Comparisons
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There are not many vehicles remaining on the market that can drive well on the road off-road, take seven people, carry big stuff inside if required and tow a heavy trailer -- all the while being reasonably fuel-efficient and easy to drive.
One of the last bastions of such jack-of-all-trades in the car industry is the off-road large SUV. These relatively affordable wagons will do just about anything well.
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All models here except for the Toyota Prado are available with 2WD-only options, but here we are focussing only on the off-road capable 4WD models.
There are more off-road SUVs than those here but they have not made out shortlist because they don’t quite excel to the degree these SUVs do, or they have an entry price beyond our $70k limit -- or don’t qualify as a large SUV.
Such models include the GWM Tank ($46,990-$60,990), LDV D90 ($46,832-$52,095), Mahindra Scorpio ($41,990-$45,990) SsangYong Rexton ($47,990-$56,585) and Toyota Fortuner ($53,775-$66,755).
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JUMP AHEAD
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Ford Everest
Priced from $58,290 (Ambiente) to $77,000 (Platinum), the Wheels COTY 2023 winner Ford Everest has something for everyone in its five-tier line-up.
The Everest uses the same powertrains as the closely related Ford Ranger ute: that is, either bi-turbo four-cylinder or V6 turbo-diesels both running 10-speed automatics and all wheel-drive and similar underpinnings. The main difference is at the rear axle; leaf springs in Ranger, coils and five-link in Everest.
Like the Ranger, the Everest has the performance, towing performance and stability, refinement, technology and safety to lead the class.
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Even better is the ride and handling compromise, one of the best in the large off-road SUV business augmented by an excellent, versatile interior space.
For off-road work, the Everest (like Prado) has full-time 4WD so, unlike the part-time 4WD in most of the other large wagons, you don’t need to engage 4WD (or remember to disengage it) when the road gets slippery. The Everest’s low-range performance, over-bonnet vision and wheel travel and articulation all put it up near the top of the off-road performance ladder.
The negatives are relatively minor for the new Ford all-terrain wagon: the ride quality on patchy bitumen or rough dirt could be a touch more refined, while inside the rocker switch for manual mode might need a rethink, as it’s not easy to use. The lower cabin trim materials may also be a touch reminiscent of commercial utes, for some.
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The Everest has a current five star ANCAP rating, given just last year.
The Ford comes standard with a five-year/unlimited-kilometre warranty and free roadside assistance for a year, continued when you have services done with Ford.
The capped-price maintenance scheme covers the first four scheduled services, either pre-paid or pay-as-you-go, due every 12 months or 15,000km. Ford gives you a free service loan car and also a price-matched tyre offering.
MOREEverything Ford
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Mitsubishi Pajero Sport
The Pajero Sport, priced from $49,940 (GLX) to $62,440 (GSR), is much the same as the model first released eight years ago.
While a new-generation Pajero Sport is due in two years, the fact remains that the existing Pajero Sport simply lacks innovation of more recent arrivals. At least the current model was updated in 2020, and continues as a value-laden offering in the segment.
For example, you save $8000 on base 4x4 models, if you buy a Pajero Sport GLX 4WD, over the Ford Everest Ambiente 4WD.
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Although no longer competitive on outputs, the 133kW/430Nm turbo-diesel four cylinder is among the most efficient
The Pajero Sport has a clever 4WD system, debatably the best of the 4WD bunch for its flexibility. This 4WD system, called Mitsubishi Super Select II, basically means you have a part-time and full-time 4WD system in the same vehicle. It has been around a long time and is reliable.
Although no longer competitive on outputs, the 133kW/430Nm turbo-diesel four cylinder is among the most efficient, (with an 8.0L/100km claimed average) even though it uses a six-speed auto where eight to 10 speeds is becoming more common.
Even though there’s more than adequate room inside, the Pajero Sport more than any others in the class has more obvious old-school body on chassis design, where the seats seems closer to the floor.
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As it has been tested too longer ago to be considered current, ANCAP has removed the 2023 Pajero Sport’s safety rating, although previously it was rated five stars.
No matter what your position is on true towing mass capacities, the Pajero Sport’s 3100kg maximum towing capacity is undeniably short of the 3500kg towing capacity now standard elsewhere.
The Pajero Sport’s 10 year/200,000km warranty is the longest (in time period, at least) in the business, but you have to go back to a Mitsubishi dealer for every service for the warranty to remain valid after five years or 100,000km has passed.
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Miss just one service, and by the book, your warranty expires at the five year/100,000km mark.
