Not for big vans but the HiLux GR Sport towed the lightweight Cub Campers’ F14 well
Last year many readers enjoyed our take on the vehicles used at Caravan of the Year, so here we are again. We had the full gambit at COTY 2025, from two rigs that likely owe their owners more than the cost of a decent flat in Newcastle and some more grounded efforts.
This year we put more emphasis on claimed capabilities to highlight what is truly usable and, in the case of the first vehicle, it’s not great.
Toyota HiLux GR Sport and Cub Campers F14
Performance car nuts have fallen in love with any Toyota carrying the GR Sport badge. So, what happened to the HiLux GR Sport? It has more power than a typical HiLux (up 15kW and 50Nm) and it has revised suspension giving it a wider stance and slight lift but, it’s not exactly a sporting drive. But we are here for towing.
The GR Sport has a kerb weight of 2270kg, a max braked tow capacity of 3500kg and a gross combined mass (GCM) of 5850kg. Do the sums for towing and we are left with a 2350kg, minus the kerb weight and that only allows 80kg payload for passengers, the dog and any gear. Cross off using the GR Sport to tow a big van.
Hauling the Cub F14, or any trailer with a 2500kg ATM, allows for 3350kg in the GCM, more than the GVM (3050kg) of the GR Sport, so you can use all of its 780kg payload, just remember to keep the ball weight in mind.
Given that the GR Sport is clearly not made for big loads, did it actually tow well? Yes. The monotube dampeners are more assertive than those in a stock HiLux and we appreciated the wider stance which helped reduce roll in cornering. The Bridgestone Dueller All Terrain tyres were a good thing too.
We gave it a 4/10 based on its marketing lie about tow capacity.
Basic tow specs
Toyota HiLux GR Sport
- 2.8L turbo diesel In-line four
- 80L fuel capacity
- 3050kg GVM (gross vehicle mass)
- 5850kg GCM (gross combined mass)
- Up to 780kg payload
- 3500kg max. tow capacity
- Pricing seen $80,000–$95,000
2022 RAM 1500 Laramie and On The Move Caravans Grenade 6.3 Black Edition
The RAM 1500 Laramie scored an eight out of 10
This looked like the same RAM 1500 On The Move Caravans brought to last year’s COTY. It still has the same 5.7L Hemi V8 and eight-speed automatic but now it comes with a fancy interior. The Laramie is mid-spec for us down under. The Limited tops the range with airbag suspension and more fancy interiors while the Express and now Big Horn are the entry models.
For towing, the ones to have are the Big Horn and the Laramie as they come with rear coil suspension as opposed to airbags in the Limited which reduce its towing capacity. The massive factory wheels come with liquorice-thin tyres that can be nothing but trouble on gravel and rough tracks.
The 5.7L Hemi has been around for a while and is now done for with the Hurricane powered RAM 1500 launched in April 2025. The Hurricane has more torque and power and is smoother and quieter but the V8 still has appeal.
One thing to consider are the towing credentials of the RAM. Like its 1500 rivals in the Ford F-150 and Chevrolet Silverado 1500, RAM says it can tow 4500kg but only in very certain circumstances.
The On The Move Caravans van weighed in a bit under 3000kg, so it was no trouble to the RAM 1500 with its 4500kg max braked tow capacity. Should you push its limits though, know that your payload will end up in the region of 590kg thanks to its kerb weight of 2617kg and GCM of 7713kg. That’s not bad, honestly, and is better than the utes we’ve come to love.
You can read more about the capabilities and compare our most popular utes here.
Cap the van to 3500kg and you are no longer GCM limited but GVM, meaning you can make full use of the decent 833kg payload.
If you wanted more, our mates at Tough Dog 4WD Suspension have GVM upgrade kits that can take the RAM DT up to 4000kg.
Towing with the RAM 1500 is great. The gearbox is the best in the field and the rear suspension which uses coils, not leaf springs like its competitors, is more compliant and comfortable. We’d like to see a bigger fuel tank as we’ve seen as high as 30L/100km towing in hard conditions which meant frequent stops.
You’ll expect to pay around $85,000 for a high kilometres example and more than $110,000 for a RAM that has seen little use.
We gave it an 8/10 based on great ride and gearbox and strong resale.
