is reasonable with a well-balanced trailer.

Fuel capacity (minimum 130 litres) and generous payload capacity (from 1380kg for single-cab-chassis to 1115kg for Troop Carrier) are other LandCruiser 70 series positives, allowing good load capacity while having a heavy towball download and also good towing range.

⬆️ Back to top

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How does this match up with competitors?

Given its various body options (wagon, single and dual-cab-chassis), live axle suspension front and rear and the more basic design and features, it’s very difficult to pinpoint a direct competitor to LandCruiser 70 series that can tow 3500kg.

There is really nothing else on the market like it anymore. The superceded GU Nissan Patrol, Mercedes-Benz G-Class ute and previous-generation Land Rover Defender were the most logical no-frills, basic bush capable alternatives.

Now the closest choice is the Ineos Grenadier, but much more expensive, starting at $109,000 plus ORCs for the two-seat Utility Wagon.

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The Jeep Wrangler and Gladiator are also quite similar to the 70 series, but are petrol only and do not have the towing capacity (up to only 2500kg).

Here we’re comparing wagon variants, as the Grenadier Quartermaster dual-cab ute is yet to arrive in Australia. The Grenadier is much heavier than the 70 series, but has more power and slightly more torque.

The 70 series has much higher fuel capacity, at 180 litres for the Troopcarrier and 130 litres for all other models, giving it a better towing range. The LandCruiser 76 has a much better payload than the Grenadier Utility Wagon, an impressive 1280kg versus 778kg.

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Want to know more about the Toyota LandCruiser 70? The stories below offer a guide on everything to do with the 2024 Toyota LandCruiser 70.

All fresh stories will be found on our Toyota LandCruiser page.

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Prices for the 2024 Honda CR-V, 2024 Honda ZR-V and 2024 Honda HR-V have been reduced in Australia – while the 2024 Honda Civic Type R hot hatch is dearer than before.

Honda Australia has cut $600 from the drive-away price of the entry-level CR-V Vi X midsize SUV, which now starts from $43,900 drive-away – down from $44,900 when the current-generation CR-V launched in September 2023.

All other CR-V variants remain unchanged, including the $59,900 drive-away E:HEV RS hybrid flagship.

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A $700 price reduction has been applied to the base VTi X variant of the smaller ZR-V midsize SUV, which now starts below $40,000 drive-away.

In addition, the mid-spec ZR-V VTi L has fallen $1000 to $42,500 drive-away, while prices for the ZR-V VTi LX and E:HEV LX are unchanged.

The HR-V small SUV is currently in run-out ahead of the arrival of a facelifted model, unveiled in Japan last month and confirmed for Australia – though local timing is unclear.

Prices are down between $1800 and $3100 across the HR-V line-up, with the base Vi X petrol model retaining its $34,900 drive-away offer available since January, while the E:HEV L hybrid has fallen to $43,900 drive-away – a significant reduction from its usual $47,000 price.

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Meanwhile, the Honda Civic Type R hot hatch is now listed at $73,600 drive-away – a $1000 increase compared to when it arrived in Australia around 12 months ago.

Honda Australia temporarily offered a seven-year/unlimited-kilometre warranty and seven years of complimentary roadside assistance for all HR-V, ZR-V and CR-V vehicles sold between January 16 and March 31, 2024, but this has now reverted to the brand’s standard five-year coverage.

The Accord sedan is currently in ‘run-out’ with a seven-year/unlimited-kilometre warranty and seven years of roadside assistance – but no cost reductions – ahead of the all-new model due in Australia next month.

A sole E:HEV RS hybrid variant has been confirmed for the latest Accord, which could be priced higher than the current $61,900 drive-away Accord VTi-LX Hybrid – compared to between $37,917 and $51,417 before on-road costs for hybrid versions of the soon-to-be-updated Toyota Camry.

While other manufacturers have experimented with temporary warranty extensions before shifting to a permanent arrangement, Honda says it has no plans to switch to a seven-year/unlimited-kilometre warranty across its range.

“Honda Australia does not have any plans to extend this offer past the cut-off date of 31st March, and our standard 5-year warranty, 5-year [roadside assist] and 5 low-price services will continue as a great value add as part of our standard offer,” said a spokesperson in January.

The latest promotions offered by Honda Australia follow the brand’s sharp sales decline since 2018. It posted its lowest sales on record in 2023 after a shift to a controversial fixed-price ‘agency’ sales model in July 2021.

