2024 Tesla Cybertruck

Tesla's Cybertruck has been one of the most popular vehicles in recent years, having landed like an asteroid on extinction levels amidst a largely static and boring truck market in 2019. This was before the Ford F-150 Lightning, Rivian R1T, Chevrolet Silverado EV, Ram 1500 Rev, or GMC Hummer EV either launched or went on sale. Since then, all of these trucks have debuted and reached the driveways of paying customers. Meanwhile, the stainless steel body and doorstop-shaped Cybertruck experienced many challenges and production delays, even changing from its original design as the realities of making pickup trucks in this century loomed ever closer to one that seemed sent back from a dystopian future.

Finally, the Tesla Cybertruck is complete, production is underway, and the truck is starting to be shipped to customers. First announced almost the same week four years ago, the Cybertruck has been both praised and criticized throughout its long and highly public launch for its controversial looks and big promises. So, what actual production of the Cybertruck will look like,

While we knew the first Cybertruck would get all-wheel drive, we didn't know its actual layout until now. The pickup will use a three-motor setup with one 300 hp motor up front with an electro-mechanical locking differential, plus a pair of motors on the rear axle (each driving one wheel, so no need for a differential), for a total of up to 845 hp.

The electronic locking front diff is a first for Tesla, and we wonder if it will allow the driver to lock it selectively when needed or if it will be fully automatic. Dual rear motors are nothing unusual—Tesla's Model S sedan and Model Again, this is a welcome if not new feature; we've seen it on the GMC Hummer EV and Rivian R1T.

That maximum output of 845 hp is reserved for Beast mode, the most powerful setting made for off-road and performance driving, in the top-end Cyberbeast trim. At full power, this allows the Cybertruck to accelerate to 60 mph in less than 3.0 seconds, according to Tesla, and helps it beat the Porsche 911 in the quarter mile "while towing the 911 [behind it]," said Tesla CEO Elon Musk. If true, that's an impressive figure for the Cyberbeast's claimed specs of 6,843 pounds, which makes it about 50 pounds lighter than a 2024 Ford F-150 Lightning Platinum (6,900 pounds) and significantly lighter than a 2024 GMC Hummer EV which weighs 8,976 pounds. SUT with its tri-motor setup.

Tesla says the Cybertruck will also have a towing capacity of up to 11,000 pounds with Cyberbeast and AWD specs, while the standard RWD version is only capable of towing up to 7,500 pounds. The standard AWD spec will weigh 6,603 pounds and produce a maximum output of 600 hp with a 4.1-second 0-60-mph time. Tesla says these trucks also offer a payload capacity of up to 2,500 pounds. Towing and payload figures for the entry-level rear-drive model will be announced soon, as the model won't appear until 2025 at the earliest.

It remains to be seen how towing will affect the range estimates quoted by Tesla for various Cybertruck models. The upcoming $60,990 rear-drive base model is expected to go 250 miles per charge and go from zero to 60 mph in 6.5 seconds. The all-wheel-drive model is claimed to go 340 miles per charge and hit 60 mph in 4.1 seconds, while the Cyberbeast is said to hit 60 mph in 2.6 seconds (on prepared surfaces, without a launch) and go 320 miles per charge. charging.

The battery is also capable of producing 11.5 kW of two-way power, so you can use the Cybertruck as a rolling generator for your home. If you're away from home, you can use the integrated 120-volt and 240-volt outlets thanks to its new battery architecture. The Cybertruck will use a new V3 Supercharger capable of producing 250 kW of power, and you'll get an additional 128 to 136 miles of range in just 15 minutes. If you need more power, it looks like Tesla will offer a mysterious range extender, which adds more than 120 miles of range on the Cyberbeast configuration and more than 130 miles on the standard AWD. On

The first thing we noticed is that the actual production Cybertruck is much smaller than the prototype we saw in 2019 and the early examples displayed during the Tesla exhibit at the Petersen Automotive Museum. The prototype was a larger truck with a taller suspension and taller tires. Production trucks are not only lower to the ground but also physically smaller. It's even more in line with the Ford F-150, at 223.7 inches long, 70.5 inches high, and at most 80.0 inches wide (without the rearview mirrors, even when folded it still makes the width 86.6 inches). Why "most?" Federal regulations dictate that anything wider has additional marker lights on the roof; The Cybertruck doesn't have one, so we'd say it's the same 80 inches wide as most other full-size pickups.

The suspension consists of an adaptive air suspension system, just like other top-tier Tesla models, but Beast mode will give the Cybertruck "up to 17 inches of ground clearance," according to Tesla. Based on the Cybertruck order page it looks like it's only for Extract mode, but still. The tires have unique Goodyear sidewalls on larger wheels. We also see that 18-inch wheels will be optional for the Cybertruck, potentially providing more sidewall for off-road tires. The stock tires will be made by Goodyear with an overall diameter of 35 inches and 20-inch rims.

One of the main storylines that emerged in the Cybertruck production reveal was the poor build quality of many of the prototypes spotted in the wild. In the context of Tesla's past problems with fit and finish on other models, as well as the obvious challenges that stainless steel bodywork poses for manufacturing, this seems especially damning. Additionally, most other automakers' test models and prototypes are not continually dissected for indications of build quality and are teased, and only the final product matters.

This being the final product, it appears that Tesla made great progress in fitting and finishing the Cybertruck, although it is unknown whether the trucks shown at the debut event were specially prepared or made in a new model typical of the next customers who will see them. We just don't know. From what we can see on the first trucks delivered to customers, there are still some wavy panels and odd seams between body panels, but again, much better than the prototypes we've seen over the years. On the Cybertruck that we inspected in person at a local Tesla showroom, some of these imperfections were quite glaring. We also found panel misalignments and gaps around the A-pillars where they meet the fenders, between the fenders and the front nose panel, and many other panels.

The Cybertruck is also equipped with a monoblade wiper mounted on the driver's side windshield. This is one of the largest wiper blades your writer has ever seen, including when they were technicians and serviced used Mercedes-Benz cars with the famous single-center wiper. The windshield needs to be large enough to wipe across the entire windshield, and the good news for Tesla technicians is that you don't have to remove and replace the glass to replace the wiper motor, as there is a panel to access it. That means there's a round cutout on the driver's side of the windshield with a matching cutout on the passenger side, potentially allowing the RHD model to place the blade there—if there is one, that is.

We're also curious how well these triangular mirrors will work on the Cybertruck. From what we could see on the L.A.-based truck, the steep angle formed when stopping outside the rearview mirror could potentially be a blind spot when using it. Yes, we know Tesla uses a camera system for FSD and Autopilot, and you'll be able to see what's around you when looking at the screen. But if rearview mirrors are going to be there (as required by Federal Motor Vehicle Safety Standards), at least make them useful. These rearview mirrors will also extend outward and increase the standard maximum width of 86.6 inches to 95 inches for towing.

Speaking of useless rearview mirrors, the interior rearview mirror is very small. We wonder how useful it will be considering the Cybertruck is meant to be driven with the tonneau cover closed. The rearview mirror may be a screen like GM trucks opt for interior rearview mirrors. With cameras on the Cybertruck's rear doors, this isn't out of the question. If you think an angled skylight can be used as a traditional interior mirror, think again. It ends in the same line of sight as the interior rearview mirror.

It appears a roof and cargo rack are also planned for the Cybertruck. We can see removable panels on the outer edges of the roof and bedside, marking provisions for rack mounting. Roof and bed angles can be difficult to adjust, especially when trying to make something visually functional with its slanted surface or when the surface needs to be straight to accommodate a load or tent.

