Greatest 4WD SUV towing take a look at: Some fail our challenges! MU-X vs LandCruiser vs Patrol vs Defender vs Everest vs LX600 vs Fortuner vs Pajero Sport vs Prado vs Grand Cherokee L vs Rexton

Australians love towing things, and 4WD SUVs are often their vehicles of choice.

With that in mind, we’ve put our 12 competitors through their paces to discover which is most comfortable with a trailer hitched up.

Unlike some tests that focus on subjective rather than objective testing, we wanted to offer a healthy mixture of both.

This written story is a companion to the detailed video above. Make sure you watch it after reading!

Our criteria for inclusion in this test was seven seats and low-range four-wheel drive. The only vehicles missing from that category were the LDV D90 (LDV declined involvement), Land Rover Discovery (vehicle unavailable) and Range Rover (vehicle unavailable).

To stay across everything that’s happening with the 4WD SUV Mega Test, check out our dedicated page.

Jump ahead using the links below:

The tests

Unladen

To set some controls, we put all of our SUVs on a high-speed bowl and tested their 0-100km/h acceleration time and 100km/h to zero braking distance.

We also measured their fuel economy across two laps at a constant 100km/h around the bowl – not to come away with a definitive efficiency number, but rather to set comparative figures.

Trailer dyno

We got our hands on a state-of-the-art trailer dynamometer with a variable load retarder that allowed us to impart up to 10kN of resistive load to the tow vehicle.

What does this mean in real terms? Think of the trailer dynamometer as an anchor. Varying the dynamometer load allows us to change the weight of that anchor.

This weighted anchor allows us to simulate a long steep climb for the tow vehicle, which ultimately puts immense load on the engine.

This 1600kg trailer dynamometer is wirelessly linked up to a computer that lets the operator adjust the degree of resistance force as measured in kilonewtons (kN) – in our tests we set it to 3kN, which simulates a fairly steep ascent, but one that should be within each ute’s abilities.

With this trailer attached we measured the 0-100km/h time, as well as the 0-90km/h time, because as you’ll see not all of the competitors made it to three digits. Then we did another two fuel economy laps to see how hard the engine was working with the load active.

Again, these fuel efficiency numbers are not designed to be definitive for all user cases in all situations, but rather to serve as comparative car-to-car data.

2800kg van towing

We hitched each ute to a 2800kg trailer and tackled a 5km road representative of regional Australia, including a 15 per cent climb, plus a descent to test engine braking, and some choppy bitumen to test the ride quality.

The tailer was configured with 280kg downball weight and an axle weight distribution of 1254kg and 1267kg left and right respectively.

This test is less data-driven, and more about seat-of-the-pants feel.

All vehicles were fitted with stock tyres, set to their recommended tyre pressures. We used GPS speed data rather than speedo data.

The results

First up, here’s how each vehicle performed in our performance testing without a trailer attached. These figures are a baseline against which to compare the towing figures. The table can be sorted by clicking on the heading.

Here are the figures for each vehicle with the 3kW trailer dyne attached. The table can be sorted by clicking on the heading.

Here’s how each car’s indicated fuel economy changed with the dyne trailer attached on the high-speed bowl. The table can be sorted by clicking on the heading.

We have discounted the Rexton’s fuel economy here due to the fact it wouldn’t hold speed at 100km/h with cruise control set. It kept gradually slowing down to around 70km/h before it downshifted to gain speed again, this resulted in an inaccurate and low fuel economy.

Finally, here’s how much each vehicle sagged with the 2800kg trailer attached.

Vehicles with AIR or HYDRAULIC feature active suspension systems that compensate for the weight of the trailer, and automatically adjust their heights when the vehicle stops, rendering the measurement inaccurate. The table can be sorted by clicking on the heading.

Ford Everest Platinum V6

The technology in the Everest does an excellent job making it easy to set up for towing.

The camera is clear and central, and the ability to cycle through light checks automatically – either using the FordPass app, or the car’s infotainment system on a timer – mean you don’t need a second set of eyes to perform basic safety checks.

Performance is solid from the Everest V6, sitting between our four-cylinder challengers and the more expensive V6 and V8 vehicles on test. Tow Mode makes the transmission to hold gears smartly when accelerating, and sets it up to downshift proactively when going downhill for more engine braking.

It’s a shame Ford forces you to use fiddly buttons the side of the transmission selector instead of fitting paddles when it comes time to take control, however.

It accelerated confidently up our steep hillclimb without setting the world on fire.

Despite its 21-inch wheels, ride quality and body control were nicely balanced. Paul described it as “composed”.

If you’re looking to buy a Ford Everest, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Ford Everest deals page!

