Best tow vehicles for 2026: What’s worth waiting for (and buying)

Ford Ranger Super Duty is the long awaited 4.5T towing rig

Forget brochure bravado — 2025 and 2026 are delivering tow vehicles that finally back up their numbers with real engineering and fewer compromises.

Towing in 2026 is less about chasing the biggest number on a brochure and more about understanding where the compromises really sit. A 3500kg rating doesn’t guarantee stability, payload disappears faster than most buyers expect and ‘tow-ready’ too often means ‘technically legal, practically bullshit’.

The good news? Buyers have more choice than ever — and not just at the expensive end. Heavy-duty utes now exist that don’t require US truck dimensions, affordable newcomers are challenging old assumptions and electrification is starting to matter in ways that actually benefit people who tow.

This feature isn’t about crowning a single winner. It’s about showing where different vehicles make sense, where they don’t and what actually matters once a caravan is hitched up. Some of these vehicles will tow effortlessly. Others need careful maths and realistic expectations — and because not every 2026 model is fully finalised yet, some specifications are best estimates based on what manufacturers have confirmed so far.

If you tow — or are thinking about it — this is where the conversation really starts.

Ford Ranger Super Duty Pick-Up (mid-2026)

This is the one. The answer to a problem many of us didn’t fully articulate, but Ford Australia clearly understood. The Ford Ranger Super Duty Pick-Up delivers genuinely heavy-duty towing and payload capability in a package that’s only marginally larger than a standard Ranger — without the weight, cost or compromises of a full-size US truck.

Crucially, it brings that capability straight off the showroom floor. No gross vehicle mass (GVM) upgrades. No engineering workarounds. With the Pick-Up and XLT variants arriving in mid-2026, Ford has added meaningful comfort (carpeted cabin, ventilated electric seats and a factory tub) to what was previously a more commercially focused cab-chassis platform.

Ford Ranger Super Duty Pick-Up

The Ranger Super Duty Pick-Up remains expensive, but nothing else combines this level of towing, payload and drivability in a vehicle that still fits Australian roads and touring realities.

• Why I love it: It keeps the Super Duty’s extraordinary mass limits while adding genuine everyday usability
• What could be better: I’m pricing one to buy and it’s likely about $103,000 before accessories
• When is it on sale?: Orders are being taken for a mid-2026 delivery
• What it will tow: Everything

Ford Ranger Super Duty Pick-Up — basic specs

Chevrolet Silverado 2500 HD and RAM 2500/3500 (available now)

In pure towing terms, the only vehicles that genuinely outgun the Ranger Super Duty are the American heavyweights — the Chevrolet Silverado 2500 HD and RAM’s 2500 and 3500. If you’ve ever towed with one, you’ll understand why I rate them as the best tow rigs on sale, even if that doesn’t automatically make them the best all-round vehicles.

Chevrolet Silverado 2500 HD

Both brands have recently refreshed their interiors and technology, but the fundamentals remain old-school and effective. General Motors (GM) sticks with its 6.6L V8 for the Silverado 2500 HD, while RAM persists with the 6.7L Cummins inline-six. Power outputs sit comfortably north of 300kW, with torque figures well into four digits — and they need it. Kerb weights pushing 3.8T and sheer physical size demand serious grunt.

To unlock their true capability, most owners register them as NB2 light trucks, lifting the GVM beyond 5000kg and restoring usable payload. Keep them car-licence friendly and the payload suffers badly. Add in Light Rigid licensing, annual inspections and parking realities, and it’s clear these are not casual purchases.

The RAM 2500 is the real deal for towing

If you’re willing to accept the overheads, though, they operate in a different universe to anything else here.