Under the floor of the bed, there is a storage area like the one on the Honda Ridgeline. This gives you an additional 67 cubic feet of storage. The bed will also have a 2,500-pound payload capacity for whatever can fit in the 4-foot-wide, 6-foot-long bed. The bed also doesn't have wheel protrusions like a regular truck bed, so that's the actual usable size, and cargo capacity with the tonneau cover in use is still 120.9 cubic feet, according to Tesla.

While it doesn't follow in the Model S Plaid's footsteps with its odd airplane-style yoke, the Cybertruck does feature squircle-shaped wheels. The rim is flat on top and bottom, while the sides remain rounded. At least it gives you something to hold on to when making sharp turns, unlike a yoke wheel. We expect a round steering wheel will be an option on the Cybertruck, as it is on other Teslas. That yoke-ish wheel shape still isn't as easy or intuitive to use in the 2.5-turn lock-to-lock ratio that standard rack-and-pinion steering has, so it's good news that Tesla is using variable steering. -by-wire system here, which should work more like an implementation of the Lexus yoke idea and require less hand stroking.

Tesla is not the first to market a steer-by-wire system, as Infiniti has had the system since 2014, although it is unclear if there is a mechanical backup for emergencies such as an over-clutch steering column on the Infiniti. The good part is that it will have a four-wheel steering system for good maneuverability.

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2023 Nissan Frontier SV

I wish I could have seen the look on my face when I realized that all the fuel I pumped into our long-term Nissan Frontier was pouring into the puddle at my feet.

I should have been alert. The Frontier usually gets at least 300 miles on a tank, and I knew something was up when the fuel gauge hovered above "E" after just 180 miles. A slow leak somewhere is a possibility that comes to mind, but the emphasis is on slow.

That—plus a killer case of jet lag, having just returned from driving the Ioniq 5N in South Korea that morning—might be why it took me a few seconds to notice the sound of the waterfall and the smell of gasoline, and then another few seconds to notice it. registering that both came from my truck. Talk about your WTF moment!

What happened? Did I hit something that penetrated the gas tank? Surely if that was the case I would have heard or felt it. A quick crawl under the Frontier—after pulling it forward and out of a puddle of gas—showed the bottom of the tank was clean and dry. I traced the fuel filler neck and found a rubber hose between the filler pipe and the tank, with a roughly cut rectangular hole. Well, that's your problem. Someone crawled under the truck, punctured the hose, and removed what they could from the tank.

Fuel theft? Is that a problem anymore? I think plunger tanks went out of style after the oil crisis of the 1970s, as the very wide bell and strap models became more popular. (Then again, bell bottoms are back, right?)

What does someone do if their gas is stolen? Call Nissan Roadside Assistance, have your car towed to the dealer, and contact your insurance company. The good news is that such theft is likely covered by comprehensive insurance.

We have a Frontier flat-bed for Carson Nissan, who should order parts soon. The total for the new filler hose, associated hardware, and shipping costs came to $95.58—plus $556.50 for labor. Why so many? Simultaneously with evaluation and installation, the system must be evap tested.

Like almost all new cars, the Frontier has a zero-evaporation emissions system, and I'm sure there's a temptation to scoff at its impact on price improvements. (Surprisingly, the theft didn't trigger the system and turn on the idiot light.) On my old '93 Chevy pickup, replacing the hose on the fuel filler (if there was one) would likely take 20 minutes. But if you care about the environment—and I do—zero-evap is useful. I read an interesting statistic a few years ago when Nissan brought out its first car with a zero evaporative emissions fuel system, the Sentra SULEV 2000. Thanks to the sealed fuel system, Nissan claimed that if you drove the Sentra SULEV 10 miles to work and then 10 miles to the house, it would produce less pollution than a zero-evap car (like my Chevy pickup) left in the driveway. days with the engine off.

Along with the $662.08 repair bill, I paid $26.80 for the Lyft ride home from the gas station. The Frontier was at the dealer for eight days. Automakers that provide loan services generally only do so for routine maintenance, warranty repairs, or recalls, so most owners may need a rental car. In my case, Nissan's PR staff loaned me a beautiful Altima SV, painted the same shade of blue as the Frontier, for the duration. How much money will come out of the owner's pocket depends on their insurance policy. A moot point for us—Nissan technically owns our Frontier and covered the repair under its insurance—but MotorTrend has a physical damage policy on the vehicle we own that would cover the repair with a $0 deductible, although taxi rides and rental cars would cover the cost these improvements. out of the bag.

What can we do to prevent this in the future? Not many. I guess that whoever stole our gas knew that this was an exploitable weakness in the Frontier (and, I imagine, other pickup trucks). Remove the rubber on the fuel filler neck. I'm not an engineer, but I think there should be some flexibility in the connection between the fuel port on the body and the tank, otherwise a side impact could result in a fuel leak. Trucks are not like cars, where these pieces can easily be hidden under the bodywork. I guess it's just a danger that pickup truck owners face, like a stolen tailgate.

I guess I should be glad they didn't take out the catalytic converter while they were down there. There was also no ignition source nearby when I pumped two or three gallons of unleaded across the asphalt because my wife and dog were sitting in the Frontier at the time.

However, I'm comforted by the fact that thieves probably netted less than half the tank, which means a maximum of 10 gallons—and not even the good stuff, since the Frontier uses cheap 87-octane fuel. Even with soaring gas prices in Los Angeles, the cost was around $50, which doesn't seem like a profitable outcome considering all the effort involved. Let's hope the thief uses that gas to get to a real job interview!

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2024 Jeep Wrangler will release V6 for turbo power in Australia

The four-wheel-drive 2024 Jeep Wrangler facelift will ditch the V6 – and introduce a new turbocharged petrol four-cylinder engine – when it arrives in showrooms in April next year.

The updated Wrangler brings revised looks, new technology, and upgraded safety features – including side curtain airbags – to the Jeep 4WD that has been in overseas showrooms in its current form since 2018.

Pricing has not been revealed by Jeep Australia but is expected to rise beyond $81,450 to $90,450 plus on-road costs of the current model.

These prices are already significantly higher than they were at the Wrangler's launch four years ago – when the top-of-the-range V6 petrol Rubicon four-door could be bought for less than $65,000 plus on-road costs.

All models will now be powered by a 2.0-litre turbocharged four-cylinder petrol engine producing 200kW and 400Nm – 9kW less, but 53Nm more than the previous 3.6-litre petrol V6 engine.

Jeep promises improved fuel efficiency, although it doesn't provide exact figures. Towing capacity remains unchanged at 2495kg.

The four-door Sport S model returns as the entry-level variant in the range – replacing the four-door Night Eagle – below the four-door Overland, and the two-door and four-door Rubicon.

New on the outside is a revised grille with slimmer slots, an antenna integrated into the 'Gorilla Glass' windshield (replacing the old model's cable antenna), and new 17-inch and 18-inch wheel designs.

Available in Bright White, Black, Firecracker Red, Sarge (army green), Hydro Blue, High Velocity (yellow), Silver Zenith, Earl (light blue), Granite Crystal (grey), and Anvil (blue-gray) options. ) paint colors at launch, with Tuscadero pink to be added starting production in March 2024.

Inside, there's a new 12.3-inch infotainment touchscreen (up from 8.4 inches) running the latest Uconnect 5 software, with wireless Apple CarPlay and Android Auto, as well as a customizable home screen.