Basic tow specs
2022 RAM 1500 Laramie
- 5.7L petrol V898L fuel capacity
- 3450kg GVM
- 7713kg GCM
- 833kg payload
- 4500kg max. tow capacity
- $85,000–$110,000
Chevrolet Silverado 2500HD and Spinifex Epix Premier 21ft 6in
10 out of 10 for the Chevrolet Silverado 2500HD — the best tow vehicle at COTY 2025
Hands down, this was the best tow vehicle at COTY 2025.
Tim van Duyl reviewed one back in 2022 and then again in 2024, and both times he left convinced that was nothing tows better. But he also flagged the need to register the vehicle as a light truck, namely an NB2, but Spinifex owner Steve disagrees. Here is his logic.
As an NB2 registered vehicle, not everyone can drive it and the cost to run it jumps. The driving issue is in having the right licence (which is not hard) and the on-going costs are in the registration costs, tolls and safety checks which add up.
Steve is pragmatic with his use. He is leaving his 2500HD stock and towing the Epix Premier 21ft 6in brought to COTY, it’s a good match. The Epix has an ATM of 4500kg, but Steve expects to tow at around 4000kg courtesy of the relatively light 3380kg caravan tare.
Using 4000kg as the trailer weight, the 2500HD has no issue with GCM and with its 240kg ball weight, Steve will be left with around 500kg of payload for some personal gear and family. Not a huge amount, but usable.
Should Steve decide to reregister the 2500HD to NB2 classification, he’ll gain over 500kg of usable payload, something he might do if he decides to mount a tinny on some racks over the cab and tub.
Why Tim swears by the 2500HD is the seamless nature of the big V8’s power delivery. It has 1322Nm of torque or more than twice a Ranger Sport V6 and, with 350kW, is near on double the Ranger again. But you do not use it. It’s light work for the 2500HD to tow anything without secondary brakes.
It also has cooled seats, a great stereo and heaps of legroom. The tech is great too, especially the adaptive cruise control which takes into account stored trailer data to adjust following distances.
We gave it a 10/10 based on Tim saying he’ll fight anyone who disagrees that it’s the best there is.
Basic tow specs
MY24 Chevrolet Silverado 2500HD
- 6.6L turbo diesel V8
- 138L fuel capacity
- 4495kg (NB1) GVM
- Up to 12474kg GCM
- Up to 733kg payload
- 4500kg max. tow capacity
- Rough price now $135,000 (used) to $185,000 (new, driveaway)
MY24 Chevrolet Silverado 1500 LTZ Premium and Eden Caravans X-Treme 24ft Slideout
The Chevrolet Silverado 1500 LTZ Premium lost points for its low payload
We had two Chev Silverado 1500 LTZ Premiums at COTY. This one towed the longest and biggest looking van — the 24ft X-Treme by Eden Caravans. We’d have loved to weigh the ball weight on the big offroader as it dragged the bum of the Silverado 1500 down even though it is rated to take up to 422kg of down weight. Paul from Eden suggested the X-Treme has a ball weight at tare of 200kg, but we’d suspect it was closer to 350kg once loaded. The sag is an easy fix though, and Paul tells us some airbags are on order.
The Silverado uses a 6.2L naturally aspirated V8 to haul trailers up to 4500kg. The reality of towing at that limit is that, with a stock GVM, the Silverado has very little payload to make use of. Even at 3500kg, the payload is around 750kg which, after ball weight is taken into account, is not enough to use how we want to and do it legally.
That engine though. We appreciate a turbocharged engine for its inherent torque, and we like diesel for its fuel efficiency, but the free-revving nature of a petrol V8 is a glorious thing, so long as you do not over do the exhaust modifications.
The fuel tank in the Silverado 1500 LTZ is the smallest in class at only 93L, but there is ample room for more underneath.
The V8 is not the most frugal engine out there, but it’s not a petrol V8 LandCruiser bad. We’ve seen early 20L/100km when driving considerately with a 3000kg van and mid to high 30s when pushing it in hills.
The tech in the MY24 Silverado 1500 LTZ Premium is immense. Like most US trucks, it has a haul mode and a heap of programmable systems to set your brake gain for defined trailers and its ability to use the side mirror cameras to project potential touch points when turning is really quite cool.