• Why I love them: Nothing tows as effortlessly or as calmly
• What could be better: Weight, size and price — all three are extreme
• When are they on sale?: Both are available now, though RAM 3500 stock is already tight
• What will they tow?: Everything, with absolute ease

Chevrolet Silverado 2500HD — basic specs

RAM 2500 — basic specs

RAM 3500 — basic specs

Ford F-150 XLT, Lariat and Platinum (mid-2026)

If you picked up Caravan World in 2024 or 2025, chances are you saw an F-150 in the mix. For good reason. It’s compromised, yes, but it’s also easy to understand why it’s the best-selling vehicle in the US and one of the most popular worldwide.

Ford F-150 Platinum

The compromises are familiar: payload is tight for its size, and the factory tyres and suspension tune are road biased. Both are fixable. What remains is a big, relaxed tow vehicle with genuine grunt, acres of space and a cabin you can sit in all day without fatigue.

After a protracted delay, Australia will finally get the facelifted F-150 — effectively the US-market 2024 update — landing locally mid-2026. The upside is access to the Platinum grade above the already impressive Lariat, while the proven 3.5L V6 and large fuel tank remain unchanged. Pick one up, budget for better tyres and consider a GVM upgrade if payload matters.

• Why I like it: Effortless towing and long-distance comfort
• What could be better: Payload, suspension tune and tyres out of the box
• When is it on sale?: Local launch in mid-2026; deliveries through Q2
• What it will tow: Almost anything — just watch your GCM

Ford F-150 — basic specs

Ford Everest and Ranger (MY26.5 update, mid-2026)

This MY26.5 update for the Ford Everest and Ranger is less about reinvention and more about recalibration — and for tow vehicle buyers, that’s no bad thing. The headline change is the quiet exit of the 2.0L bi-turbo diesel engine, which no longer meets the latest emissions requirements. While some owners will mourn its efficiency, its departure simplifies the range and removes a known point of long-term concern.

What replaces it is a clearer engine strategy. Expect broader availability of Ford’s excellent 3.0L V6 turbo-diesel engine across both Everest and Ranger, paired with the familiar 10-speed automatic transmission. Fleet and budget buyers will still have access to the 2.0L single turbo-diesel, but the focus shifts decisively toward V6 power where towing is concerned.

Cabin updates are incremental but meaningful. Lower grades such as XLT are expected to inherit the larger infotainment screens previously reserved for Wildtrak and Platinum, alongside minor improvements to materials and finishes. The Everest range also reshuffles at the entry point, with the new Active model replacing Ambiente and Trend.

Ford’s Widltrack doing its thingWill the Ford Everest get a V6?

There’s also an outside chance of something more interesting. If Ford decides to bring the 2.7L petrol V6 to an Everest Tremor, its shared DNA with Ranger Raptor and F-150 suggests a smooth, quiet and surprisingly capable tow vehicle.

For most buyers, though, Ford Everest and Ranger MY26.5 update represents fewer engines, clearer choices and a stronger emphasis on V6 torque where it actually matters.

• Why I like them: The move toward broader V6 availability simplifies the range and makes both Everest and Ranger stronger, more confident tow vehicles where it matters
• What could be better: Some buyers will miss the efficiency of the bi-turbo engine, and final spec detail is still a little vague ahead of launch
• When are they on sale?: MY26.5 models arrive mid-2026
• What they will tow: Medium to large caravans with ease, particularly in V6 form

Ford MY26.5 Everest — basic specs

Ford MY26.5 Ranger — basic specs

Toyota LandCruiser 300 Series Hybrid (mid-2026)

This isn’t Toyota ‘going electric’ in the way some might hope — or fear. The upcoming LandCruiser 300 Series Hybrid is best understood as a performance and refinement upgrade, not a plug-in experiment or campsite power station.

Toyota has been clear that the system mirrors the setup used in the Tundra: a twin-turbo petrol V6 paired with an electric motor integrated into the transmission. There’s no external charging or 240V outlet, unfortunately. Instead, the hybrid system works quietly in the background, harvesting energy, smoothing power delivery and reducing fuel use under sustained load — an approach Toyota has spent decades perfecting.

