Tow Car of the Year? Best tow vehicles at COTY 2024

No joke, we might do a proper Tow Car of the Year, but for now, you asked so here are our thoughts on the cars (and trucks) that came to Caravan of the Year 2024.

Thanks to a raised chassis and independent trailing arm suspension, the latest Snowy sits higher off the road than its more blacktop focused counterparts, but that’s not to say it towed badly at all. All four of us judges found it nearly faultless. But what about the Ranger up front? 

We towed with a Ford Ranger XLT PX MkII fettled by Tickford Engineering. The MkII was built between 2015 and 2018 and in the XLT trim came only with the 3.2L inline five-cylinder turbo diesel engine with the choice of either a manual or six-speed automatic transmission. 

The PX MkII is a handsome ride and with a set of Clearview mirrors, a small lift in its suspension, some more aggressive wheels and tyres, and the Tickford touch in some black wheel arches and some stickers, it really stood out and it went well too.

The 3.2L has enough torque to haul a van of the Snowy’s size with ease and it should be reasonably economical, especially when you take on what you could save buying one used over a new ute. A really clean, unmodified example with around 100,000km still fetches around $40,000. A higher kilometre (over 200,000km) example could be had for $30,000 or less but we’d avoid them, especially if they lack service documents. 

Tim gives it an 8.5/10 based on parts availability and the future low cost of ownership. 

Ford Ranger XLT PX MkII (Tickford enhanced)

• 3.2L inline five-cylinder turbo diesel
• 80L fuel capacity
• 3200kg GVM (gross vehicle mass)
• 6550kg GCM (gross combination mass)
• Up to 1041kg payload
• 3500kg max. tow capacity
• Rough price now $30,000–40,000

This is a truck I know well. It came with us on a big trip through the centre of Australia in search of a good pie (and pub). That was its maiden voyage, towing another Wonderland RV, a 2100 XTR Bunk van for issue #622 (also online here). It was a baptism of fire with the RAM 1500 Laramie blowing three factory tyres, almost leaving us stranded and chewing a concerning 30L/100km into a headwind. 

Now the same RAM sits on some Bob Jane-supplied Monster wheels and Yokohama Geolandar All Terrain tyres and what a difference! We didn’t blow any tyres on our testing loops around Victoria’s Bellarine Peninsula, and it rode better with taller profile tyres although they were a bit noisy. 

Anyone who has been inside a Laramie knows how cosseting they feel. Like other 1500 series trucks from GM and Ford, they just get it right. The seats are plush and deep and where you rest your elbows and hands is near perfect. Their small fuel tanks and thirst into a headwind with a big van means you’ll stop a lot or add an extended fuel tank. I often say, these 1500 series trucks (RAM, Ford, GM) are the best at towing a 3500kg ATM van even if they have low payloads compared to their big 2500 series sisters. 

Tim gives it an 8/10 based on comfort and now much more capable wheels and tyres.

2022 RAM 1500 Laramie

• 5.7L petrol engine V8
• 98L fuel capacity
• 3450kg GVM
• 7713kg GCM
• Up to 833kg payload
• 4500kg max. tow capacity
• Rough price now $100,000 to $145,000

This was my first ride in the GR Sport variant of the hugely popular (and capable) LandCruiser 300 Series, commonly known as the LC300. 

I’ve towed a range of vans with the new V6-equipped Aussie favourite and always came away thinking the ride quality was spectacular, the infotainment near perfect and the towing performance one of, if not the best, SUV in its class ... but I have one reservation: the low payload. 

Before explaining my way into that, the reason I was excited by the GR Sport is that it comes only as a five-seater. Without the bulky third row of seats in the seven-seaters, there is more room for a fridge, some drawers and some gear, but that payload sucks for such an otherwise capable vehicle. 

Install a loaded fridge, some drawers and some gear and there goes 200–250kg. Put on some frontal protection and you could lose another 80–130kg which, with a 200kg ball weight van, leaves only the capacity to have a lightweight driver. No passengers, no loaded roof rack, no bigger wheels and tyres. No wonder Tough Dog sells so many GVM upgrade kits for the LC300. It’s a shame as for the rest, it’s hugely capable and comfortable. 

