(The information is listed consecutively and contains some very interesting details. Just scroll through for more details).
Jeep vs Toyota
As loyal Jeep drivers, we had the opportunity to drive a Toyota across the vast expanse of Australia for 10 months. Apparently, the Toyota is supposed to be an unbeatable car, and we were asked several times by other travellers during our trip why we were struggling with a Jeep Wrangler instead of a Toyota.
Yes, we’d had various problems with our Jeep, but we’d always managed to sort them out, and in difficult moments or locations, the Jeep never let us down.
In Australia, we bought a 2003 Toyota LandCruiser Prado 120 with 217,000 km on the clock. The car had a 4-litre V6 petrol engine. Both the mileage and the technical specifications were roughly on a par with our Jeep. In total, we covered 60,000 km and, just like with the Jeep, this car never left us stranded in the mud when it really mattered.
Right at the start of our journey, we made a number of modifications so that it better suited our needs. We also had a sturdier rear bumper fitted in Sydney before setting off, so that the heavy spare wheel no longer hung from the tailgate. This also gave us the option of carrying an additional two jerry cans of water and the gas cylinder outside the vehicle.
We needed two sets of tyres for the distance we covered. The tyres fitted to the car when we bought it were over 10 years old, and we had plenty of punctures right from the start. At the end of our tour of Australia, we had to buy another set of tyres for a lot of Australian dollars, as one tyre had burst and the rest were also at the end of their useful life in terms of tread depth.
Fuel consumption was a full 5 litres higher than with the Jeep; the Toyota used 16 litres of petrol per 100 km compared to the Jeep’s 12 litres of diesel. For servicing, we had to take the Toyota to a garage every 10,000 km, which was in line with both the service booklet and the contractual terms set by the seller/buy-back provider.
We also had to carry out various repairs to the drivetrain and steering. I carried out minor repairs myself in my usual way, and we even repaired the leaking fuel tank out in the middle of nowhere. There were also recurring problems with corrosion on various cable connections and flat batteries. After covering around 30,000 km, we increasingly had trouble starting the engine when it was warm. Every garage diagnosed a different problem, which ultimately failed to resolve the issue as desired. Then there were the many plastic parts that kept coming loose and were very difficult to secure.
What surprised me – and us – time and again was that all the necessary spare parts were available for this old vehicle!
Approximate costs / 10 months / 60,000 km:
- Car including equipment: 33,679 AUD (19,325 CHF)
- Car, excluding equipment 22,500 AUD (12,910 CHF)
- Rear bumper 3,345 AUD ( 1,920 CHF)
- Tyres 2,602 AUD ( 1,495 CHF)
- Rear spring and shock absorber 1,185 AUD ( 680 CHF)
- Servicing and repairs 6,665 AUD ( 3,823 CHF)
Car costs, incl. equipment and maintenance *) 47,476 AUD (27,243 CHF)
*) Excluding petrol, insurance and tax
Cost per kilometre: ~ 0.80 AUD (~ 0.45 CHF)
The final episode was the resale to the original seller. Everything had been thoroughly prepared and that morning we drove to the dealer without any problems, covering a relatively long distance. No sooner had we left and checked in at the airport than we received word that the car had suffered catastrophic engine failure; a video sent to us showed the impossible made possible. The workshop report sent afterwards did not bode well; a faulty oil pump that was under-supplying the engine with oil; i.e. seized cylinder liners, a damaged timing chain and camshaft, which reduced the car’s value to scrap value!
We were no longer able to independently verify on the spot whether all these diagnoses were correct. (…regardless of the diagnosed damage, we later received road toll charges linked to my vehicle registration number. I thought the car was no longer roadworthy?)
Despite the recent incident in Sydney, Australia, I (Tom) would still rate the Toyota as a great and reliable car, albeit one that has its weaknesses and can break down. Chantal, on the other hand, never really warmed to it; the seating comfort was perhaps a bit outdated, and she didn’t particularly appreciate the driving experience.