Side curtain airbags are now available on all models, in addition to the existing dual front and side airbags.

The entry-level Sport S receives cloth seats and a cloth dash panel, while the Overland and Rubicon add a synthetic leather-look dash cover, with 'McKinley' seat trim on the former, and new Nappa leather seats on the latter.

All models receive extra-soft interior materials, an updated sound control system, a revamped instrument cluster, and an accessory rail above the dash.

Now standard on the Sport S is a heated steering wheel, heated front seats, and ambient interior lighting, while the Overland and Rubicon get 12-way power-adjustable front seats with a four-way lumbar (except the two-door Rubicon, which omits the power passenger seat).

Under the skin, Rubicon models get a Dana 44 HD 'full-float' rear axle that "separates the wheel hub assembly from the axle shaft, improving weight distribution to the axle tubes... [and allowing] to improve lateral camber force compliance and facilitate fine adjustment it's easier to enlarge the tires,” according to Jeep Australia.

The Rubicon also gets a forward-facing camera for low-speed off-roading.

The Sport S and Overland models use a Selec-Trac four-wheel drive system with full-time capability – as well as a "normal duty" suspension – while the Rubicon adds a "performance" suspension and Rock-Trac four-wheel drive with a 4:1 low gear ratio, electronic locking differential front and rear, and electronic front sway bar disconnect.

The 2024 Jeep Wrangler will arrive in Australian showrooms in April next year, with pricing to be announced closer to launch.

2024 Jeep Wrangler Australia price

Wrangler Sport S four-door – $TBC

Wrangler Overland four-door – $TBC

Wrangler Rubicon two-door – $TBC

Wrangler Rubicon four-door – $TBC

New features in bold are specific to that variant, or two of the three variants.

New features of the 2024 Jeep Wrangler Sport S:

2.0-liter turbo engine

New front grille and 17-inch alloy wheel design

The Gorilla Glass windshield now has an antenna in it

Side curtain airbags

Backseat reminder

12.3-inch Uconnect 5 touchscreen with wireless Apple CarPlay, Android Auto

Increased noise, vibration, and harshness

Ambient LED interior lighting

Nexen Roadian all-terrain tires

Fabric dash panel

Heated front seats

Heated steering wheel

240 amp alternator

Automatic headlights

Normal duty suspension

New features of the 2024 Jeep Wrangler Overland:

2.0-liter turbo engine

New front grille and 18-inch wheel design

The Gorilla Glass windshield now has an antenna in it

Side curtain airbags

Backseat reminder

12.3-inch Uconnect 5 touchscreen with wireless Apple CarPlay, Android Auto

Increased noise, vibration, and harshness

The Dana M220 rear axle is anti-roll

12-way power-adjustable front seats

240amp alternator

The side mirrors are black

McKinley premium leather seats

The back panel of the chair is hard

Soft spare tire cover

New features of the 2024 Jeep Wrangler Rubicon:

2.0-liter turbo engine

New front grille and 17-inch alloy wheel design

The Gorilla Glass windshield now has an antenna in it

Side curtain airbags

Rear seat reminder (four doors only)

12.3-inch Uconnect 5 touchscreen with wireless Apple CarPlay, Android Auto

Increased noise, vibration, and harshness

Performance Suspension

HD Dana 44 full-float rear axle

Acoustic laminated front door glass

12-way power-adjustable driver's seat

12-way power-adjustable front passenger seat (two-door only)

The seat upholstery is made of Nappa leather

The trail camera faces forward

The back panel of the chair is hard

Premium finished dash panel

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2023 Mazda BT-50 XTR LE

Mazda's BT-50

While the abundance of choice and customization possibilities may be appreciated by customers in the high-end luxury vehicle market, the opposite is true for double-cabs and single-tons, with the majority of buyers preferring vehicles packaged to their liking. rack. Choice is king and offering multiple variants on a given model range is a great way to increase appeal.

Take, for example, the most popular ute model in Australia at the time this article was written. Ford is offering 10 double-cab versions of the Ranger and, while there are still several options to be offered later, sales show there's something for everyone.

Mazda's offering also continues to be a popular choice in the vehicle segment, with the BT-50 competing in the top five favorite vehicles in Australia, and they are also expanding their range to offer more choice.

For now, the XS and XT represent the most affordable of the range, while the slightly lukewarm GT, SP, and Thunder tackle the pointy end, but somewhere in the middle Mazda offers the

It's this very well-rounded variant that Mazda chose as the basis for a new offering dubbed the 2023 Mazda BT-50 the flyer said.

Oh, and don't worry. There are still plenty of Mazda factory options on offer if you want to build something bespoke.

Opening the BT-50 double-cab range is the XS, which is the only version to get the smallest 1.9-litre diesel engine and, while all other variants are offered with a choice of six-speed manual or automatic transmission, the entry version is automatic only. It's priced at $51,510 before on-road costs, which is about the same as the next version, the XT when ordered with a manual gearbox. Adding an automatic transmission costs between $2500 and $3000 depending on the variant.

At the top of the range, the BT-50 Thunder car costs $71,290 plus on-road costs and represents the flagship of the fleet with the highest level of equipment inside and out.

However, in the middle of the family, the XTR offers a respectable list of standard equipment at $57,610 before on-road costs when ordered with a six-speed automatic. That's cheaper than Toyota's midrange champion SR5 and Ford's Ranger XLT.

However, adding the LE to the XTR badge would increase the price by about $6700 bringing it to $64,295, and Mazda doesn't offer that variant as a more affordable manual transmission like almost all the others.

The BT-50 tested here may look as if it ticks a few option boxes, but it just uses the LE's standard inclusions, and that's the goal of this new variant. With some tougher exterior trim, the LE offers a custom look without having to break out the wrenches.

A polished aluminum roof bar, stainless sports bar, full tray liner, and Ingot Silver paint are all included in the price and added to the same kit list that is standard on the XTR. This may raise the asking price by a few thousand dollars, but Mazda says the LE saves customers $2,500 if the option is matched to the standard XTR.

If you want the tougher look of the Thunder but without the hefty price tag, the LE offers a more elegant execution as it doesn't get the slightly awkward plastic arch extensions, but practical and aesthetically pleasing side steps are included. The bright metallic extras versus the Thunder's black pieces are a matter of preference.

Important 2023 Mazda BT-50 XTR LE details

The price is $64,295 plus travel costs

Test car color Metal Silver Ingot

Options None

The price as tested was $64,295 plus on-road costs

Drive away price $68,882 (Melbourne)

Ford Ranger Rival | Isuzu D-Max | Mitsubishi Triton

As with most double cabs, boarding the BT-50 is a process of climbing into the cabin, which may be inconvenient for short passengers and potentially difficult to load luggage or children into the second row of seats. The rear doors also don't open as wide as some competitors, and that may exacerbate the problem for some people.

However, once in use, the BT-50 has one of the most accommodating cabins in its segment. The front seats in the LE are very comfortable with excellent support, especially for the shoulders and lower back. At the same time, the fabric upholstery strikes the right balance between quality and usability. Of course, it doesn't feel cheap. There's about 90mm of headroom over the 188cm driver and enough elbow room for both front passengers.

Too many double cabs offer greatly reduced second-row comfort, but the Mazda is one of the best with a comfortable recline angle – not the upright church pews offered by many of its rivals – just enough headroom for taller passengers, and around 100mm. The knee room with the driver's seat is set for the same driver with a height of 188cm.