Toyota LandCruiser 300 Series Hybrid

The payoff should be felt most when towing. Expect quieter operation, sharper response and less effort under acceleration, with the electric motor filling gaps in the powerband that diesel can’t. If the Tundra is any guide, the hybrid LandCruiser will haul heavy vans quickly and calmly, with less noise and vibration than before.

For traditional LandCruiser buyers, this feels like Toyota threading the needle: meeting emissions requirements without sacrificing the core brief. It won’t convert every diesel diehard, but it may well become the most relaxed long-haul tow wagon Toyota has ever built.

• Why I like it: Refinement, effortless power and Toyota’s hybrid durability applied to towing
• What could be better: No external power or plug-in option will disappoint some buyers
• When is it on sale?: Expected mid-2026
• What it will tow: Heavy caravans — quickly and quietly

Toyota LandCruiser 300 Series Hybrid — basic specs

Toyota N90 HiLux (available now) 

This is a hard one. I was expecting the Toyota N90 HiLux to be more than what many are already calling a facelift. And while there’s still plenty to like, expectations matter. The familiar 2.8L diesel carries over, Toyota reliability and resale remain class-leading, and none of that should be dismissed lightly.

But in a segment that’s just seen genuinely new platforms and meaningful towing upgrades elsewhere, the N90 doesn’t move the game forward mechanically. Power, torque, tow rating and GCM are broadly unchanged. Yes, it will still tow 3500kg, but as ever with HiLux, payload management is critical — hook up a big van and onboard capacity disappears quickly.

The new Toyota N90 HiLux has improved styling

Where Toyota has clearly lifted its game is inside. The new cabin is a genuine step forward, borrowing heavily from Prado 250 in layout, screens and usability. It finally feels modern and is a far nicer place to spend long days behind the wheel — something many owners will value more than marginal spec gains.

That, ultimately, is the N90’s role. It’s not chasing headlines or taking risks. It will sell in huge numbers, remain easy to own, and deliver exactly what HiLux buyers expect — even if the segment has moved on around it.

• Why I like it: The interior is finally where it should have been, and Toyota ownership confidence remains unmatched.
• What could be better: The mechanical specs feel static in a rapidly moving segment.
• When is it on sale?: On sale now
• What it will tow: Heavy caravans — within familiar HiLux limits, with careful payload management.

Toyota N90 HiLux — basic specs

Subaru Outback (MY26, expected late 2026) 

This is the Subaru Outback many buyers have been waiting for — not a light refresh, but a clear shift toward a taller, more SUV-like shape with better space, tech and everyday usability. It keeps the Outback’s wagon DNA but adds comfort and interior polish that matter on long trips, particularly for owners towing smaller caravans and campers.

The all-new Subaru Outback and Widerness

Mechanically, Subaru is playing it safe. Expect the familiar 2.5L petrol boxer to continue, alongside the turbocharged 2.4L engine in higher grades such as cool-looking Wilderness. While broader electrification is part of Subaru’s global roadmap, there’s no confirmed plug-in system here — and that feels deliberate if unfortunate. The focus remains on simplicity, weight control and durability rather than campsite power options. The trade-off is capability versus ambition. The Outback remains a very competent touring and light-tow vehicle, but it’s not trying to be a mobile power source or heavy hauler. Instead, it doubles down on being an easy, comfortable, do-everything family car with genuine AWD credibility.

• Why I like it: Underrated, capable and easy to live with as a single-car solution
• What could be better: A PHEV (plug-in hybrid electric vehicle) variant with V2L would add real campsite versatility, even if it’s unlikely
• When is it on sale?: From late 2026
• What it will tow: Small vans, pods, camper trailers and classic caravans

Subaru Outback MY26 — basic specs

Toyota RAV4 (expected late 2026)

If the Subaru Outback remains relevant because no one has fully replaced it, the next Toyota RAV4 may be the vehicle most likely to try. It’s firmly an SUV rather than a wagon, but the gap between the two has narrowed with every generation.