In 2023, Honda sold 13,734 vehicles in Australia, down from 14,215 in 2022, 17,562 in 2021, 29,040 in 2020, 43,176 in 2019 and 51,525 in 2018.

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However, local executives have defended the agency model switch – and reaffirmed Honda’s commitment to Australia “for the next 50 years”.

“That was a strategic move, for us to be here for the next 50 years… And I hope it demonstrates to you that we’re not going anywhere. We’re here to stay,” said Honda Australia director Carolyn McMahon in May 2023.

McMahon added that Honda is “happy” with how the agency sales model has been rolled out and blamed poor supply – not a lack of demand for Honda vehicles – as the key reason behind the low sales figures.

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2024 Honda CR-V pricing (MY24)

2024 Honda ZR-V pricing (MY23)

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2024 Honda HR-V run-out pricing (MY22)

2024 Honda Civic pricing (MY23)

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2023 Honda Accord run-out pricing (MY22)

2024 Honda Accord pricing (MY24)

Fresh images and details of the 2025 BMW X3 have surfaced, revealing an all-new SUV that’s bigger, smarter and promises to be better to drive.

Set to arrive in Australia in December 2024 or early 2025, the fourth-generation X3 — chassis code G45 — will make its official global reveal in June, according to sources inside BMW.

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Until then, new images give us our best look yet at the updated plug-in hybrid (xDrive 30e?) and sportier M Performance (xDrive M50) models.

Exact dimensions haven’t been revealed but it’s clear the new X3 will be the biggest yet, both to give it greater distinction from the now much larger BMW X1 and to improve cabin space, especially for rear passengers.

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As well as a boost in size, the new X3’s exterior design is slipperier than ever. A new ‘aeroblade’ D-pillar, a smoother underbody and fresh aero wheels with low-rolling resistant tyres help to deliver a drop in the new X3’s Cd from 0.29 to 0.27, which BMW says is best in class.

Even better for keen drivers is the promise of a big boost in driving dynamics.

While the new X3 will be heavier than before, it should also be more engaging to drive thanks to wider front tracks, thicker anti-roll bars, new axle kinematics, new rubber bushings and repositioned sub-frame mounting points.

M Performance versions will gain a locking rear differential, stiffer springs, fresh struts and re-tuned steering. Adaptive dampers are optional in Europe, though could be offered as standard on Aussie cars.

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Speaking of steering, every new X3 will benefit from a fresh steering system that BMW calls ‘EPSapa’. It has a more direct steering ratio and has been built with autonomous driving implementations in mind.

An improvement in the X3’s active safety suite is also promised, thanks to new sensors, cameras and radars that BMW says will help the X3 exceed NCAP 2023 standards. Better detection for scooters and motorcycles as well as improved AEB with the inclusion of brake support for oncoming traffic will feature.

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Stay tuned for more information – including local engines details – as we get closer to the 2025 BMW X3’s official launch.

September 2023: First BMW Neue Klasse will be the iX3, arriving in 2024

BMW’s first ‘new class’ model to hit the road won’t be the four-door i3 previewed this week by the Vision Neue Klasse – but the next iX3 electric SUV. Of course.

Details at the link below.

January 2023: Everything we know so far!

As BMW’s six-year-old ‘G01’ X3 medium SUV comes to the end of its run, news and rumours of the next-gen model are picking up pace.

The current BMW X3, unveiled in June of 2017, has a special connection to Australia – its lead designer, Calvin Luk, is an Australian who joined BMW after completing design studies at the University of Technology Sydney and the Art Center College of Design in Pasadena.

Born in 1985, Luk is one of BMW’s youngest designers – yet he is already known for his work on the second-gen ‘F48‘ X1 SUV, the mid-life facelift of the second-gen ‘F20‘ 1 Series hatch, and the Z4 concept that led to the current third-gen ‘G29’ Z4 roadster. A bit of a prodigy, then.

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So, what can we expect from the 2024 BMW X3?

Back to the X3: In its current form, the X3 is an unusually varied offering, available here in petrol, diesel, plug-in hybrid, pure-electric, M Performance and hero M forms.

The upcoming new model is expected to continue that theme, depending on the region. Petrol and diesel options will feature again in 2.0-litre four-cylinder and 3.0-litre six-cylinder forms, as part of a promise to give buyers the options they need for as long as possible.