Back in Switzerland, we immediately appreciated the brilliant driving experience in our Jeep Wrangler with the pop-up roof once again. Had we had it – the Jeep – with us in Australia, we might well have stayed Down Under straight away. 😊
Chantal and Tom / August 2026
Just as a reminder, here are a few more photos of our ToKi (= Toyota with Kings equipment).
Australia – new country and new car
….on road with a Toyota Land Cruiser Prado 120
First things first: we got a used car for our tour of Australia from Backpacker Cars in Sydney. We were soon told how much such a vehicle with the appropriate equipment would cost. During a telephone conversation, the final wishes and details were clarified, and a few days later we received our first concrete offer. The Backpacker Cars representative recommended a petrol engine car, as the diesel versions allegedly always had engine problems and petrol was considerably cheaper than diesel.
We exchanged numerous emails about the other equipment. We wanted certain things to be different from what Down Under had suggested. In the end, we were convinced that a roof tent in an aluminium case would be a better option than a normal roof tent. The roof tent in the sturdy aluminium case is about twice as heavy as a normal one.
Three months before our departure, we received the first video of our future car, a Toyota Land Cruiser Prado – the little brother of the Land Cruiser – and the accompanying equipment.
The Prado, built in 2003, has a 4-litre engine, 4-speed automatic transmission and 217,000 km on the clock. It is already equipped with an additional fuel tank, i.e. a total of 180 litres of petrol on board, a bull bar with a winch, the corresponding radio antenna and a snorkel. The vehicle is designed for tough off-road use, i.e. it has low-range gearing and differential locks.
The additional equipment is from Kings Adventure, a very affordable supplier of off-road and camping equipment by Australian standards, but it is slightly more expensive through Backpacker Cars.
We have the following from Kings:
- Roof tent, i.e. the luxury model in an aluminium box.
- 270° sun blinds
- Solar system with 105Ah AGM battery
- 45-litre compressor cool box
- Drawer system in the rear/boot
- Water tank with 20 litres of water, pump and shower
- Sand plates; we were promised Maxtrax, but we got some no-name products that are much too short (the accompanying strap loops are original!).
- A universal device that vacuums, pumps, blows, serves as an emergency battery and can even be used to start a car (…believe it or not, it works!).
We returned the Kings camping chairs and the cartridge cookers (spray cans) immediately. The access ladder to the roof tent and the table were missing and had to be provided by us.
The spare wheel has a size of 265/70r17, but the wheels on the car are only 265/65r17, which is a considerable difference in size. When we pointed out the problem, the Backpacker Cars representative said that we could drive to the nearest garage and have the normal tyres fitted again. Whether the drivetrain could withstand this difference in size is probably of secondary importance in Australia.
In the meantime, I (Tom) also know that these large tyres can only be fitted in conjunction with a 2″ vehicle lift, otherwise the tyre will rub against the wheel arch!
While still in Sydney, we had a new sturdy rear bumper fitted by MCC. There are now two sturdy arms on both sides for additional loads such as a spare wheel, water or fuel canisters, gas bottles and other accessories. On the spare wheel side, we added the jack (Hi-Lift) and a spare wheel backpack.
The winch was given a little TLC and a new hook with a latch so that it no longer unhooks unintentionally.
We installed two LED light bars at the rear so that we wouldn’t be left in the dark in the evening/at night.
After about a month and 2,000 km of driving, we can draw the following initial conclusions:
- The Prado runs well, but certain functions no longer work or only work sporadically. When driving over bumps or on unpaved roads, many parts rattle and sometimes we feel like something is about to fall off.
- The vehicle is probably also completely overloaded. The roof tent, the 200-watt solar panel and the 270° awning alone could already exceed the roof load! Add to that our equipment and special requests.
- And the shock absorbers may also have reached the end of their useful life. The car rocks back and forth on the road, which is probably not only due to the poor road conditions.
- The tyres will also need to be replaced soon, as the tread depth is no longer particularly deep.
- The Kings material is really below average and we are curious to see whether the camping equipment will last a year.