We gave it a 7/10 based on its low payload.
Basic tow specs
MY24 Chevrolet Silverado 1500 LTZ Premium
- 6.2L V8
- 91L fuel capacity
- 3300kg GVM
- 7160kg GCM
- Up to 757kg payload
- 4500kg max. tow capacity
- $120,000 plus taxes (used) to $130,000
plus ORC (new)
Ford F-250 Super Duty and Kokoda Counterstrike Vincere
This modified Ford F-250 Super Duty towing the big Kokoda Counterstrike Vincere would have cost its owner significantly more than a stock standard model
A special van needs a special tow vehicle and there is nothing more special than a private import built to your specs. What we have here is an F-250 Platinum Super Duty from around 2019–2022 with nearly as much fitted to it as the Aussie Destinations Unknown’s Silverado (more on this later).
It has been lifted and runs new wheels and tyres, plus features like epic lighting and a tub-fit out to make it a practical tourer. It probably owes the owner (a good friend of Trevor from Kokoda) around $400,000, taking into account a vehicle cost that was built around the post-COVID highs.
Under the exterior is a 6.7L diesel V8 with 450hp and 1267Nm of torque (before it’s modified) and behind it a 10R140 10sp gearbox. The GVM, as stock and registered as regular passenger vehicle, is capped at the 4500kg limit while tow capacity limits vary a bit on account of how the trailer is hitched and what brakes it has. Ultimately, the limit is a bit over 12,000kg when using a gooseneck and secondary (air) brakes, if registered correctly. Just on a regular 70mm ball, it is 4500kg.
Kerb weight will vary a bit as each importer engineers and registers changes to things like the suspension and adds bits like wheels and tyres but stock, the F-250 Super Duty from 2020 was a little over 3000kg meaning even with a regular licence, it has a decent payload of around 1500kg.
The short bed variant had 132L of fuel capacity and the long wheelbase over 180L which would make long distance towing less of a hassle.
A near stock 2020 F-250 Super Duty can be had around $170,000 plus taxes while a modified example might need you to part with $200,000–$250,000. If you wanted a new build with the better interior, expect a price tag of more than $250,000 which is a sizeable cost above its main rivals in the RAM 3500HD and Silverado 2500HD which are both in the region of $180,000 plus ORC. You would need to bleed blue to make a privately imported F-250 Super Duty the way to go.
We gave it a 5/10 based on limited support and price.
Basic tow specs
Ford F-250 Platinum Super Duty
- 6.7L turbo diesel V8
- 132L fuel capacity
- 4500kg GVM
- Up to 18,000kg GCM*
- Up to 1500kg payload
- Up to 12,000kg max. tow capacity*
- Rough price now $170,000–$250,000+
*Because the F-250 is privately converted the final specs fluctuate immensely.
MY24 Chevrolet Silverado 2500HD (NB2 registered) and Sunland LTD ADU Edition 23.6
The ADU Silverado 2500HD with a GVM limit of 5148kg is registered as a light truck
What you see here is a towing combo weighing nearly 9000kg combined — a near 4500kg towed-weight van and a Silverado 2500HD with a GVM limit of 5148kg that typically sits at around 4500–4800kg with boat, full fuel and water plus spares on board.
With a load like this comes the need to register the vehicle as a NB2 truck and, in turn, the driver needs a light truck (or more) licence. Lucky for us, Mal, John and Tim all have endorsements so Chris from Aussie Destinations Unknown threw us the keys.
Under all of the modifications and add-ons is what we suggest is the best tow-vehicle on sale today: the MY24 Silverado 2500HD (just like what towed the Spinifex). To find out more about the big tow-tug, check out this feature by the ADU crew.
It has a monstrous 6.6L V8 and truck gearbox that together weighs 520kg and under the body, a chassis and driveline that in the US can tow with GCMs more than 12000kg, so it is no surprise that the kerb weight of the 2500HD is 3762kg, 500kg more than the GVM of the Ford F-150. Without a NB2 classification, the payload of the MY24 2500HD is only 73kg because of a car-licence-limited 4495kg GVM. So, with a van with a 300kg ball weight, the usable payload could be as low as 433kg or not enough (such a recurring theme and why the Ranger Super Duty is so important).