Rear passengers also get a folding center armrest with two small cupholders, AC vents (but no three-zone climate panel), a USB charging socket, and even roof-mounted speakers. There's also a neat little folding hook hidden in the front passenger seat for hanging a suit bag or whatever else you choose.

The large door pockets can accommodate large bottles and the same goes for the front. We especially like the tiered glove box (although the entire bottom space is occupied by one of the largest user guides in gaming), and there's plenty of storage in and around the center console. Front occupants also get one USB-A socket and a 12-volt PowerPoint.

Spend a little extra money on a top-grade GT or SP and Mazda will equip the interior with one of the most car-like cabins on the ute market. But on the XTR and LE, there's more evidence to suggest the BT-50's relationship to the Isuzu D-Max has a more purposeful feel.

Too much hard plastic adorns the dash and door trim with only a small amount of cloth-covered surface covering it. Traditional analog gauges look increasingly dated in the age of digital displays – despite the colorful screen nestled between the speedo and tacho which, despite its small size of 4.2 inches, contains a surprising amount of vehicle information.

With its extra equipment, the XTR LE's tray load is under the 1000kg mark and prevents it from claiming to be a one-tonne vehicle, but with a maximum rating of 989kg, it can still handle quite a large payload.

The LE gets points for the tray protector, which is part of the standard equipment and helps prevent damage to the BT-50's paint as well as items stored inside. But with only two tie-down points at the rear, it's less versatile than other ute load bays. Higher grade variants are offered a more secure but space-consuming roller cover, while the LE's stainless sports bar doesn't encroach on valuable load area.

With a distance between wheel arch intrusions of 1120mm, the LE can't accommodate a full-size Australian standard pallet (1165x1165mm) in the rear tray, while its 1571mm length and almost half a meter (490mm) depth make for a huge bin volume. accommodating.

2023 Mazda BT-50 XTR LE

Seat Five

Payload 989kg

Length 5280mm

Width 1870mm

2160mm (including mirror)

Height 1790mm

Wheelbase 3125mm

A 9.0-inch touchscreen is at the heart of all BT-50 variants and offers access to a decent number of entertainment and information features, but it's unchanged compared to the XTR for LE spec. This includes a native navigation system, digital radio, and Android Auto and Apple CarPlay smartphone mirroring.

However, while the latter is available wirelessly or via cable, Android Auto is only available when plugged in at this stage.

Once it's up and running, the graphics are sharp the display is unique, and the touchscreen responds quickly to instructions. But the system takes 20 seconds to boot when the ignition is turned on, and it's not the brightest display in its class, which can make information harder to read in bright conditions.

We commend Mazda for resisting the temptation to bury the climate control options in the digital display (as some brands do), with hard switches preferably located beneath the display for maximum convenience.

An eight-speaker sound system and self-dimming rearview mirror complete the list of respectable tech for a mid-range spec. You won't find a head-up display, heated seats, or electric seat adjustments currently on the market, highlighting the XTR version's position as the leader of the range, while the LE adds a more rugged exterior. only.

The Australasian New Car Assessment Program (ANCAP) tested the BT-50 in 2022 and awarded it a full five-star rating with praise for curtain airbags for both rows of seats, the introduction of a driver knee airbag, and a comprehensive active suite. security features.

However, these ratings apply to all but the Thunder and now the LE. The addition of a fully engineered front bar is unlikely to impact passenger safety, but the protection of pedestrians and other road users may be affected if ANCAP tests the pair.

2023 Mazda BT-50 XTR LE

ANCAP Rating Not yet rated

Safety report Link to ANCAP report (for regular BT-50 range)

Australian Consumers will no longer be offered entry to a double cabin for safety equipment simply because the class falls within the light commercial categorization. Furthermore, one-ton production has increased dramatically in recent years, and the BT-50 is no exception.

The XTR LE is equipped with adaptive cruise control, driver attention monitoring, automatic LED headlights with high-beam control, blind-spot monitoring and lane-keeping assist, autonomous emergency braking (AEB), and rear cross-traffic alert.

There is also space to install two child seats with ISOFIX mounts including top tethers.

Of course, in an emergency, you'll be glad that they're included as standard, but in normal day-to-day driving, some of the active safety features can be a bit frustrating.

Firstly, the rear camera has a rather poor resolution and does not represent high-quality touchscreen graphics. Forward collision avoidance is overzealous in both its warning of perceived danger and subsequent automatic application of the brakes.

Lastly, lane-keeping assist is very effective, but the force exerted on the steering is too aggressive and difficult to overcome if the system intervenes unnecessarily.

How much does it cost to maintain a Mazda BT-50?

All Mazdas, including the BT-50, are sold with a five-year, unlimited-kilometer warranty that also includes roadside assistance. Service intervals are every 15,000 km or 12 months – whichever comes first.

The first scheduled maintenance appointment to one of Mazda's 150 service centers will cost $443, the third visit is the most expensive at $699, while a full five years of maintenance will cost around $2400.

The cost of BT-50 insurance is $1296 per year based on a comparison quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates will vary based on your location, driving history, and personal circumstances.

2023 Mazda BT-50 XTR LE at a glance

Five-year guarantee, unlimited km

Service interval 12 months or 15,000km

Service fee $1551 (3 years)

$2404 (5 years)

Is the Mazda BT-50 fuel-efficient?

The BT-50 may not have the most advanced or refined drivetrain, but it is one of the most frugal in its class. Mazda claims it will return an average figure of 8.0 liters per 100 km, slightly above average for the category.

During our time with the LE, consumption figures were 9.4L/100km during suburban duty, but the average was 8.9L/100km.

In comparison, Ford's four-cylinder diesel Ranger has a smaller engine and a pair of turbochargers for good power and torque but lower fuel consumption – 7.6L/100km on average.

Perhaps a closer comparison is the Toyota HiLux, which has a 2.8-litre engine and uses an average of between 7.8L/100km and 8.4L/100km depending on the variant.

Since the BT-50 that's a good thing.

With underpinnings borrowed from the excellent Isuzu D-Max, the Mazda is also one of the best vehicles to drive, relatively speaking. Compared to its Japanese sibling, the BT-50's ride is slightly refined to improve ride quality, while its steering and body control remain sharp and composed.

A 3.0-litre turbocharged four-cylinder diesel engine is also shared with the Isuzu, and its outputs of 140kW and 450Nm are average for the segment. There's more noise than some of its rivals, but power delivery is generally strong despite having little agricultural or commercial character.

Peak torque comes in a narrow band of just 1000rpm, meaning it's easy to get out of the zone of maximum growl, and, with just six gears to play with, it can be a kind of cat-and-mouse that extracts optimal performance from the engine. BT-50.

This steadfast diesel engine is mated to a six-speed automatic transmission that is starting to look old in a market filled with seven, eight, and even 10-speed units in the Ranger. Gear shifts can be a little clunky and smooth only if you're not in a rush.

Unlike the Ford, the Mazda's size is still very manageable. While it's a shame that the BT-50 is confined to largely urban landscapes, it's one of the most enjoyable (least frustrating) vehicles on narrow roads with heavier traffic.

On the open road, the Mazda handles distance admirably. There's no disguising the active rear axle and a bit of classic ladder-chassis vibration, but the suspension is relatively composed and good for all occupants' comfort. Road noise from the standard fitment 265/60 R18 Bridgestone Dueler H/T tires is quite low, and general cabin comfort is only diminished by wind noise around the driver's door that sounds like a dodgy window or door seal.