Ford Everest Bi-Turbo

The technology in the Everest does an excellent job making it easy to set up for towing.

The camera is clear and central, and the ability to cycle through light checks automatically – either using the FordPass app, or the car’s infotainment system on a timer – mean you don’t need a second set of eyes to perform basic safety checks.

Although not quite as effortless as the V6, the Bi-Turbo engine was one of the best four-cylinder performers on test up our steep climb.

In Tow Mode the transmission was less willing to automatically downshift going downhill than in the V6, but when in the correct gear the 2.0-litre engine still offers plenty of engine braking.

It’s a shame Ford forces you to use fiddly buttons the side of the transmission selector instead of fitting paddles when it comes time to take control.

Ride quality and body control were reasonably well balanced, but it wasn’t quite as settled as its more expensive V6 brother over our bumpy road.

If you’re looking to buy a Ford Everest, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Ford Everest deals page!

Isuzu MU-X

As was the case in the D-Max, the reversing camera in the MU-X is offset and makes it hard to align a trailer.

The engine feels as though it needs to be worked hard uphill and makes a bit of noise under load. Once into its torque band the MU-X had enough grunt to accelerate uphill, but it didn’t inspire all that much confidence doing it.

The gearing means there’s plenty of engine braking downhill in third gear, although the push/pull shifter isn’t as convenient as paddle shifters when you want to manually take charge of the transmission.

Like the Pajero Sport, the MU-X would benefit from an aftermarket suspension kit. It was one of the floatier cars on test, and the rear in particular was unsettled over our choppy road section.

If you’re looking to buy a Isuzu MU-X, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Isuzu MU-X deals page!

Jeep Grand Cherokee L

The reversing camera on the Grand Cherokee L was excellent, with a nice clear picture and central alignment.

The naturally-aspirated V6 engine needed to work hard; unlike its diesel rivals the Grand Cherokee L makes peak torque at 4000rpm. That means it needs revs to do its best work, and when revved it makes lots of noise.

Despite the noise, it performed well up our steep climb – accelerating through 50km/h better than a number of its rivals.

Engine braking was solid, and the paddles behind the steering wheel make it easy to take manual control.

“Boaty” is how Paul described the GC L on bumpy surfaces, where body control just wasn’t good enough. Ride quality was reasonable on smoother surfaces.

If you’re looking to buy a Jeep Grand Cherokee, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Jeep Grand Cherokee deals page!

Land Rover Defender 110 D300

The Defender was a standout performer in our towing test, save for one quirk. Watch the video for more, but the auto-levelling air suspension means you need to be careful not to damage the very glossy spare tyre cover…

The Defender’s reversing camera made it easy to hitch a trailer without outside assistance, with a clear picture and dedicated towing mode to align the tow ball.

On the move, the diesel-powered Defender is an “effortless” performer. It walked up our steep hill without breaking a sweat, and on smaller inclines made it feel as though there was no trailer on board at all.

Even in automatic mode the transmission downshifted smartly to take advantage of engine braking, although the lack of paddles means you need to use the pistol-style shifter to take manual control.

Ride quality and body control were both excellent. As soon as the trailer is hitched up and the car is turned on it auto-levels, and on the move it sets a rock solid platform in a way its rivals couldn’t match.

If you’re looking to buy a Land Rover Defender, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Land Rover Defender deals page!

Lexus LX600

We tested the LX600 a week after the rest of the vehicles on test here, as it was initially supplied without a tow bar or trailer brake controller. The road was slipperier on the day of testing, as is clear in the video.

Performance from the LX600 was excellent in our drag race, and that translated to towing. The petrol engine packs a formidable punch, making light work of our 2800kg trailer. The slippery surface did have the car breaking traction at the front axle, however.

Engine braking was excellent, and paddle shifters behind the steering wheel made it easy to take charge when required.

The soft suspension made for a bouncy ride over bumpy surfaces, however. Like the Jeep, the LX600 felt “boaty” and lacked body control.

If you’re looking to buy a Lexus LX, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Lexus LX deals page!

Mitsubishi Pajero Sport

As one of the oldest cars on test here, it’s no surprise the Pajero’s reversing camera isn’t particularly clear relative to newer rivals.

The Pajero Sport earns points for offering a four-wheel drive mode that’s suitable for driving on sealed surfaces; something the Rexton, Fortuner, and MU-X aren’t able to match. It does take longer than it should to engage at times, however.

Performance is not a Pajero Sport strong suit. It was one of the worst performers on test up our steep hill, struggling to break 50km/h at full throttle, although its transmission was at least clever enough to stay in the right gear.