Tim gives it a 7/10 because Toyota should have done better and offered a Tow Special variant with a 3900kg GVM.

2024 Toyota LC300 GR Sport

• 3.3L turbo diesel V6
• 110L fuel capacity
• 3280kg GVM
• 6750kg GCM
• Up to 650kg payload
• 3500kg max. tow capacity
• New, driveaway Melbourne $159,669

Want to save money? Some people say buy an older tow rig, if you even need to, but that can be a false economy with higher maintenance costs coming as vehicles end their last days on our roads, an often overlooked or hidden cost.

I’ve fallen for this, having bought an old model LandCruiser and then having to spend about the vehicle’s value in maintenance to remedy things ignored by the previous owner (always have a thorough third-party inspection done if buying a high-km vehicle) but you can save on the purchase price and that’s what this MQ Mitsi Triton towing the Great Aussie was all about. 

I’d driven this ute before when reviewing other Great Aussie Caravans products and once you look past the lack of modern safety equipment, comparatively low weight capacities and old styling, the Triton MQ is a fine beast. 

The 2.4L turbo diesel has just enough power to tow maybe 2500–2800kg comfortably. I feel it might struggle at its 3100kg limit though.

There are a lot of MQs for sale. This model was a popular choice, so parts shouldn’t be an issue to get. Prices vary massively — depending on mileage, condition and if it has aftermarket accessories fitted — with a high-mileage (>300,000km) double cab 4x4 seen for as little as $12,000 and a well-kept, low-mileage option with a lot fitted to it for a surprisingly high $55,000.

Tim gives it a 7.5/10 because they are actually good tow rigs but now getting old, he fears the cost of ownership could balloon. 

Mitsubishi Triton MQ

• 2.4L turbo diesel four-cylinder
• 75L fuel capacity
• 2900kg GVM
• 5885kg GCM
• Up to 950kg payload
• 3100kg max. tow capacity
• Seen now from $12,000 to $50,000

Here we have another caravan brand pointing out you do not need a LandCruiser or US truck to tow a proper offroad caravan, this time Evernew and its Nissan Navara N-TREK Warrior. 

Built on the D23 Series 4 ST-L platform, the Warrior N-TREK was the halo car of the range. Assembled locally by Premcar, the N-TREK has a number of enhancements, most notable of which are a 42mm suspension lift, good-looking wheels, the gorgeous wheel arches and the tub bar and colour accents. 

Towing with an N-TREK is noticeably better than the SL-T coil rear suspension model from which it is built. The suspension lift includes stiffer rear coils and slightly softer fronts. The marketers of the model suggest these changes make it better on dirt roads and offroad travel, but I’d suggest the biggest benefit is in towing. The stiffer rear does away with the saggy bum the ST-L would suffer from with high ball weights while the softer front makes the overall ride more pleasant. 

The N-TREK seen here could have been picked up new for around $67,000. Now, a higher kilometre example could be had for under $40,000 and I think that’s a bargain for such a good-looking and capable vehicle. I’ve seen a low mileage (under 100,000km) example for sale for only $45,000 too. 

Tim gives it a 9/10 for its great value for money, looks and excellent ride with and without a heavy trailer behind.

2020 Nissan Navara N-TREK Warrior

• 2.3L bi-turbo diesel four-cylinder
• 80L fuel capacity
• 2910kg GVM
• 5910kg GCM
• Up to 917kg payload
• 3500kg max. tow capacity
• Seen now from $40,000 to $50,000

Not the truck I would take home, but the one I would recommend most was the black RAM 1500 Express in front of the Adventure 6.3 Black for one reason: value. It was under $100,000 new and can be had for as little as $85,000 with under 50,000km on the potent V8 and tough chassis now.

Using just value to describe the 1500 Express suggests it has to do everything well, for its price, and it does. Although not on plush airbag suspension like the Limited and with a basic dash and interior, it still rides and feels supremely comfortable and capable. 