Toyota’s Rav4 is a one-car solution

Toyota’s direction is clear: hybrids are now the default, not the alternative. The next RAV4 is expected to lean heavily into electrification, with petrol-hybrid models forming the core of the range and a more prominent plug-in hybrid option sitting above them. That matters, because a PHEV RAV4 could offer something genuinely useful — low running costs during the week, then the ability to tow a small van or camper while supporting basic campsite loads.

It won’t match the Outback’s mechanical simplicity offroad, and tow limits will remain modest. But if Toyota gets the balance right — sensible AWD tuning, usable ride height and a practical PHEV system — the next RAV4 could be one of the most relevant light tow vehicles here for families who camp often and want a single daily driver.

• Why I like it: Potentially the best true one-car solution for light towing and every-day family use
• What could be better: Tow limits
• When is it due?: Expected late 2026
• What it will tow: Pods, camper trailers and light caravans

Toyota RAV4 — basic specs (expected)

2026 Nissan Navara (available now)

This one is easier than it first looks, because much of the hard work has already been done. The next Navara rides on the same new-generation foundations as the latest Mitsubishi Triton, and that’s very good news for anyone who tows.

The new Nissan Navara is available now

The Triton platform represents a genuine step forward, with a stiffer chassis, improved suspension geometry and a far more capable drivetrain than the outgoing Navara ever had. Nissan mirrors that hardware closely, pairing it with extensive locally tuned suspension by Premcar, which is the real watch point here. If the tuning is right — particularly rear-end control when loaded — this Navara should finally feel current rather than apologetic.

Power comes from a 2.4L bi-turbo diesel delivering 150kW and 470Nm, matched to a six-speed automatic transmission. On paper, the towing math stacks up properly, with a full 3500kg braked rating and a 6250kg GCM. It won’t challenge Ford Ranger Super Duty or US trucks for outright mass, but it doesn’t need to. Against the Ford Ranger, Toyota HiLux, Isuzu D-MAX and Volkswagon Amarok, the new Nissan Navara looks competitive again.

It won’t redefine the segment, but it should finally stop making excuses for its age.

• Why I like it: Proven Mitsubishi Triton underpinnings, plus proper local suspension tuning
• What could be better: I don't know yet, I expect it will be great
• When is it on sale?: On sale now
• What it will tow: Full-size caravans

2026 Nissan Navara — basic specs

LDV Terron 9 Ute and MG U9 (available now) 

There’s a genuine shift happening at the affordable end of the tow-vehicle market. The LDV Terron 9 Ute and MG U9 show that buying under $60,000 no longer means automatically accepting compromised towing ability.

Both are new-generation dual-cab utes built around the same pitch: modern platforms, big headline numbers and aggressive drive-away pricing in the low-to-mid $50K range. Each claims a full 3500kg braked towing capacity and a 6500kg GCM — figures that, on paper, put them right in the mix with far more established rivals.

The Terron 9 takes the more traditional route. It’s large, heavy and unapologetically work-focused, running a 2.5L turbo-diesel with strong torque and genuine payload headroom. On the road, that mass translates to stability with a van on the back. It’s not refined, but it feels honest — and the towing maths works.

The MG U9 is the more polished alternative. Ride comfort, cabin presentation and tech are clearly more SUV-like, and as shown in real world testing, it tows with more composure than many expect. Payload is tighter, so loading discipline matters, but as a family tourer that happens to tow, it makes sense.

MG U9 is a good value proposition

These utes are affordable, and you do get what you pay for. Longevity remains the open question. Still, they’re locally delivered, warranty-backed and genuinely capable — and for buyers priced out of the mainstream, that matters.

• Why I like either: They tow better than you’d expect for the money
• What could be better: Longevity is unproven, and some safety systems are overly intrusive
• When are they on sale?: Available now
• What they will tow: Full-size caravans, provided payload and GCM are managed carefully

LDV Terron 9 — basic specs

MG U9 — basic specs

Denza B8 (early 2026)

The Denza B8 isn’t trying to be a traditional diesel tow wagon, and that’s exactly why it’s interesting. Instead, it approaches towing from a luxury-first, tech-heavy plug-in hybrid angle — and does so with real intent.