- There is always condensation in the upper part of the roof tent. Although this is the luxury version of the Kings roof tents, there is no way for any moisture to escape (design flaw).
- After a few days, we replaced the 7 cm thick foam mattress with a 10 cm air mattress from a competitor.
- The Kings drawer system looks good, but we have a feeling that the quality will deteriorate significantly after prolonged use. We are curious to see how it performs.
- The compressor cool box has made the best impression so far; it is inexpensive and very good.
Belgium; 25 April – 14 May 2025
Problems with the multipack!
25 April 2025 / Mileage 227,119
The alternator had been making strange noises for some time, and when I started the car in the morning, there was a scraping and crackling sound, which subsided after driving for a while.
The final blow came soon after, and the unit stopped supplying power! A quick replacement was only available from a supplier other than Mopar (original Jeep part).
We replaced the alternator ourselves, and it worked right away.
2 May 2025 / 227,818 km
Parking damage at a lodge; a falling branch damaged our windscreen and windscreen wipers. The cracks spread across the entire windscreen like a spider’s web. Interestingly, the outer layer of the windscreen remained intact.
The windscreen was replaced by a local company and the costs were covered by insurance, or rather the liability insurance of the accommodation.
6 May 2025 / 227,932 km
The cracking and rumbling noises were attributed to the defective alternator for a long time. But after replacing the alternator, it was immediately clear that there was a bigger problem. The rear left wheel bearing had slight radial and axial play. Depending on the load when cornering, it was unmistakable and a visit to a Jeep workshop was inevitable. Although the rear bearings had been replaced on both sides in Tucson, Arizona, and had only 44,233 kilometres on the odometer, the workshop diagnosed a defective wheel bearing.
Until the repair (14 May), we were only allowed to move the Jeep a little, i.e. to drive to the campsite. Unfortunately, this distance was too far and the bearing only lasted until we reached the campsite; we couldn’t go any further. Oil was leaking from the differential gear of the defective bearing. Our Jeep had to be transported to the workshop for repair!
Interestingly, the rear wheel bearings were not replaced in pairs, but only the defective bearing was replaced. As the workshop suspected material deposits from the defective bearing in the differential gear, it was opened and cleaned.
Fortunately, the material costs for the original parts in Belgium were half as expensive as in the USA.
Technical aftermath of our trip to Morocco!
1 April 2025 / 224,021 km / 16 April 2025 / 225,703 km
The trip through the Maghreb state of Morocco put our Jeep through its paces once again. In addition to the two oil changes during and immediately after the desert adventure, various minor issues resurfaced or arose for the first time. In any case, various indicator lights that should have been off were illuminated on the dashboard. The constant vibrations and daily heavy use took their toll.
In addition to the airbag malfunction on the driver’s side/steering wheel, a temporary malfunction of the ABS/ESC system and the TPMS (tyre pressure monitoring system) soon followed.
The automatic transmission sometimes did not work properly or did not work at all when cold. This was remedied by adding one litre of oil to the upper oil level. This remedy was carried out on the advice of Peter Pauli/Allrad Pauli. The problem did not occur again after that, i.e. normal function.
Mechanical noises in the front of the vehicle were also noticeable.
Due to the bad weather during the journey home, we skipped some checks and ended up braking on the rear left brake without brake pads for the last kilometre, i.e. iron on iron.
Although we were travelling on some almost impassable roads, there was no external mechanical damage, with one exception. When crossing a river, the rear entrance ladder of the camping compartment was badly bent by a stone and could not be repaired during the trip.
The many sandstorms also took their toll on the vehicle. It will probably never be possible to remove all the sand and dust completely.
Cleaning the vehicle took a lot of time in Switzerland and was ultimately only a superficial clean. Time and again, we discovered sandy or dusty areas, even though it had been cleaned recently. The cable harnesses could hardly be cleaned properly.
In the engine compartment, the protective tubes of the electrical cable connections disintegrated, i.e. they were so brittle in places that they broke at the slightest touch (vehicle mileage and thermal stress).