Those looking to tow with the LE will appreciate the industry standard maximum of 3500kg braked or 750kg unbraked and a maximum tow ball weight of 350kg. Electronic trailer-sway mitigation is also included.

If the sub-1000kg payload is a bit of a letdown, Mazda has a great configurator on its website for calculating BT-50 option combinations and their impact on tray capacity. This even allows you to increase the planned weight of the toolbox and so on.

Important 2023 Mazda BT-50 XTR LE details

Engine 3.0-liter four-cylinder turbo diesel engine

Power 140kW @ 3600rpm

Torque 450Nm @ 1600–2600rpm

Drive Type Part-time 4x4, low-range transfer case,

rear differential lock

Transmission Six-speed torque converter automatic

Power to weight ratio 66kW/t

Weight (curb) 2111kg

Spare tire type Full size

Tow rating 3500kg braked

750kg unbraked

Spinning a 12.5m circle

As more and more Australians turn to one-tonne cars as primary family cars, comfort, convenience, and safety are now priorities for these once humble cars. At the BT-50 end of the range, the SP and Thunder offer one of the most car-like options on the market, and perhaps second only to the Ford Ranger.

However, the new

At under $60K, the standard location or school environment.

However, if there's a customization itch you can't resist scratching, the new LE delivers a perfectly balanced engine that covers a lot of bases, packs in a look that has a bit of flagship appeal and appears to command a great price. more than the actual price to upgrade.

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2023 Toyota HiLux GR Sport

The latest addition to the HiLux range is the 2023 Toyota HiLux GR Sport – which is off-road focused and more capable than before. Trent Nikolic samples Toyota's new off-road double cab at launch to find out if the added secret sauce has made Australia's most popular vehicle even more impressive.

Just when you thought you didn't need another HiLux variant... Toyota announced the 2023 Toyota HiLux GR Sport. I'll call it the GR HiLux. Is the HiLux you never knew you needed? We'll let you be the judge.

One thing that cannot be debated is the price. We've detailed them below, but for quick reference, the GR HiLux we're testing here is the most expensive HiLux ever sold in Australia. Starting at $73,990 before on-road costs.

Will it be popular? Even though inventory is already on its way, if you make a deposit now, you'll still have to wait four to six months for delivery. Well then, I'll take that as a yes.

Toyota's reputation in this country has been forged in the most difficult and remote off-road environments on our vast and diverse continent. If you imagine a remote location in this amazing country that is accessible by four-wheel drive, chances are a HiLux has been there. Along with the LandCruiser and 70 Series, the HiLux has a loyal fan base that is the envy of almost any other manufacturer.

Why is Toyota making a GR version of the already very popular HiLux? After all, it is the best-selling vehicle in the country.

Maybe it's because the Japanese giant knows there's a lot more it can access, especially off-road. And, almost certainly because it identifies that customers like the idea of a more capable off-roader that doesn't require mass modifications and still has a comprehensive factory warranty.

My foray would be short, with some decent off-road work and an on-road loop allowing me to sample the latest legend to wear the HiLux badge. To say that we already have a list of tests that we will be conducting in the coming months is an understatement.

The HiLux GR Sport now sits at the top of the HiLux range in Australia starting from $73,990 before on-road costs. Since this off-road-focused double cab comes at the party from a slightly different angle, it's hard to align them directly.

I'm not advising buyers to do this cross-shopping, but the two most logical competitors are the Ford Ranger Raptor and Nissan Navara Pro-4X Warrior. I chose them because of their stubborn off-road focus.

The Ranger Raptor is the performance option and the most expensive starting at $89,190 before on-road costs following its latest price increase. At the same time, the Navara Pro-4X Warrior starts at $70,765 before on-road costs with automatic. You can see that the Nissan is in line with the HiLux Rogue, while the Ranger goes it alone, and as such, struggles to match the new GR Sport HiLux head-to-head with the competition.

However, there are a few things that are becoming clearer in 2023. Everyone (or almost everyone) wants a double cab, and most people want it to be capable of going off-road, whether they intend to use it or not. Buyers will happily modify it themselves, but the appeal of a full factory warranty cannot be denied. Therefore, even if the GR HiLux is expensive, its target buyers won't care one bit.

Important details of the 2023 Toyota Hilux GR Sport

The price is $73,990 plus travel costs

Test car color Fever Red/Black Roof

Two-tone paint options – $1030

The price as tested was $75,020 plus travel costs

Drive away price $81,655 (Sydney)

Isuzu D-Max rival | MazdaBT-50 | Ford Ranger

The GR HiLux is familiar but a little different. Toyota has managed to deliver a sports-focused (in this case rally-inspired) feel without going overboard.

If you've driven or owned a HiLux Rogue, the cabin will feel familiar to you. The black perforated leather accented seats are different and get gray accent trim as well. As usual, and I noted this in the launch video, they feel comfortable at all times on any road – as we've come to expect from Toyota.

The driver's seat is eight-way electrically adjustable, and the second row can be folded 60/40. There's blue lighting for the door trim and instruments, as well as a black headliner, and front and rear floor mats are also standard. I think most GR buyers will opt for rubber mats – much more practical if you want to take the HiLux off-road.

Everything in the cabin, even the new trim items, retains the rugged, hard-wearing feel you've always gotten from a Toyota, and this effectively proves that the HiLux started life as a workhorse and not as a luxury car. And, the GR version is even better suited for roughing it out with the family.

You get two cupholders in the front console, plus one each on the dash for the driver and front passenger. There are also two gloveboxes with cooling piped through the top box to keep drinks and snacks cool. There's a small amount of storage in the center console.

2023 Toyota HiLux GR Sport

Seat Five

Payload 780kg

Length 5320mm

Width 2020mm

Height 1880mm

Wheelbase 3085mm

Front Track 1670mm

Rear Track 1705mm

The GR HiLux gets an 8.0-inch touchscreen infotainment system, with Bluetooth if you want to go old school. There's also wired Android Auto and Apple CarPlay, as well as satellite navigation, AM/FM, and digital radio, as well as a quality nine-speaker JBL premium audio system.

Drive launches often make it difficult to test infotainment systems, given that we often run separate mapping systems or use pre-programmed standard systems. But this time, the drive loop worked on Google Maps from my smartphone. The system connects quickly (of course with a cable), doesn't drop out, and the touch screen is responsive.

We've written this review many times before, Toyota's systems are rarely the most advanced in the segment, but the hardware works. It's also usually easy to understand.

Toyota does offer connected services via a smartphone app with the ability to check the fuel level, lock, and light status, plus the ability to contact emergency services in the event of a collision. Access to Toyota Connected Services is free for three years.

The HiLux has a five-star ANCAP safety rating and was retested in 2019 to maintain the rating in line with safety updates at the time.

Toyota is not seeking an ANCAP rating for its GR vehicles, and despite sharing the same structure, modifications, and safety features as the five-star Rogue and wider HiLux range, the HiLux GR Sport is still unrated at this time.

The HiLux scored 96 percent for adult occupant protection, 87 percent for child occupant protection, 88 percent for vulnerable road user (pedestrian) protection, and 78 percent for safety assistance systems.

2023 Toyota Hilux GR Sport
ANCAP Rating Not yet rated

Safety report Link to ANCAP report for the HiLux range

What safety technologies does the Toyota HiLux GR Sport have?