The big, metal paddle shifters make it easy to take charge of the transmission when you need to – and in third gear, the engine braking was excellent.

The soft ride makes for a comfortable drive without a trailer on the back, but it also made the Pajero Sport feel quite floaty at the rear in particular. Over our larger imperfections it felt like the tail was wagging the dog at times.

If you’re going to tow a big caravan, it’s worth looking at a suspension upgrade.

If you’re looking to buy a Mitsubishi Pajero Sport, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Mitsubishi Pajero Sport deals page!

Nissan Patrol

The reversing camera on the Patrol was one of the worst on test.

What it lacks on the technology front though, the Patrol made up for with its under stressed V8 engine. It pulled strongly uphill without diving down through the gears, backed by a classic bent-out engine note.

Downhill, the transmission wasn’t smart enough to automatically downshift like some rivals to facilitate engine braking. Manually shifting using the gear lever revealed third gear doesn’t offer all that much engine braking, while shifting to second sent the revs flaring arguably too high.

The balance between ride comfort and body control was solid, and the car always felt like it was in charge of what’s happening.

If you’re looking to buy a Nissan Patrol, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Nissan Patrol deals page!

SsangYong Rexton

The Rexton started off well, with a clear and centrally-aligned reversing camera.

Performance from the four-cylinder engine wasn’t great. It had to work very hard to get moving up our steep hillclimb, struggling to accelerate to 50km/h with the accelerator flat to the floor.

Downhill, the gear ratios meant you need to slow right down to 60km/h to shift into second gear for optimum engine braking – where some cars allowed you to use third, the Rexton’s gearing meant it wasn’t all that effective.

Ride quality was a strong suit in our Rexton, which featured a factory-endorsed Ironman suspension setup that nicely balanced comfort and body control. o

Critically though, the Rexton couldn’t hold speed with the trailer attached when cruise control was running. This caused it to gradually slow from 100km/h down to around 70km/h before it would change down a gear to maintain speed.

If you’re looking to buy a SsangYong Rexton, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the SsangYong Rexton deals page!

Toyota Fortuner

The Fortuner isn’t a standard setter, but it performed solidly.

The offset camera and grainy picture make it hard to align a trailer without help. Once moving though, turbo-diesel engine is noisy but effective.

It felt faster than its 500Nm torque figure would suggest with 2800kg hitched up, and didn’t struggle up our steep climb like a number of its four-cylinder rivals.

With paddles behind the steering wheel, it’s easy enough to take charge of the transmission when required. There was plenty of engine braking in third gear.

It’s nicely settled at the rear end in particular over choppy surfaces.

If you’re looking to buy a Toyota Fortuner, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Toyota Fortuner deals page!

Toyota LandCruiser 300

The reversing camera in the LandCruiser isn’t the high-resolution unit it really should be, given the price.

The LandCruiser 300 was a “confident” performer with “no nasty surprises”, despite the switch to a smaller engine than was offered on the LC200.

On the way uphill it was able to accelerate with the 2800kg trailer attached and still had performance in reserve, while the 10-speed automatic transmission shifted down smartly to facilitate engine braking on the way downhill.

The fact you don’t get paddle shifters is a miss if you want to take manual control on hills, however.

Over the choppy section of road, the LandCruiser felt floaty. Although the body wasn’t out of control, it didn’t feel quite as tied down as the best-of-the-best.

If you’re looking to buy a Toyota LandCruiser, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Toyota LandCruiser deals page!

Toyota LandCruiser Prado

In keeping with the the other Toyota models on test, the reversing camera on the Prado made it tough to align a trailer without outside help.

Performance from the 2.8-litre engine is solid but unremarkable. It needs to be worked hard going uphill, but still managed to accelerate to 50km/h on our steep climb.

Going downhill, engine braking wasn’t enough to keep the car below 80km/h in third gear – and the way it’s geared meant you need to slow down below 70km/h to grab second gear.

The ride was nice and composed, with no nasty surprises despite getting close to the car’s 3000kg braked towing capacity.

If you’re looking to buy a Toyota LandCruiser Prado, we can connect you with vetted dealers for the best deal and let you know what everybody else has paid. Just head to the Toyota LandCruiser Prado deals page!

And the winner is…

The Land Rover Defender was the standout performer in our towing test.

From the torquey, effortless inline-six cylinder diesel engine to the clever air suspension, it excelled on every front. Just be careful of that gloss black spare wheel cover when you’re hitching a trailer…

The best four-cylinder performer was the Ford Everest Bi-Turbo.

It’s a solid all-rounder with more punch than you’d expect given its 2.0-litre displacement, and shows you don’t need to stretch to the V6 to tow comfortably.