The following work was carried out by me (Tom):
- Complete cleaning of the vehicle inside and out, including equipment.
- Replaced corrugated pipes (protective pipes for cables) in the engine compartment where accessible.
- Wheels replaced in accordance with maintenance schedule.
- Replaced all brake pads.
- Replaced rear brake discs.
- Lubricated the kingpins.
- Cleaned and maintained the rubber sleeves and guards.
- Alignment of rear access ladder (access to camping compartment).
Work carried out by Allrad Pauli/Oy-Mittelberg (Allgäu)
- Cable in steering wheel replaced; strand broken = airbag malfunction
- Front right wheel bearing replaced (bearing play = ABS malfunction)
- Both bearings on the steering push rod had excessive play (mechanical noise) and were replaced.
- The handbrake could not be applied properly in some cases due to a defective adjustment mechanism. This is a weak point on Jeeps and was replaced.
- Rear axle on the left; upper spring ring broken off. New pair of springs on the rear axle.
- TPMS (tyre pressure monitoring system) defective tyre transmitter replaced.
- Different software was installed in the gearbox. Pauli has two different software programs for the gearbox, with different shift points. The sportier one was loaded, but now the one for cruising has been loaded, which means that the gears are shifted up at lower engine speeds. Wow, it’s a different driving experience in automatic mode; almost as if I were shifting manually. 🙂
Service and maintenance in Morocco
- 30 December 2024 / Agadir; engine service / km 213,452
- 19 January 2025 / Sidi Ifni; general vehicle inspection and wheel change / km 215,735
Driving in the desert puts more strain on a vehicle than in normal traffic and this is taken into account in the operating instructions, i.e. the regular maintenance intervals are halved. So our Jeep was also exposed to increased stress from Merzouga and the first sandstorm also put a strain on the other systems. In addition to the engine, the air filter was clogged with sand. Our Jeep has a washable K&N air filter; after cleaning and drying, the lamellas were carefully oiled again. We then went to the Jeep branch in Agadir, where the engine oil and the oil filter were replaced. Surprisingly, the oil filter for our diesel engine was in stock there.
After the second desert excursion, another vehicle check was carried out, where all oil levels were checked and topped up if necessary. The air filter was not particularly dirty, so it did not need to be washed.
The steering knuckles on the front axle were lubricated and all the rubber seals on the front and rear axles were maintained.
The brake pads were checked for wear, which revealed that the rear brake pads would need to be replaced soon.
After visually inspecting all the mounting screws and attachments, the wheels were adjusted according to the operating manual.
The constant malfunction of the driver’s airbag could not be rectified. The bumpy rides were probably too much for the sensitive sensor technology. Let’s hope that the airbag does not deploy when it is not needed.
30 November 2024 / Roquetas de Mar (Almería)
209,609 km / new brake callipers on the rear axle and minor maintenance work
Despite the vague recommendation of the mechanic at the Jeep garage in Cartagena, I no longer trusted the rear leaking brake calliper; more and more brake fluid was dripping out of it. Since such brake callipers are difficult to obtain even for the official Jeep dealer and the delivery time was uncertain, I decided to order these parts directly from a German after-market supplier where they were in stock and offered me express delivery.
After three days, the longed-for package arrived at the campsite in Spain and I immediately got to work. The brake callipers were replaced on both sides, the guide pins were serviced and, with Chantal’s help, the brake system was bled.
Further minor maintenance work was also pending and for our onward journey we relocated our wheels in accordance with the maintenance book. So we should be prepared for the Spanish Sierras – the test drive – and Morocco.
Losing weight
Autumn 2024
After the problems with the wheel bearings, which were, among other things, caused by the total weight of the vehicle, we decided to make our ‘RuGa’ lighter. So far, I (Tom) have designed the entire interior out of steel and textured coated plywood. The advantage was that I could process and weld the steel myself and when choosing the textured coated plywood, I always selected the most stable thicknesses. This way we already had a decent total weight without any additional load. In the end, with all the additional load, we were about 200 kg over the permissible total weight! Read More