The GR HiLux has the same suite of safety features as the Rogue. Thus, you get Toyota Safety Sense including forward autonomous emergency braking with daytime pedestrian and cyclist detection, high-speed active cruise control, lane departure warning, lane keeping via braking intervention (rather than the more modern steering assist found in some competitors), speed sign recognition, 360-degree view camera, seven airbags, rear cross-traffic alert, and a blind-spot monitor.

There's no rear AEB, but there is trailer sway control and hill descent assist control.

How much does it cost to maintain the Toyota HiLux GR Sport?

Toyota's warranty period starts from five years. Private buyers have no kilometer limit, but commercial users are subject to a 160,000 km limit. Private buyers also get an extended warranty of up to two years for the engine and driveline on cars serviced according to Toyota's maintenance schedule.

Considering Toyota service costs are capped at just $290 per visit for five years, although every six months may seem a bit burdensome, a cost of $1740 for three years or $2900 for five years is reasonable.

At the time of launch, we were not yet able to access our regular insurance quote guide.

2023 Toyota Hilux GR Sport at a glance

Five-year guarantee, unlimited km

Service interval 6 months or 10,000 km

Service fee $1740 (3 years)

$2900 (5 years)

Is the Toyota HiLux GR Sport fuel efficient?

Given our protracted launch trip, and focus on low-range off-road work, we weren't able to measure fuel consumption like we did during our week behind the wheel.

On a motorway loop, with speed limits between 60km/h and 100km/h, straight-forward readings ranged between 7.8 liters per 100 kilometers and 8.1L/100km. This matches Toyota's official claim of 8.1L/100km for the HiLux GR Sport.

What is it like to drive the Toyota HiLux GR Sport?

My first experience behind the wheel of the GR HiLux was somewhat the opposite of what you might expect from the GR badge. This means facing some pretty nasty off-road challenges.

I write counter-intuitively because the GR Sport has, so far, indicated a more refined or more focused version of the fast road car. Think Yaris, Corolla, 86, or Supra. You might not expect that badge to have a place on the HiLux.

However, the explanation given by Toyota – which is not surprising given its relatively conservative brand – makes sense. GR Sport is related to Toyota's various competitive efforts. And, that includes rally-raid competitions or events like the Dakar. Thus, a HiLux modified for off-roading makes a lot of sense for consumers.

You won't notice the extra power and torque on the heavy stuff, where articulation, grip, ride smarts, and traction control tuning make the biggest difference. Unsurprisingly, Toyota's work here on the GR HiLux is excellent.

In low range, you simply ride the diesel delivery effortlessly to a crawl however slowly you need to go up, down, or over obstacles. The mechanical grip on offer is so smooth, that you'll rarely spin the all-terrain tires furiously, even on crisscrossing hills.

If slippage comes into play, Toyota's traction control tuning is, as always, in tune with off-road work. This means you can get the job done with as little effort as possible.

Removing the rear stabilizer bar – to facilitate wheel movement – has done the right thing, so you'd have to be in serious shape to hang the wheels. The added ground clearance (+20mm) makes a difference in ramp-over jobs, and on the off-road course we drove, the HiLux may have landed once, or even at all.

The ground clearance is recorded at 265 mm. The wider track doesn't hurt off-road either, but as always, the HiLux feels perfectly balanced and capable on trails that many buyers will never tackle. New KYB shock absorbers, and taller coilovers up front, with taller leaf springs in the rear, are all aimed at off-road work.

Our launch didn't allow time for a proper towing test, but Toyota has made the most of its 3500kg braked tow rating, and the extra power and torque never hurt when it comes to moving heavy loads, so we'll give it a proper test once we get the GR HiLux through the garage Drives.

My lap of the road at the launch told an interesting story. It's all country B roads, with lots of rough surfaces, bumps, ruts, and broken edges. The GR HiLux takes it all in its stride, without ever feeling like the modified suspension can't handle it.

Interestingly, while other brands' off-road models produce a different feel on the road, the GR HiLux doesn't feel much different from other HiLux variants we've tested.

It's still sturdy without weight on the tray, and can noticeably wobble on the rear axle with repeated bumpy movements. However, the solid feel you feel behind the wheel hasn't changed, so while you can feel the rear suspension working and its tightness, it's not uncomfortable.

On the road – at least on dry surfaces – the extra boost from increased power and torque figures makes a real difference. While the Ranger Raptor isn't fast, it's certainly fast enough for everyday activity, with enough mid-range punch to get going when you need it. We'll take the time to pull it to see how it adds weight to the tow ball.

The 2.8-liter turbocharged diesel engine is familiar but now produces 165kW and 550Nm, up from 150kW and 500Nm, a 10 percent increase in power and torque that puts the HiLux squarely in the middle of its dual-cab 4WD competition. Turbocharger characteristics have been modified, along with ECU tuning that changes fuel delivery.

The six-speed automatic transmission has also been adjusted to match the new engine's power and torque, and the part-time 4WD system remains. According to Toyota, "changes to the oil pressure control have increased the speed of gear shift operation, while the gear shift mapping has been revised to provide a more direct and responsive feel, in both normal and sport modes."

As you'd expect, the GR HiLux feels very similar to the HiLux, only with more power. The improvements that have been made to the powertrain make an already easy package feel even more comfortable. Not only did we send it off-road, but we also simulated an on-road tour, as we spent more time with the new GR HiLux post-launch.

Important details of the 2023 Toyota Hilux GR Sport

Engine 2.8-liter four-cylinder turbo diesel engine

Power 165kW @ 3000rpm

Torque 550Nm @ 1600–2800rpm

Drive Type Part-time four-wheel drive

Transmission Six-speed torque converter automatic

Power to weight ratio 72.7kW/t

Weight (curb) 2270kg

Spare tire type Full size

Tow rating 3500kg braked

750kg unbraked

Spinning a 12.6m circle

Should I buy a Toyota HiLux GR Sport?

There are strong reasons for and against any model from any manufacturer at the top of the price tree. Thus, you could argue that you buy the more affordable HiLux, set it up exactly how you want it for off-road work, and live happily ever after. This is certainly the way HiLux owners have done it for decades when exploring our vast continent.

However, if your budget extends beyond the top predator in the HiLux range, there's a lot to like about the GR Sport fettling that has been added to the already hugely popular HiLux. This is a straight-up off-road performance without spending a dime on it. It still tows as well as any other HiLux in the range, and is as familiar of an old jumper as any other Toyota off-roader.

Furthermore – and this is the important point – it comes with all the standard factory capabilities and warranties. We've seen with the Ranger Raptor and Navara Warrior that Australians like the idea of an off-road-focused double cab that comes with a factory warranty, and there's no reason to think Australia's most popular vehicle will be any different.

This is a Toyota and it does very well in tough conditions, but we expect that as we always do. Arrive early and deposit if you wish. It's fair to say, it's going to be popular.

How to buy a Toyota HiLux GR Sport – next steps?

As you would expect with a new variant, any manufacturer wants to get to work immediately, and Toyota is no different. According to Sean Hanley, Toyota Australia's Vice President of Sales, Marketing, and Franchise Operations, "GR Sport sales are projected at 3,500 per year. Production is flexible if more is needed. HiLux production and supply is healthy."

This is good news for anyone looking to get their hands on a GR HiLux, and since its launch, you'll have to wait four to six months if you take your order now. Our advice, despite not having tested the GR HiLux either against other HiLux models in the range (such as the Rogue) or others, is to go to the dealer and get a deposit if you want one. If you're interested in other models in the HiLux range, you can view the cars for sale at Drive.com.au/cars-for-sale.