There are costs associated with registering the 2500HD as a NB2. Registration costs go up, you’ll pay more for using toll roads and the licence can cost a $1000 and a day of your life. But do it and you open up the real potential of the truck and you get an extra 648kg of payload. But forget about costs, the rig here would probably set you back $350,000–$400,000 anyway, so what’s a $25 toll?
What’s it like driving the biggest rig on the road? It’s easy thanks to the 5in lift and 35in tyres. You can see over buildings; it scares other drivers away and it has around 500hp in old money and 1322Nm of earth-turning torque. With 136L of fuel capacity, it probably gets in the realm of 500km towing on the highways too, but who cares?
We reckon the 2500HD is the best there is and implore buyers to go the NB2 route as it opens up towing a 4500kg van while keeping a payload of over a tonne. You can do that without spending an extra $250,000 on top of the $180,000 buy price for one new, as the vehicle is simply reclassified NB2, no revised suspension, wheel, tyres or brakes. It’s factory built to do more than any of us ask. It is the undisputed king.
We gave it a 10/10 based on there being nothing better, yet.
Basic tow specs
MY24 Chevrolet Silverado 2500HD
- 6.6L turbo diesel V8
- 138L fuel capacity
- 4495kg (NB1) – 5148kg (NB2) GVM
- Up to 12,474kg GCM
- Up to 733kg (NB1) 1386kg (NB2) payload
- 4500kg max. tow capacity
- Rough price now $135,000 (used) to $185,000 (new, drive away)
MY23 Ford F-150 XLT SWB and Prime Edge Warrior Off-Road 19’6 Bunk
The Ford F-150 XLT SWB - its payload and GCM are limited at its full 4500kg towing limit
The F-150 is a vehicle well known to us, especially the XLT which we reviewed last year. It is easily one of the best vehicles in which to cover big distances with its decent fuel capacity of 138L. Visibility is great, the V6 is powerful and quiet and, even if it is a big vehicle, once rolling on the freeway, there is nothing like it. Hooked up, it is still massively capable — just not at the peaky end of its 4500kg tow-capacity.
Like the Silverado and RAM, at its full towing limit the F-150 is payload and GCM limited. Subtracting 4500kg from its 7250kg GCM, you are left with 2750kg which, after subtracting the XLT SWB (short wheelbase) kerb weight (2451kg), you are left with 299kg, which is not enough for much, really.
Do the numbers with a van like the Prime Edge Warrior 19’6 and it’s a lot better as you are left with ample payload after subtracting the lighter van’s 3500kg ATM. Keep an eye on that though, as with a 250kg ball weight your usable payload will be back around 500kg. It’s not good enough and Ford needs to release the F-150 with a 4000kg GVM and 8000kg GCM or it risks being only usable for small vans.
It is easy to see why the F-150 is the most popular vehicle in the US with more than 650,000 sold in 2024. It is supremely comfortable, has fantastic tech and infotainment. It is quiet, refined and has the best build quality in its class. It is just a shame that to tow a big van it needs a GVM upgrade and to tow a really big van, it’s limited in real terms.
The F-150 XLT is available new and on special at most dealers for around $100,000 which is a lot compared to smaller utes but it’s decent compared to a LandCruiser 300 Series and although bigger, it is more versatile as a truck and has more drivers and second row space.
We gave it 6/10 based on its low GCM and low GVM for big van owners.
Basic tow specs
MY23 Ford F-150 XLT SWB
- 3.5L turbo petrol V6
- 138L fuel capacity
- 3220kg GVM
- 7250kg GCM
- Up to 769kg payload
- 4500kg max. tow capacity
- Rough price now $100,000 new
Ford Ranger Sport V6 and Snowy River SRC-24, Snowy River SRH-16 and Jawa Off Road Campers Infinity 15
The Ford Ranger Sport V6 towing the 24ft Snowy River was the judge’s favourite combination
We towed with two very similar Ford Ranger Sport’s at this year’s COTY, and the pairing with the Snowy River SRC-24 was the judges’ favourite combination — perfectly set up by Chris Maliko from Snowy River Traralgon. The ball weight felt perfect for the van as it showed no vices on the undulating back roads around Warrnambool. It had enough torque from the V6 (up to 600Nm) and in the Sport trim has decent seats inside.