Servicing intervals are every 12 months or 15,000km, whichever comes first. Mitsubishi will also cap servicing costs for the first ten years or 200,000km and includes 10 years of roadside assistance provided, again, that you service yearly at Mitsubishi.
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Isuzu MU-X
From $54,900 for the base 4x4 the LS-U to $65,990 for the top of the range LS-T, the MU-X, was released in 2021, not long after the ute on which it is based, the D-MAX. The Isuzu MU-X received a mild update earlier this year.
The Isuzu has a fresh interior design and offers slightly improved material quality over the Pajero Sport, although it is trumped in most respects by the Everest.
The 3.0-litre turbo-diesel is the MU-X’s only engine option but it propels the MU-X though its six-speed auto very well, although with more harshness and noise than you might expect.
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The MU-X’s selectable off-road setting called Rough Terrain mode, sharpens traction control response and it works really well.
This is aided by excellent suspension travel for an independent front/live rear axle design (a set-up used by all the wagons here), and very good low-range reduction gearing, plus good over-bonnet vision and a relatively compact wagon body.
A combination of 1.5mm-thick steel and some 5mm-thick poly-composite plates. This vehicle ticks many boxes for the off-road enthusiast. With all these off-road assets, you can get a long way off-road in the MU-X.
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This is one of the best 3500kg-capacity tow wagons here, second only to the Everest for its ability to hitch up almost any trailer within its legal capacity and get on with hauling it with ease.
The Isuzu MU-X certainly offers a tonne of safety gear, good performance and reasonable ride and handling. Yet is a little on the noisy side, its auto is lagging behind with only six forward speeds and the tailgate opens too low for taller people.
The Isuzu MU-X comes standard with a six-year/150,000km warranty and seven years Roadside Assistance when you scheduled services are done with Isuzu. The CPS Program covers the first seven scheduled services, due every 12 months or 15,000km.
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Toyota Prado
$62,830 (GX) to $87,468 (Kakadu). All models feature a robust 2.8-litre turbo-diesel engine generating 150kW/500Nm, paired with a six-speed automatic transmission.
The 2024 Toyota Prado has recently made its debut in both Japan and the United States. It’s worth remembering that the Prado was released in 2009, with the 150 series on sale new today in effect a thorough rehash of the 120 Series, which itself first came out in 2002.
Even though much revised since, it is still a bit of an old truck in its base form, which makes it even more incredible that is manages to be so competitive today.
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The 2.8-litre turbo-diesel engine is unchanged. It’s not a noisy diesel, and while it’s smooth it doesn’t like to rev beyond 3800rpm (redline is at 4400rpm).
That’s not really what diesels are about; it’s in the thick of the 450Nm mid-range torque band that the LandCruiser Prado is most willing. The six-speed auto is more workman-like than wonderful in terms of gearshifts (it’ll occasionally clunk into gear). Both fifth and six gears are overdrives.
A tall-bodied separate-chassis 4WD wagon with a live rear axle isn’t the makings of a great handling vehicle. The LandCruiser Prado is the least precise through the corners but is arguable the most lush-riding; you really notice that on a badly pock-marked road that the LandCruiser Prado blots out the worst of it.
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The LandCruiser Prado isn’t a natural towing vehicle in the way that, for example, the Isuzu MU-X is.
The combination reacts to small steering inputs at 100km/h with a tail wag from the trailer.
The Prado’s off-road ability is somewhat predicated by how much you spend. For example, you don’t get a rear diff lock on base GX; while all Prados features a full-time 4WD system, only GXL, VX and Kakadu variants have a rear diff lock. You need to spend big on the top-shelf Kakadu to get a five-speed crawl control function.
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The Prado’s low-range gearing is not stellar but well within the ballpark for pegging speed.
Not so great is the gearshift between first and second gear in low range - the transmission holds first for a bit too long and then lurches into second gear.
The 2023 Toyota Prado has not been crash safety-rated by the Australasian New Car Assessment Program (ANCAP), although it did achieve five stars when put against less stringent ANCAP criteria in 2015.
The Prado has a five-year / unlimited-kilometre factory warranty, with no breakdown cover as standard. Services are due at quite short intervals, that is, every six months or 10,000km – whichever comes first.
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Winner
The Ford Everest is the Best Off-Road Large SUV under $70K for its ability to traverse all types of terrain with ease, even when towing a trailer or carrying seven occupants. Its extensive safety and technology equipment, even at entry Ambiente level, sweeten the deal on what is a very well-rounded wagon.
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2023 Best Large SUV series
Looking to get into a brand-new large SUV? Our stories below will guide you to the model that best suits your needs!
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