Jeep Wrangler climbing a rocky waterfall section of Pinkham Canyon Road in the California desert

Off-Road 4x4s Explained: Locking Diffs, Suspension and the Best New and Used Trucks Worldwide

Every off-roader eventually has the same moment. You’re halfway up a rocky ledge, one front wheel hanging in the air, the opposite rear tire spinning uselessly, and the truck isn’t going anywhere. Then you push a button marked with a little axle icon, hear a clunk underneath, and the truck just walks up. That button is a locking differential, and understanding it (along with low range, wheel travel and approach angles) is what separates a real off-roader from an SUV that just looks the part.

This guide breaks down the hardware that matters the way an engineer would, but in plain English: what each piece does, why some trucks have three lockers, and which new and used 4x4s from North America, Europe, Australia, Asia and beyond do it best. We’ll also cover the aftermarket, because the right truck with no parts support is a dead end. Planning multi-day trips instead? Our overlanding vehicles guide covers payload, range and setup.

Guide · Off-Roading

How lockers work

The best 4x4s

Updated November 2026 · 21 min read

Off-Roading at a Glance

A few numbers that show what serious off-road hardware looks like:

Lockers on a G-Class 3 Front, center and rear, all 100% locks (Mercedes-Benz)

Wrangler Rubicon crawl ratio Up to 100:1 Manual with 4.88 axles and 4:1 low range (Jeep)

Bronco Raptor approach angle 47.2° With 37-inch tires (Ford)

Defender Octa wading depth 1 m About 39 in of water (Autocar)

US accessory sales in 2025 $52.9B Pickups and SUVs made up 43% (SEMA)

US classic import rule 25 years Older vehicles skip US safety-standard rules (NHTSA)

The hardwareWhat actually matters
Locking diffsAnd why three
New 4x4sFrom six continents
Used 4x4sCheap and capable
Build and aftermarketWho makes the parts
FAQQuick answers

01 · The hardware

What Makes a Real Off-Roader

Horsepower barely matters off-road. What matters is getting torque to a tire that has grip, keeping all four tires on the ground, and not ripping anything off the bottom of the truck. Here’s the hardware that does that, roughly in the order engineers think about it.

Low rangeThe gearbox behind the gearboxA two-speed transfer case multiplies torque and slows everything down so you can creep over rocks without riding the brakes or cooking the clutch. Ratios run from about 2.5:1 (Ineos Grenadier) to 4:1 (Wrangler Rubicon). Multiply low range, first gear and the axle ratio and you get the crawl ratio: Jeep quotes up to 100:1 for a manual Rubicon with 4.88 axles, and Ford quotes up to 67.8:1 for the Bronco.
Clearance and anglesGeometry beats powerGround clearance is the lowest point under the truck, usually a diff housing. Approach and departure angles are how steep an obstacle you can climb onto or drive off without the bumpers digging in. Breakover angle is the peak you can crest without beaching the belly between the wheels. Short overhangs and short wheelbases win here, which is why a Suzuki Jimny has a 49-degree departure angle.
ArticulationKeeping tires on the groundArticulation is how far one wheel can drop while the other on the same axle tucks up. A solid axle naturally lets one side drop as the other rises, which is why rock crawlers love them. Disconnecting the sway bar (Wrangler, Bronco, 4Runner, Tacoma) or using interlinked hydraulics (Defender Octa’s 6D Dynamics) frees up even more travel.
Long-travel shocksControl at speedBigger, longer shocks with more oil and remote reservoirs stay cool on washboard and whoops. Internal-bypass designs like the Fox QS3 shocks on the Tacoma TRD Pro firm up deeper in the stroke, so the truck rides softly on small bumps but doesn’t bottom out on big hits. That’s the secret behind trucks like the Bronco Raptor and Ranger Raptor.
Tires and armorThe cheapest big upgradeA good all-terrain or mud-terrain tire, aired down on the trail, adds more grip than almost any other change. Skid plates protect the oil pan, transmission and fuel tank, and rock sliders protect the sills. Rated recovery points front and rear are non-negotiable.

Solid axles vs. independent front suspension. A solid (beam) axle is tough, simple and keeps ground clearance constant under the diff, and it articulates beautifully at crawling speed. Independent front suspension (IFS) rides and steers better on the road and soaks up bumps at speed, but has less wheel travel for crawling and more CV joints to break.

That’s why the Wrangler, Land Cruiser 70 and Jimny keep a solid front axle, while the Bronco, Land Cruiser 250, Defender, 4Runner and the Raptors use IFS. Neither is wrong. It depends on whether you spend more time crawling rocks or covering ground.

Dana 44 solid rear axle under a 2009 Jeep Wrangler Unlimited

A Dana 44 solid axle: the backbone of countless off-road builds.

47.2°Bronco Raptor approach
49°Jimny departure
333 mmBronco Raptor clearance (13.1 in)
940 mmBronco Raptor wading (37 in)

02 · Locking diffs

Locking Differentials, Explained (and Why Some Trucks Have Three)

Every axle needs a differential, because in a turn the outside wheel travels farther than the inside one and has to spin faster. An open diff solves that with a little cluster of spider gears that lets the two wheels turn at different speeds. Brilliant on pavement. The catch: it always sends equal torque to both sides, and that torque can only be as high as the wheel with the least grip can handle.