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2023 Ram 1500 Laramie Sport

Ram Trucks Australia recently added the Laramie Sport to its model range, bridging the gap between the most affordable and top-of-the-line variants. Trent Nikolic spent his time with a truck that, on paper at least, looks to have what it takes to appeal to Australian buyers eyeing the full-size segment.

The engine is powerful but very efficient

Cabin comfort and space is outstanding

Good hard worker but also a great tourist

2023 Ram 1500 Laramie Sport

Full-size US pick-up truck. Yes, it's a truck. So does the Ranger and HiLux actually, but that's an argument for another day. Where was I?

Yes, it's a truck, yes, it's full-size, yes, it's American in every way, and yes, it's a relatively new sight (certainly in large numbers) on our urban streets. That they are targets of ridicule is simply the mood of the moment—soft targets and so on.

We'll cover why you shouldn't buy one if you live in a city center with no parking later, but you won't see too many of them in the middle of our big cities. However, this has not stopped various interest groups from complaining about them.

However, if you look at the sales figures, these numbers will persist. And I suspect that will continue to happen when they also permanently switch to electric power. This segment, and the capabilities it brings, is popular with Australian buyers.

At the front of the queue is Ram Trucks Australia. There's no denying that the conversion of left-hand drive vehicles to right-hand drive in our market has been a minor concern over the years, that's a fact, and we've tested quite a few of those products over the years.

However, Ram Trucks Australia was the first company to implement this concept on a large scale, and not only converted but also remanufactured some components to offer well-engineered vehicles to Australian buyers. Stories detailing the investment, number of jobs, and infrastructure required have been told by Drive before, but Ram Trucks Australia put its money where its mouth is and delivered a quality product.

Therefore, it is now a segment in Australia and not a night flight. There are some things these trucks can't do well – such as underground parking lots or narrow city highways – but their capabilities far outweigh any shortcomings. When it comes to work, towing, or touring, few things do it like a full-size pick-up truck. Of course, towing stands out as something this vehicle does with absolute ease, and nothing else can match it.

When you talk to owners in rural areas, the first thing they will tell you is that nothing else can do what they need to do as easily as the Ram they are driving. It's time to look at the newest entrant in the growing Ram 1500 lineup.

How much does a Ram 1500 cost in Australia?

The availability of the Laramie Sport spec grade we tested here comes as Ram Trucks Australia tightens its range and discontinues the older generation model that was hugely popular on Australian roads. Josh Dowling reported the following in July:

As Ram Trucks Australia prepares to phase out the sub-$100,000 edition that has driven much of its sales growth in Australia over the past eight years – the 'DS Series Ram 1500 Express – Ram Trucks Australia is filling in the remainder of the newer 'DT Series'. ' line up. While most of the current Ram 1500 range in Australia ranges from $98,950 to $156,950, the newly introduced Ram 1500 Laramie Sport is priced from $136,950 plus on-road costs. The high-performance supercharged TRX tops the range at $224,950.

The Ram 1500 Laramie Sport, then, is set apart from the rest of the Ram 1500 lineup via color-coded bumpers, grille and mirrors, a black roof lining, carbon fiber-look trim inside the cabin on the dash and doors, a 12-inch widescreen digital instrument cluster, unique alloy wheels 20 inches, and RamBox cargo storage in the rear quarter panel. LED headlights and taillights are standard equipment. The Laramie Sport is available in Australia in three colors – white, black, or grey.

As mentioned above, pricing for this model starts at $136,950 before on-road costs, and given US pick-ups are heavily specified regardless of trim grade, you won't need to add anything to the options list. If you're looking for a current comparison, a GMSV Silverado 1500 in ZR2 spec starts at $124,000 before on-road costs, while the new Ford F-150 Lariat starts at $139,950. However, it's fair to say that Ford will go with two model classes from launch, and the Lariat is the best.

The Laramie Sport is a step above the most affordable DT 1500, the Big Horn, and below the Limited we've previously tested. If you don't need all the extras you get when upgrading the range, this may be the right model for you.

With the Toyota Tundra still in the fray, there's no doubt that Australian buyers have never had a better experience when it comes to full-size trucks in this country. The quality of remanufacturing and conversion work is top-notch across all brands, and a wide range of models and qualities are available.

Ram Trucks Australia deserves credit for being the first to identify the market and pursue it with significant investment and resources. Given the Ram's popularity in Australia, this was an investment that paid off.

Important 2023 Ram 1500 Laramie Sport details

The price is $136,950 plus on-road costs

The color of the test car is bright white

Options None

The price as tested was $136,950 plus on-road costs

Rivals Ford the F-150 | Chevrolet Silverado | Toyota LC79

How much space does a Ram 1500 have inside?

Ram claims the Laramie Sport has the largest cabin in its class, and it certainly feels like the chairman's lounge when you're upfront. Visibility is excellent, aided not only by the seating position and adjustability but also by the height at which you sit, which is also one of the reasons the Ram 1500 is such a capable tow vehicle. Visibility makes driving much safer, no matter what segment you're on.

The front and rear doors are large, open wide, and make getting in or out of the Ram easier than you might think. Retractable electric side steps are a winner when it comes to simple functionality. They're wide enough to safely accommodate large boots, but they're also sturdy and don't feel like they're going to break when you jump on them. Furthermore, if Ram quotes five seats, that means you can accommodate five adults comfortably.

As we've noted on the Ram before, the cabin is where they best illustrate their chops as America's family transportation of choice in many states. This means they are comfortable, practical, insulated, and have plenty of storage, making the most of the large space on offer.

The partially covered leather seats are comfortable – they are heated and cooled in the front with folding armrests. They are eight-way adjustable, with waist adjustment as well. Ram has added active noise cancellation and acoustic glass to reduce ambient noise as much as possible, which the manufacturer says makes this the quietest 1500 ever.

The two outer rear seats are not only heated but also get manually reclining backrests and are limousine-like in terms of leg, shoulder, and headroom. Ram calls the rear bench a '60:40 stadium folding' design, and there's also a folding center armrest with cupholders in the back row.

Door pockets, a large center console area, clever solutions for storing your large smartphone, and plenty of cupholders throughout the cabin make the Ram 1500 Laramie Sport an attractive family touring alternative. If you're on the road for a long period, you'll be able to do it comfortably, there's no doubt about that.

20 23 Ram 1500 Laramie Sport

Seat Five

Payload 779kg

Length 5916mm

Width 2084mm

Height 1971mm

Wheelbase 3672mm

Does the Ram 1500 have Apple CarPlay and Android Auto?

Thanks to its portrait orientation, the infotainment screen is the first thing you'll see when you step to the front of the cabin, as it dominates the center of the dashboard. Measuring 12 inches, it's large enough that everything you need or want to see is displayed, but designed so that it can sit on the dash, rather than looking like an afterthought that was just thrown onto the dash without much thought. aesthetics.

Cleverly, portrait orientation, as we've noted on other systems, lets you display your smartphone's mirrored screen on top, as it might be seen on the more common landscape setup. Then underneath, you can still see the HVAC controls for example. This doubles the effective functionality and makes primary control easy to perform. Vehicle settings are also accessed via the touchscreen menu.

There are two USB-A ports and two USB-C ports up front, which handle Apple CarPlay or Android Auto. CarPlay was perfect for us during testing, and there's dedicated smart storage for your phone at the front bottom of the center console. This also stops your phone from slipping all over the place, which is useful.

Although the touchscreen doubles as a control center, I like the way the RAM maintains traditional button controls for functions like fan speed, temperature settings, and recirculation.