For the SRH-16 and the Jawa (towed by the eye-catching Jawa-emblazoned Ranger model of a similar spec brought by Matt Perry), the Ranger performed even better — although it felt like the ball weight played a bigger role in vehicle dynamics. This is likely a result of the smaller hybrids both being a single axle vans as opposed to the 24ft Snowy van being a twin axle.
The Jawa Infinity 15 hybrid also towed well behind a similar-spec Ford Ranger
The Ranger Sport V6 is a mid-spec model, below the ever-popular Ranger Wildtrak and above the XLT. It comes with leather accented seats, a 10.1in infotainment screen and the option of the 2.0L BiTurbo four-cylinder or the 3L Lion V6 engine and it’s the V6 option that has people lining up.
We rate the 2.0L highly. It is the most efficient we’ve tested, and it genuinely has the power to pull a 2500kg–3000kg van with ease. It’s a bit twitchy unhitched as the turbos spool in and out of power but loaded up, it pulls well.
The V6 and 10R80 10-speed gearbox in the Ranger Sport V6 had a challenging time when it launched. Tim struggled with his first drive in 2022, finding at the time that gearbox temps were hard to control when towing. Fast forward three years and a few tows later and it’s a different beast with no vices or concerns.
The Ranger performed better towing the Snowy River SRH-16
In terms of real-world capacities and capabilities, the claimed 3500kg tow capacity is real but with a caveat. The 6400kg GCM is class-leading and after hooking up a max-weight van (3500kg), you are left with 2900kg which after taking the kerb weight (2332kg) into account leaves a payload around 568kg. Not a great deal, but more than most of its competition.
We gave it an 8.5/10 based on the judges’ rating it the best and the parts and service availability.
Basic tow specs
Ford Ranger Sport V6
- 3.0L turbo diesel V6
- 80L fuel capacity
- 3280kg GVM
- 6400kg GCM
- Up to 948kg payload
- 3500kg max. tow capacity
- $77,500 drive away in Melbourne (new)
2023 Silverado 1500 LTZ Premium and Majestic Navigator 19’6
For a 3500kg, the Silverado 100 LTZ Premium’s GVM and GCM are ideal
We loved testing the Silverado 1500 LTZ Premium and its meaty ZR-2 engine and know this example well as it came to last year’s COTY. You can hear it coming from kilometres away thanks to its open exhaust. It has not ruined the truck (when unhitched at least) but under load, because of the raucous exhaust, not one of the judges thought doing a long lap would be comfortable.
We all know the Silverado can tow 4500kg, but only in certain conditions, those being having very little in the cabin and tub as its GVM and GCM are not as high as you might hope.
For a 3500kg van, the Silverado’s GVM and GCM are ideal. With this model, after subtracting the tow weight from the GCM, you are left with 3660kg which, after subtracting the 2543kg kerb weight leaves you more than a tonne. But the GVM is 3300kg with a 2543kg kerb weight, so in reality you have 757kg for payload when towing, which is not bad compared to most utes.
Do the same sums with a 4500kg trailer you are left with 117kg. If you want to tow big loads, you need a 2500 Series truck or the coming Ranger Super Duty. The headline numbers are often misleading.
In the MY24, the current generation is easily identifiable by its large central infotainment display and big, digital dashboard. Right now, it is the one to have and with the rumours of the MY26/27 possibly moving to a turbo six-cylinder, this could be the last of the large capacity naturally aspirated V8s as the RAM has moved to the Hurricane turbo six and the Ford F-150 launched with a turbo V6 only. This might be the last chance to have something everyone within a kilometre will hear.
Pricewise, you can still buy one new which will set you back about $130,000 plus on-road costs. For a used MY23 they are almost the same with the cheapest we could see — about $120,000 plus taxes.
We gave it a 7/10 based on it needing a quieter exhaust and low unusable max-tow rating.