Lift one wheel off the ground and it takes almost no torque to spin it, so the wheel that’s still planted gets almost nothing either. ARB puts it simply: an open diff “sends power to the tire that has the least traction.” Most 4x4s still leave the factory with open diffs front and rear.

Cutaway of a truck differential showing the ring gear and spider gears

The ring gear and spider gears inside a differential.

A locker fixes that by tying both wheels on an axle together so they turn at the same speed no matter what. Now the wheel with grip gets all the torque it can use. There are a few ways to get there, and they behave very differently:

Traction device	How it works	Off-road reality
Open differential	Spider gears, equal torque to each side	Lift a wheel and you stop. Light, cheap, smooth on the road
Clutch-type limited-slip	Clutch packs resist one wheel spinning faster than the other	Helps, but can’t send all the torque to one wheel, and clutches wear
Helical (Torsen-style)	Worm gears bias torque toward the slower wheel	Quick and wear-free, but needs some load on both wheels to work
Brake traction control	Brakes the spinning wheel so torque goes across	Surprisingly good in modern trucks, but it’s a workaround that heats the brakes
Selectable locker	Open on the road, 100% locked at the push of a button (electric, air or cable)	The gold standard. ARB’s Air Locker uses compressed air; Jeep’s Tru-Lok is electric
Automatic locker	Locks under power, unlocks when coasting or turning (Eaton Detroit Locker)	Tough and simple, but can be noisy and push wide in corners
Spool	Permanently welded or solid, never unlocks	Competition and trail-only rigs. Miserable on the street

Sources: ARB, CarExpert, Eaton and Motor1.

So why do some trucks have three lockers?

Here’s where it gets interesting. A 4×4 actually has up to three differentials: one in each axle and, on full-time systems, one in the middle that lets the front and rear axles turn at different speeds. That center diff is what lets a Land Cruiser or G-Class run in four-wheel drive on dry pavement. But it’s open too, so without a lock, one spinning wheel anywhere on the truck can stall it.

Part-time systems like the Jeep Wrangler’s don’t have a center diff at all. Shift into 4H or 4L and the transfer case ties the front and rear driveshafts together, which works like a permanently locked center diff. That’s why a Wrangler Rubicon gets by with two lockers (front and rear) while a full-time truck needs three to do the same job. Here’s what each lock buys you in the worst case:

1 wheel

Nothing locked

One spinning wheel can stop a full-time 4×4

2 wheels

Center locked (or part-time 4H/4L)

One wheel per axle needs grip

3 wheels

Center and rear locked

Both rears plus one front drive

4 wheels

Center, rear and front locked

Any single tire with grip can pull the truck

Mercedes-Benz G-ClassThree 100% locksThe benchmark. The center lock is a multi-plate clutch; the front and rear locks are electromechanical. Even the electric G 580 copies the effect with four motors and “virtual” diff locks.
Ineos GrenadierCenter lock standard, front and rear on TrialmasterThe center lock lives in the two-speed transfer case and works in high or low range. Front and rear lockers unlock automatically at higher speeds to protect the drivetrain.
Toyota Land Cruiser 70 and 80Front, center and rearThe 80 Series offered driver-switchable front and rear locks with a lockable center diff in the 1990s. That’s a big reason they’re legends (and expensive) today.
Jeep Wrangler RubiconFront and rear, part-timeTwo Tru-Lok electric lockers plus a part-time transfer case that already locks front to rear. Effectively the same as three.

How to use them without breaking anything: lock up before the obstacle, at low speed, with the wheels pointed straight. Engaging while a tire is already spinning gives the axle a hammer blow. And never drive locked on grippy pavement: the tires scrub, the steering fights you and the axles bind. Ford warns against using its electronic locker on dry pavement for exactly that reason.

Our take: a rear locker is the single biggest capability upgrade you can make to most 4x4s. Add a front locker and you’re into serious rock-crawling territory. Brake traction control has gotten really good, but nothing beats a mechanical lock when a wheel is in the air.

03 · New 4x4s

The Best New Off-Roaders Around the World

North America gets some great off-roaders, but the world gets more. Some of the toughest trucks on the planet, from Australia’s Land Cruiser 70 to India’s Mahindra Thar, aren’t sold in the US at all. Here’s the global short list.

USA · Global

Jeep Wrangler Rubicon

Solid axles Front + rear lockers 4:1 low range

Still the default. Dana 44 axles, Tru-Lok lockers, electronic sway-bar disconnect and up to 100:1 crawl. For 2026 the V8 lives on as the Moab 392 with full-time 4WD.

USA · Middle East · Europe

Ford Bronco Raptor

37-in tires Front + rear lockers Long travel

Desert-running Bronco with 333 mm (13.1 in) of clearance, a 47.2-degree approach angle and 940 mm (37 in) of wading depth. The Sasquatch package gets you most of the crawling ability for less.