Below the screen, you'll find dedicated controls for towing apps, which we didn't do in this test. Second-row passengers aren't forgotten either, and they get two USB-A charging ports and two USB-C charging ports to keep devices charged. We like the way Ram integrated the shift knob into the RHD conversion, and it makes shifting much easier if the factory used a dial instead of a traditional lever. Therefore, it is quite intuitive, even when you need to shift gears quickly to get three-figure laps.

The Ram's 12-inch digital driver display is nice, and across the Drive team, we noted the position and functionality of the steering wheel-mounted controls, which are easy to use, and don't get in the way when you're minding your own business just trying to drive the Laramie Sport. It can also be configured to suit what you want to see, ensuring you get the look you want.

Is the Ram 1500 a safe car?

The 2023 Ram 1500 hasn't been tested locally by ANCAP, so it hasn't been assessed at this stage.

It should be noted that this is an untested category in Australia, as full-size pick-up trucks are not included in ANCAP guidelines at this time. Therefore, we do not have independent crash data in Australia.

What safety technologies does the Ram 1500 have?

Standard safety technology includes traction and stability control, anti-lock brakes with electronic brake force distribution, trailer sway control, hill start assist, front and rear parking sensors, autonomous emergency braking, blind zone alert, rear cross-traffic alert, and 360 degrees. -Degree camera display, lane keep assist, adaptive cruise control, and tire pressure monitoring.

How much does it cost to maintain a Ram 1500?

Ram's three-year/100,000 km warranty is thin compared to typical warranties on the market, and we'd like to see the brand extend that warranty to five years. There is also 24/7 roadside assistance during the warranty period.

Service intervals are every 12 months or 12,000 km, whichever comes first. Service costs over three years of ownership are priced at $2040.

The annual comprehensive insurance premium we obtained showed a whopping $5195 to insure a Ram 1500 Laramie Sport, based on a comparison quote for a 35-year-old male driver, living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

202 3 Ram 1500 Laramie Sport at a Glance

Three-year guarantee, 100,000 km

Service interval 12 months or 12,000 km

Service fee $2040 (3 years)

Is the Ram 1500 fuel efficient?

It seems nice to talk about fuel economy with something like the Ram 1500, but they're nowhere near as thirsty as most people think.

Firstly, Ram claims 12.2 liters per 100 kilometers on the combined cycle, and you'll easily manage that on long highway trips. Outright numbers in the single digits are not unusual when you're driving on the freeway. The 1500's 5.7-liter Hemi V8 includes fuel-saving technologies such as cylinder deactivation for low-load driving, and a mild hybrid stop-start system.

Our tester, which will cover a lot of highway miles during the run-in phase, returned a historical average of 12.6L/100km over 2000km.

Our standard test loop, with a mix of around-town and highway commuting, returned indicated usage of 13.4L/100km. Not bad for something as big, comfortable, and capable as the Ram 1500.

What is the Ram 1500 like to drive?

Driving any Ram 1500 should be a powerful reminder of all the inherent qualities of a naturally aspirated V8 gasoline engine. Not too complicated if not for forced induction, the V8 petrol engine serves as one of the most enduring engine platforms in history. The 5.7-liter Hemi V8 hiding under the Ram's hood is also good.

With 291kW and 556Nm, it does everything with ease, and that ease is reflected in lower-than-expected fuel consumption. The eight-speed auto is also excellent, working well around town or on the move, and plays a role in working with the engine's power.

If you want a relaxing cruise, that's what you can get. If you want to increase your speed quickly, you can do that too. The big Hemi will never feel like it's being asked to do something it doesn't want to do. The ram isn't slim – 2671kg – but it doesn't feel heavy to haul in a straight line.

Ride quality on the Laramie Sport's 20-inch wheels and tires is excellent, with all but the worst road surfaces barely visible in the cabin. The Ram is truly a classic long-legged touring vehicle that can handle family road trips with ease. It's comfortable in terms of cabin space, but it's also comfortable on the road, and that makes a difference.

Once you're out and about, and comfortable with the fact that the Ram is a huge bugger, you can easily drive it. Light steering and good brake response mean it's no different from driving a regular double cab anywhere other than on very narrow roads. It's easy to put yourself on track, respond as you see fit, and behave convincingly.

Don't fire it into a corner with the aim of braking as late as possible – it's not designed for that kind of theatrics. Our country's roads are not laid out as well as in America, and paying attention to the long wheelbase when you turn onto a main road from a side street, for example, is highly recommended. We also found it easy to park, with the 360-degree camera helping here, and sitting so high ensures you can see the Ram's angles.

You'll want to keep in mind that the Ram 1500 is larger than the double cabs we're used to, regardless of whether it's the Laramie Sport tested here or another grade. Therefore, this is not an option for those of you who live close to the city center, don't have off-street parking, or need to enter underground parking lots frequently. That doesn't mean you can't do some of these things, especially because it's not practical for those applications.

However, if you live in a non-urban area, need to frequently carry long or bulky equipment, tow a heavy trailer, or head to rural areas to explore, it's a different story. In terms of conventional competitors, only the Land Rover Defender, Nissan Patrol, or Toyota LandCruiser 300 can do what the Ram 1500 does as easily as it does. Not surprisingly, Ram dealers tell us that many of the new buyers are current 'Cruiser or Patrol owners.

Important details 202 3 Ram 1500 Laramie Sport

5.7 liter V8 Petrol Engine

Power 291kW @ 5600rpm

Torque 556Nm @ 3950rpm

Drive Type Four-wheel drive

Transmission Eight-speed torque converter automatic

Power to weight ratio 108.9kW/t

Weight (curb) 2671kg

Spare tire type Full size

Tow rating 4500kg braked (70mm ball)

750kg unbraked

Spinning a 14.0m circle

With the understanding that those of you in town don't need to apply, there's a lot to like about the Ram 1500 Laramie Sport. Its advantages are undeniably strong, and it does things that other vehicles simply can't do.

If you need to tow it, for example, almost nothing can keep up. Moving your family with space and luxury on long journeys is difficult to do easily using any other vehicle – whether four-wheeled or otherwise.

The segment is hot, with the Chevrolet Silverado 1500 and Ford F-150 on sale, and the Toyota Tundra on the way. But Ram Trucks Australia got the jump, and the brand has real popularity here, not to mention a loyal fan base. Full-size US trucks aren't for everyone, but the Ram 1500 Laramie Sport would be ideal for this group of buyers. Put it on your shopping list when you're ready to move on.

If you're flexible with color and trim, you can be driving a new Ram 1500 in about a month. In other words, waiting times and availability have increased significantly compared to during the COVID-19 lockdown. Initial interest in the Laramie Sport grade model is already strong, but if you walk into a Ram dealer, you'll be able to get one.

Considering the price and standard specs, and while we like the Limited, the Laramie Sport does steal the show as our pick. While more money gets you more Ram 1500, the Laramie Sport is a neat mix of price and inclusions.

The next step in the buying journey is to check the Ram Trucks Australia website for stock of your chosen Ram 1500 variant. You can also find Rams for sale at Drive.com.au/cars-for-sale.

As always, we highly recommend taking a test drive at the dealer before committing as personal needs and tastes can vary. Especially if this is your first taste of the US full-size pick-up segment. This is a big transition for buyers who are not used to big trucks. Find your nearest Ram dealer via this link. We also recommend test-driving a Chevrolet Silverado and a Ford F-150 to compare the different brands available today.

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