The occupant space is unrivalled. There is room for three large (and tall) adults in the back seat and the driver’s seating will fit almost any body size with exemplary comfort. 

It runs the same 5.7L Hemi V8 as the Laramie Wonderland RV brought to COTY, so it goes well, and it has a high tow rating (up to 4500kg), but it is, like other trucks in its class, limited in payload. 

When asked what the best tow rig is outright, that goes to another US truck, but for the money, a used Express is hard to beat ... unbeatable in my opinion. Compare them to used 200 Series LandCruisers and some new Japanese utes and you’ll see it too. These are exceptional value for money. 

Tim gives it a 9/10 for its good value for money (new and used) and capability.

2022 RAM 1500 Express

• 5.7L petrol V8
• 98L fuel capacity
• 3450kg GVM
• 7713kg GCM
• Up to 845kg payload
• 4500kg max. tow capacity
• Seen now for as little as $85,000

This is the one I would take home. From my first drive in one — towing an Evernew RTX35, which you can read about here or in issue #628 — I knew this was the new benchmark for big-load towing. 

Yes, there are big considerations that come with owning and using such a massive truck, parking it or navigating small tracks and caravan parks being the two obvious ones, but just try one.

From the moment you launch yourself in (it is a bit of a jump for some) you’ll feel cosseted, you’ll see the world from up high and you’ll be comfortable in the heated (or cooled) seats. Start the frankly obscene 6.6L V8, though, and you’ll be forgiven for thinking it didn’t hide almost 500hp and more than 1200Nm of torque under the bonnet. But once you floor it, you’ll quickly learn it does.

So enamoured am I with the 2500HD, I urged my fellow judges to all help with the driving and they all came away blown away with its capability if a bit reserved on its girth. 

I’ve written a couple of reviews on the 2500HD and shot a couple of videos where I’ve seen low 20L/100km towing — frankly unbelievable. Check them out below: 

• Tow test: MY24 Chevrolet Silverado LTZ 2500HD
• Tow test: Silverado LTZ 2500HD Premium

We have an upcoming feature from a travelling family, Aussie Destinations Unknown, who tell it like I see it. There is nothing better for towing than these big rigs. Just get your truck licence and register it with NB2 classification to get the best of its GVM. 

Tim gives it a 10/10 — nothing comes close, yet. Bring on the F-250 and RAM 2500.

• 2023 GMSV Chevrolet Silverado 2500HD
• 6.6L turbo diesel V8
• 138L fuel capacity
• 4495kg (NB1) or 5148kg+ (NB2) GVM
• Up to 12,474kg GCM
• Up to 1396kg payload (NB2)
• 4500kg max. tow capacity
• Seen around $150,00 to $180,000 depending on extras

So, what about the RAM 2500HD? It is a natural competitor to the GMSV 2500HD and it does all the same things, but I haven’t spent as much time as I would like in one to jump up and down about it like I do the Chevy. 

I first drove one back in 2014. I loved the big yet silky-smooth 6.7L inline six-cylinder engine but its build quality was poor, at best. Most of the interior felt like it was a fragile plastic clip failure away from falling completely apart. Jump forward to my couple of drives of the Wonderland RV supplied 2022 RAM 2500HD and it’s better, a lot better, but still not quite there where it matters — inside. 

The 6.7L inline six has its origins in one of the most revered engines, the Cummins BT series with this latest, the 6BT. Known for being reliable under heavy loads, many people stand by it as the best option for heavy and commercial work. Remember, in the US, these trucks can often be seen towing loads in excess of 12,000kg. 

Behind the Cummins is an Allison transmission lifted straight from commercially rated trucks. It is smooth, it shifts cleanly but will hold gears a little longer than the box in the GMSV 2500HD; it feels less refined. 

Like the GMSV truck, to get the best of the big RAM, it needs to be registered as a light truck with an NB2 classification. RAM Australia markets the RAM 3500 as this vehicle. It is the same as the 2500HD with the exception of the rear axle having a higher load rating (2740kg versus 3175kg), its GVM jumps to a massive 5352kg and its payload to up to 1759kg. That would be the one to have.