Time spent around the Denza B8 highlights two things immediately: the interior and the suspension philosophy. Inside, it’s genuinely plush, with soft, high-quality leather paired with an almost spaceship-like mix of screens, ambient lighting and digital interfaces. It feels calm and indulgent rather than flashy, which matters on long trips.

Denza B8 adds luxury to the segment

Underneath that is the B8’s key tow-buyer asset: height-adjustable air suspension. While real-world towing is yet to be proven locally, the inclusion of air suspension strongly suggests self-levelling under ball weight and the ability to add clearance when conditions demand it. Combined with the quiet, petrol-based PHEV drivetrain, it promises far less noise and fatigue than most diesel alternatives.

Add genuine 240V vehicle-to-load capability and it’s easy to see the appeal. Buyers already warming to tech-forward lifestyle vehicles like the BYD Shark 6 will recognise the B8 as the SUV expression of that same mindset.

There are still unknowns — durability, sustained-load towing and Australian conditions will ultimately define it — but as a luxury SUV that can tow properly and power a campsite, the B8 feels more forward-looking than fringe.

• Why I like it: Interior comfort, air suspension and real on-board power make it genuinely compelling
• What could be better: Real-world towing validation and long-term durability are still unknown
• When is it on sale?: Orders open now; first deliveries expected in early 2026
• What it will tow: Medium to heavy caravans — quietly and comfortably

Denza B8 – basic specs

Volkswagen Tayron (early 2026) 

When Volkswagen confirmed the end of the Touareg locally, it left a real hole in the towing landscape. The Tayron doesn’t replace the Touareg outright, but it steps into that space in a more attainable, mainstream way — and for many buyers, that’s no bad thing.

The VW Tayron lacks the Tourag’s grunt

Positioned between Tiguan and the departed Touareg, the Tayron comes in both front-wheel drive and 4MOTION all-wheel drive, and that distinction matters. Only 4MOTION variants are rated to tow 2500kg; 2WD models are limited to lighter duties. If towing is on the agenda, the choice is simple: pick 4MOTION.

In that configuration, the Tayron shapes up as a refined mid-weight tourer. The 2.0L turbo-petrol engines are smooth and responsive, the cabin feels premium without drifting into luxury pricing, and adaptive damping on higher grades should deliver the control and stability tow buyers care about. It also earns points for versatility, offering huge cargo space in five-seat form and genuine family usability as a seven-seater.

It won’t tow like the old Touareg — and it doesn’t pretend to — but judged as a modern, sensible tow family SUV, the Tayron gets the balance right.

• Why I like it: Sensible sizing and a genuine 2.5T tow rating in 4MOTION form
• What could be better: No air suspension option, and less tow capacity than the Touareg
• When is it on sale?: Australian deliveries expected from early 2026
• - What it will tow: Campers and medium caravans when paired with 4MOTION and sensible loading

Volkswagen Tayron — basic specs

Foton Tunland (available now)

The Foton Tunland is the sort of vehicle that slips into the market quietly, then forces you to stop and double-check the numbers. On price alone, it’s disruptive: from under $40,000 before on-roads for a dual-cab ute claiming a full 3500kg braked tow rating. That immediately undercuts not just mainstream players but even the value-focused LDV and MG by a meaningful margin.

The Futon Tunland gets dirty

Under the bonnet is a conservative but sensible setup — a 2.0L turbo-diesel with 48V mild-hybrid assistance, paired with a ZF eight-speed automatic (my favourite gearbox). Outputs aren’t headline-grabbing, but the fundamentals stack up: GCM just shy of 6800kg, payload is around the 1000kg mark and a ladder-frame chassis clearly designed with commercial use in mind. On paper, the towing maths works.