Even those models, however, will see some ‘mild hybrid’ tech added to make them as fuel-efficient as they can be for increasingly stringent emissions regulations, with a 48-volt system likely to feature.

Expect the usual focus on performance offerings at the top end of the ‘ICE’ (internal combustion engine) lines, with M40i and M40d models likely to be offered again. As for the X3 M… more on that, further down.

On the styling front, spy photos online suggest we can expect the new model to take styling cues mainly from the new X1, although the big XM will likely also inform some of the X3’s design themes.

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Platforms: Something old, something new

The new generation will represent a significant transition point for the X3 line, with ICE and PHEV (plug-in hybrid) models to sit on an evolution of the current model’s CLAR (Cluster Architecture) platform, while the second-gen iX3 electric SUV will switch to BMW’s upcoming Neue Klasse platform.

Whether the models will wear identical body panels – apart from the usual EV features like the closed-off grille design worn by the current iX3 and i4 sedan – remains to be seen.

The X3 we’ve rendered for this story is our take on the regular petrol and diesel models, but it’s no stretch to imagine that the iX3 could simply add a new closed grille (see the i4 below) and new bumper designs, and delete the exhaust pipes.

Combustion models are likely to continue with an eight-speed torque converter automatic, although efficiency and refinement improvements should be expected.

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Next iX3: More power, more range, more more more

The new iX3 will likely be considered the jewel in BMW’s new X3 range, particularly in Europe where brands and buyers are being heavily incentivised to focus on EVs – and the coming ban on ICE models means the new iX3 will need to bring competitive technology and pricing both.

BMW has already confirmed its new ‘Gen6’ electric drive systems will feature a new battery design with far greater driving range than its current capability – which tops out at 505km for the 2023 iX xDrive50.

Speaking with British publication Autocar BMW’s head of Efficient Dynamics, Thomas Albrecht, said: “Gen6 batteries will give us 30 per cent or more range than our current Gen5, but we won’t go over 1000km of range, even though we can. We don’t think that such a long range is necessary.”

An upgrade to 800-volt electrics should also see charging made much faster, with a 250kW rate likely to get the new iX3 from 10 to 80 per cent of battery charge in around 25 minutes.

More on that at the link below.

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The hero: X3 M, or… iX3 M?

That leaves the hero X3 M, which in its current iteration is powered by a 375kW/650Nm twin-turbo six. But, as recent reporting suggests, the next X3 M will go electric, meaning we might expect it to wear an iX3 M badge.

However, it remains to be seen if those reports are accurate. For now, the only all-electric M cars are the i4 M50 sedan and the iX M60. Neither is a ‘full’ M model, but with respective outputs of 400kW/795Nm and 455kW/1100Nm, they’re not exactly short on power.

An iX3 M50 would seem a sure thing, but we’ll have to wait and see if the new iX3 line will indeed introduce the first ‘full fat’ electric M model.

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2024 BMW X3: As always, bigger than before

In both cases, the new X3 will be larger than the current model, ensuring it continues to again sit well above the smaller X1 – which has also grown in size this generation, its 2692mm wheelbase stretching 22mm beyond the previous model’s footprint.

The current X3 boasts a 2864mm wheelbase – markedly longer than the second-gen X3’s 2610mm, but still shy of the new-gen 2022 Mercedes-Benz GLC‘s 2888mm wheelbase. In this segment, every millimetre counts.

A bigger X3 will be all about rear legroom, which remains a key metric in the premium family-car arms race. Regardless, an even longer ‘L’ model will likely be offered in China, where a spacious second row is considered a mark of social standing.

A boost in cargo space will probably also be a factor, with the new-gen Mercedes GLC’s 620-litre boot comfortably outclassing the current X3’s 550-litre space.

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When will the 2024 BMW X3 go on sale in Australia?

The 2024 model-year ought to be a clue, of course. Current expectations are that the new X3 will be unveiled in June 2024, which could see an Australian launch happen sometime late in 2024. An early 2025 arrival is also likely.

That’s the ICE model, though. BMW has already confirmed its Neue Klasse models will not debut until 2025, meaning the next iX3 will come a year-or-so after the regular petrol and diesel X3 variants.

“Our Neue Klasse is coming in 2025 – for the launch we are planning a compact sedan in the 3 Series segment and a sporty SUV,” BMW boss Oliver Zipse has said on the matter.

Watch for more on the new X3 to come in the months ahead.

Below: the current BMW X3

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