Tim gives it an 8/10 its quality is not there, and you really should get the 3500HD.

2022 RAM 2500HD

• 6.7L turbo diesel inline six
• 117L fuel capacity
• 4495kg up to 12695kg GCM
• Up to 886kg payload
• 8000kg max. tow capacity (with gooseneck and air brakes)
• Seen around $180,00 to $220,000 depending on spec and extras 

A bit like the RAM 1500s also seen at Caravan of the Year 2024, the Chevrolet Silverado 1500 LTZ suffers from a moderately low payload but is otherwise an exceptional tow vehicle. 

The 1500 LTZ runs a lively 6.2L V8 that produces in the region of 400hp at peak. And the noise it makes doing it is addictive if not a bit costly with fuel consumption seen in other testing sitting at or above 26L/100km. With only 91L of fuel capacity you’ll want to be careful with the throttle, plan to stop a bit or get an upgraded tank (there are options and there is plenty of space underneath the 1500 LTZ). 

From inside the tough-looking cab, the view over the bonnet is impressive. You sit at a good height above the ground in some sumptuous seats thanks to the local importer (GMSV) speccing the vehicle highly with the LTZ pack applied to the Premium 1500 with optional V8. 

I reviewed the 1500 LTZ back in issue #636 (or click this link) and I was impressed with it. It is confident under hard braking, pulls well when you need it to and just glides along open freeways. 

This is one of the most popular vehicles in the US. Like the HiLux/Ranger battle we see here, in the States it is F-150 versus 1500 (Chevrolet and RAM) and like our local heroes, these vehicles have to be able to do everything well. They can tow, they can be used as commuter cars and they can haul moderate loads. They only differ in that like a lot of US products (and opinions) they are bigger. When it comes to towing, it is a common sentiment that bigger is better and the 1500 LTZ with V8 option is the biggest of them. 

Recently, I looked at the new MY24 version which retails at about $150,000 driveaway. Compare that to the LC300 GR Sport we saw in front of the Mobi Nomad, and you’ll see why I rate these highly for value. They may not (quite) have the Toyota build quality, but they are not far off anymore yet have greater towing capacity and are equally as comfortable now. 

Tim gives it an 8.5/10 due to its great interior and lustful (if thirsty) V8.

2023 Chevrolet 1500 LTZ Premium

• 6.2L petrol V8
• 97L fuel capacity
• 7160kg GCM
• Up to 757kg payload
• 4500kg max. tow capacity
• Seen from as low as $100,000 to new model (MY24) at $150,000 driveaway

Another Navara? Yep, third one at Caravan of the Year and another good-looking one with some substance underneath. 

What we have here is the Nissan Navara Warrior PRO-4X, we’ll call it the PRO-4X. It is based on the outgoing D23 Series Navara, known for its decent ride thanks to coil springs under the rear axle and for decent power and power delivery from its 2.3L bi-turbo diesel engine. 

Like the N-TREK, the PRO-4X features a 40mm suspension lift that aids ground clearance and approach and departure angles, but it’s no ordinary lift. The front springs have had their rates reduced 7 per cent and rear primary springs have softened 6 per cent. You might stop and think that is a bad thing for towing, and it could have been, but then the PRO-4X uses progressive rate springs with the secondary rate upped 13 per cent. It culminates with a better unloaded ride (softer, more compliant) and when loaded, less risk of the nose lifting impacting braking and steering. 

With the Prime Edge Odyssey in tow, the PRO-4X was a real surprise to us all. Like the N-TREK, it towed really well, I think as good if not better than any other dual cab ute in its class. 

What sets the PRO-4X apart from the N-TREK is a heap of added underbody protection headlined by a thick bash plate under the front differential housing and a great-looking winch-ready front bar. If you need a capable offroader that tows surprisingly well, this is it. 

Tim gives it a 9.5/10 as it has the looks and what’s needed to haul typical vans with ease plus some stout armour for offroad use.