Basic tow specs
Chevrolet Silverado 1500 LTZ Premium
- 6.2L V8
- 91L fuel capacity
- 3300kg GVM
- 7160kg GCM
- Up to 757kg payload
- 4500kg max. tow capacity
- $120,000 plus taxes (used) to $130,000 plus ORCs (new)
2013–2015 LandCruiser 200 Series Sahara and Royal Flair AussieMate 19’6
The LandCruiser 200 Sahara handled the Royal Flair AussieMate with ease
Probably the oddest pairing at COTY 2025 was the Royal Flair AussieMate 19’6 and LandCruiser 200 Series Sahara. Not because there is anything strange about the Royal Flair, quite the opposite. The household brand again knocked it out of the park with the AussieMate. But because the LandCruiser had been specifically compiled for the AussieMate and had a Lovells GCM and GVM upgrade, giving it a 3800kg braked tow capacity to suit the van’s 3751kg ATM and 3151kg tare.
The LandCruiser 200 Series, with its powerful 4.5L V8 twin turbo diesel, handled the load with ease. It made light work of the Royal Flair, as expected as the 200 Series really is better than its specs. Royal Flair’s 200 Series was the Sahara, the trim level we would always look for as it came with all the extras like a chilled centre console, thumping stereo, electrically adjustable seats and more.
Time for some honest truths though — they are not worth the sometimes-insane dollar figures people ask for them. We saw a few under $50,000 which is what we would suggest is fair for a low-km, clean example but some owners were asking near-new prices of more than $110,000 for a now up to 12-year-old vehicle with more than 100,000km on the clock.
Do not get me wrong, I love their capability and comfort but at the age they are now and the kilometres on them and knowing what goes into rebuilding the 1VD V8 engine, I worry about the cost of deferred maintenance and general wear and tear mother-time has taken.
We gave it a 7/10 based on how good the 200 Series is at everything it does, but wonder if it’s still worth the price.
Basic tow specs
LandCruiser 200 Series Sahara
- 4.5L turbo diesel V8
- 138L fuel capacity
- 3350kg GVM
- 6850kg GCM
- Up to 665kg payload
- 3500kg max. tow capacity
- Rough price now $50,000–$110,000
Bonus tow: 2024 Toyota Prado 250 Series Altitude
We jumped at the chance to test the new Toyota Prado 250 Series Altitude towing the Snowy River SRC-24
Matt Mason, general manager of MSA 4X4 Accessories, arrived in Warrnambool in a striking, near-new ebony Prado. Its subtle lift, upsized wheels and tyres, front bar, roof rack and decals all contributed to its eye-catching appearance.
We had not yet had the chance to fully test the new Prado 250 Series, so we jumped at the opportunity to tow the Snowy River SRC-24 with it at COTY 2025, even if only for 20km.
While the engine retains the 2.8L feel of the Toyota HiLux and LandCruiser 70 Series, the Prado 250’s gearbox is noticeably more refined and livelier. The driveline’s hybridisation has added some low-end torque, which is a welcome addition, though not overtly pronounced. This subtlety aligns with Toyota’s hallmark of making driving feel easy and seamless. However, the engine felt somewhat weak, even gutless, when towing approximately 2500kg, and an additional 100Nm at low revs would be beneficial.
The driving position is good — not as vast and cathedral-like as the LandCruiser 300 Series, but still quality. You sit lower in the Prado 250 and with taller door frames and a higher dash, so visibility is restricted in comparison, but still with lots of clear vision.
One thing that we loved was the seats. In fabric, they just felt right. But what of the specs?
The Prado 250 has a GCM of 6600kg, so we are starting in a promising place. Subtract the mass of a max braked trailer weight (3500kg) and we are left with 3100kg which after subtracting the kerb weight (2520kg) leaves you with 580kg, the Prado’s factory payload. If you towed a lighter trailer, it’s the GVM you’ll run into and if you do what the MSA team has done and add a lot of fruit, watch out, you may go overweight.
We gave it 7/10 based on the low GVM.
Basic tow specs
2024 Toyota Prado 250 Series Altitude
- Mild hybrid 2.8L turbo diesel
- 110L fuel capacity
- 3100kg GVM
- 6600kg GCM
- Up to 580kg payload
- 3500kg max. tow capacity
- Drive away (ex-Melbourne) $101,116 ex modifications
The wrap
That was our impression of the tow vehicles at COTY 2025. Some will be perfect for certain buyers and not-so-perfect for others, but we cannot hide from them all being capable of towing what they had hooked up behind them.
But pay attention to the details. Most of the vehicles would struggle to be useable when towing at their claimed maximum towing capacities, and some offer more if you choose to register them the right way.
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