What really separates the Foton Tunland range is its split personality. Entry V7 models are unapologetically work-focused, with leaf rear suspension and fleet appeal. Step into the V9 grades and the brief shifts toward lifestyle use, adding multi-link rear suspension, more comfort tech and even 240V vehicle-to load power.

Longevity is the open question. Foton’s global truck experience counts for something, and a seven-year unlimited-kilometre warranty helps, but confidence will only come once these are towing vans around Australia for a few years.

Still, judged on price versus capability, the Tunland isn’t a placeholder — it’s a genuine shake-up.

• Why I like it: The price-to-capability ratio is hard to ignore, and the towing maths is honest
• What could be better: Power output is modest, and long-term durability in Australian touring remains unproven
• When is it on sale?: On sale now
• What it will tow: On paper, full-size caravans — provided performance expectations are realistic

Foton Tunland — basic specs

GWM Tank 500 Hi4-T PHEV (available now) 

I’ve driven a GWM Tank hard offroad, and it was one of the most confidence-inspiring 4WD experiences I’ve had in years. The GWM Tank 500 Hi4-T PHEV builds on that genuinely capable platform by adding electrification — without turning it into a soft-roader.

GMW Tank 500 Hi4-T PHEV

This is a proper PHEV 4WD. A 2.0L turbo-petrol engine works with front and rear electric motors through a mechanical 4WD system with low range and locking differentials. Combined outputs of up to 300kW and 750Nm give it effortless response on road and serious control off it. A 3000kg braked tow rating won’t suit everyone, but it’s ample for many medium caravans and camper trailers.

Where the Tank 500 Hi4-T PHEV really stands apart is its 37.1kWh battery and 240V V2L system, capable of supplying up to 6kW of power at camp — enough to meaningfully run appliances, not just charge devices. The interior is spacious and tech-heavy, though material quality doesn’t quite match the ambition.

Still, judged on value, capability and genuine off-grid usefulness, the Tank 500 Hi4-T PHEV is hard to ignore.

• Why I like it: Serious offroad ability, huge torque and real campsite power
• What could be better: Interior finish and modest tow rating for its size
• When is it on sale?: On sale now
• What it will tow: Medium caravans and campers, with genuine off-grid capability

The GWM Tank 500 Hi4-T PHEV’s 3000kg towing capacity,will suit medium-sized vans

GWM Tank 500 Hi4-T PHEV — basic specs

Honourable mentions

Some vehicles don’t quite fit the core brief of heavy caravanning, but they still deserve attention for what they represent — or quietly deliver.

The Isuzu D-MAX EV matters less for outright towing and more for intent. Isuzu has already shown a production intent dual-motor, 4WD D-MAX EV built on a familiar ladder frame, with GVM expected in the low to-mid 3.3T range and a likely GCM around 6.5T. That suggests genuine workhorse foundations, but expectations need to be realistic. While electric torque will suit light trailers, boats and short-distance towing, sustained range under load will be the limiting factor. This isn’t a diesel replacement — it’s Isuzu laying groundwork for the next regulatory cycle, honestly and without hype.

At the other end of the surprise scale sits the Mazda CX-60 diesel hybrid, one I’ve actually towed with. Its 3.3L inline-six turbo-diesel mild-hybrid produces effortless torque and backs it with a proper 2500kg braked tow rating — significant in a mid-size SUV. With a GCM just under 5T and a refined, premium cabin, it’s a relaxed and efficient option for campers and light-to-medium caravans, even if it lacks the ride height for remote touring.

Then there’s the Škoda Octavia, still one of the most overlooked light-tow vehicles on sale. With turbo-petrol power, a braked tow rating around 1500kg–1,600kg and excellent stability, it suits pods and small campers beautifully. It won’t tow big, but it tows smart — efficiently, comfortably and at a price that makes sense.

None are headline acts — but all expand the towing conversation in useful ways.

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