2021–2024 Nissan Navara PRO-4X Warrior

• 2.3L bi-turbo diesel four-cylinder
• 80L fuel capacity
• 3250kg GVM
• 5910kg GCM
• Up to 1013kg payload
• 3500kg max. tow capacity
• Used from $52,000 to new from $78,964

Arguably the best sounding V8 to come from Japan has to be the VK56 hiding under the bonnet of the Nissan Patrol Y62. The dual overhead camshaft, direct injection motor sings a song that will stop petrolheads in their tracks, if fitted with a decent exhaust like a Manta and that’s what Sean from Prime Campers has in his Y62. 

The Y62 was once derided for its petrol-only engine option but then its price, new, was in some models up to $30,000 cheaper than arch-rival the LandCruiser. Many people argued the higher fuel costs would take years to drain the at-dealership savings. The cost to buy a Y62 Series 5, as seen here, new crept up substantially, so the justification has diluted a bit. They have held their value well though with used examples selling for near new prices.

Onto how it tows. Pretty well even if it has independent suspension in the rear (the only vehicle at COTY without a solid rear axle). I did feel the rear would squat and lean on a corner more than the rest of the vehicles but that could be down to the lift kit Sean fitted. Maybe it needed a stiff anti-roll bar or for me to drive it a bit more conservatively (but that V8 noise!). 

One thing that was real was we loved the straight-line performance and sound it made but we all struggled with its interior styling. It is an older platform, and the Australian market is too small for Nissan HQ to deliver a modern, subtle interior (for now) so buyers are left with odd, large curves and weird storage space adorned in abhorred fake wood. 

It’s not the best tow rig. You’ll buy one on its sound alone and to enjoy it offroad.

Tim gives it a 7/10 for noise alone but he’d struggle to live in one for long.

Nissan Patrol Y62 Series 5

• 5.6L petrol V8
• 140L fuel capacity
• 3500kg GVM
• 7000kg GCM
• Up to 750kg payload
• 3500kg max. tow capacity
• Used from $70,000, up to $100,000

Phew, it was a V6, not the 2L four cylinder that we had a handful of at last year’s COTY. That is not to say that I do not like the smaller engine, I really rated it towing a Jayco Journey Pop Top with a Ford Wildtrak-X a few months ago, but the V6 just has what the four cylinder doesn’t, lots of torque down low.

The V6 has class-leading torque of 600Nm from only 1750rpm. That makes for a lazy tow yet with 10 gears to use in the gearbox, a prod of the pedal and the Ranger gets up and goes, even with a decent trailer like the Trailblazer behind. 

Inside it’s as good as it gets. Being the newest ute in its class, the next gen Ranger has it all. Great infotainment, great seats, excellent safety tech and a thumping stereo. 

I’ve done a lot of miles in Fords recently, mainly in the F-150 but also in all forms of Ford Everest and Ranger and in them, I come away feeling like they are well-made vehicles. They still have their roots in commercial vehicles, so do not expect BMW refinement but they certainly do not feel like the utes I grew up with. These are cars that can take a load and haul a big trailer all at the same time thanks to decent GVMs and GCMs. 

Tim gives it a 9/10 because the ride is bettered by the Nissan Warriors even if the Ranger has more power and refinement.

2023 Ford Ranger Sport V6

• 3L turbo diesel V6
• 80L fuel capacity
• 3280kg GVM
• 6400kg GCM
• Up to 980kg payload
• 3500kg max. tow capacity
• Used from $60,000, up to $77,000 (new to order)

There is so much left out in these quick looks at the tow cars at Caravan of the Year 2024. If you want to read more in-depth reviews, head to our website where you’ll find plenty, and seriously, if you think we should do a Tow Car of the Year where we pit some archrivals head-to-head (think F-150, RAM 1500 and Chevrolet 1500 plus Ranger versus HiLux versus Isuzu D-MAX and so on), we’d love to hear from you. It’s a big job putting these together, but we live to serve you. 

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