Global

Mercedes-Benz G-Class

Three 100% locks Ladder frame 2.93:1 low range

The luxury SUV that’s secretly a military truck. Three lockers, 700 mm (27.6 in) of wading on the G 550 and a low range you can use up to 40 km/h (25 mph). The G 580 electric version wades 850 mm.

UK · USA · Australia

Ineos Grenadier

Solid axles Up to 3 lockers BMW six

A modern Defender 90/110 tribute with beam axles, a ladder frame and up to three lockers. 264 mm (10.4 in) of clearance and 800 mm (31.5 in) wading. Diesel in some markets; the US gets the gas BMW six.

Australia · Africa · Middle East

Toyota Land Cruiser 70

Solid front axle Front + rear lockers 316 mm clearance

The truck the outback runs on. Part-time 4WD, manual locking hubs and front and rear lockers available in Australia. The V8 is gone; it now uses a 2.8-liter turbo-diesel four. Not sold in North America.

USA · Global (Prado)

Toyota Land Cruiser 250

Full-time 4WD Center + rear lockers Sway-bar disconnect

In the US, every Land Cruiser 250 gets a locking center diff, an electronic rear locker and Crawl Control as standard. Elsewhere it’s the Prado, with a 2.8-liter diesel.

Global

Land Rover Defender

Air suspension 900 mm wading Octa: 6D Dynamics

A unibody with independent suspension that still embarrasses ladder-frame trucks. The 90, 110 and 130 wade 900 mm (35 in) on air suspension; the Octa ups that to 1 m (39 in) with interlinked hydraulic suspension.

Japan · Europe · Australia

Suzuki Jimny

Solid axles Low range Tiny

A 1.5-liter mountain goat with a 49-degree departure angle and brake-based limited-slip traction control. Light enough to drive where big trucks can’t fit. Not sold in the US.

USA · Australia · Global

Ford Ranger Raptor

Front + rear lockers 4A mode Fox shocks

A desert truck you can live with. Front and rear e-lockers, a two-speed transfer case with an automatic 4A mode and a 61.59:1 crawl ratio, with 272 mm (10.7 in) of clearance.

India

Mahindra Thar Roxx

Low range Rear e-locker 650 mm wading

India’s answer to the Wrangler. The 4×4 Roxx has a low-range transfer case, an electronic locking rear diff and terrain modes, with a 41.7-degree approach angle.

Russia

Lada Niva Legend

Full-time 4WD Lockable center Since 1977

Simple, light and still built. Full-time 4WD with a lockable center diff and low range; off-road trims add self-locking front and rear diffs and 240 mm of clearance.

China · Australia · Thailand

GWM Tank 300

Front + rear e-lockers Tank Turn Hybrid option

China’s retro-styled rival to the Land Cruiser. In Australia the top Ultra trim gets front and rear lockers, Crawl Mode and a turning assist called Tank Turn for tight trails.

Model	Lockers	Clearance	Approach / departure	Wading
Bronco Raptor	Front + rear	333 mm (13.1 in)	47.2° / 40.5°	940 mm (37 in)
Wrangler Rubicon (2026)	Front + rear	327 mm (12.9 in)	Up to 47.4° / 40.4°	Up to 889 mm (35 in)
Defender Octa	Active rear diff	Up to 319 mm (12.6 in)	40° / 42°	1,000 mm (39 in)
Ineos Grenadier	Up to 3	264 mm (10.4 in)	36.2° / 36.1°	800 mm (31.5 in)
Ranger Raptor	Front + rear	272 mm (10.7 in)	33° / 26.4°	n/a
Mercedes G 550	3 (100%)	270 mm (10.6 in)	31° / 30°	700 mm (27.6 in)
Suzuki Jimny (3-door)	Brake LSD	210 mm (8.3 in)	36–37° / 49°	n/a

Manufacturer figures; the Wrangler’s best numbers need 35-inch tires. Grenadier approach angle is the rest-of-world bumper (35.5° in the UK and EU). Australian-spec trucks often list different numbers.

Toyota’s US trucks deserve a mention too. The 2025 4Runner Trailhunter and TRD Pro, and the Tacoma Trailhunter and TRD Pro, all get a standard electronic locking rear diff, a sway-bar disconnect and Crawl Control. The Trailhunters run Old Man Emu 2.5-inch shocks from Australia’s ARB, a nice nod to where Toyota’s off-road reputation was built. Over in the Middle East, the new Y63 Nissan Patrol has a rear diff lock, air suspension that lifts 70 mm for the trail and 700 mm of wading.

04 · Used 4x4s

Used 4x4s That Make Great Off-Roaders

You don’t need a new truck to go places. Some of the best trail rigs on the planet are 20 to 35 years old, cheap to fix and supported by decades of aftermarket parts. The trick is buying the right engine and checking the known weak spots.

USA · 1984–2001

Jeep Cherokee XJ

Solid axles 4.0 inline-six Unibody

Light, boxy and hugely supported. Buy a 1991-on 4.0 HO. Check for rear main seal leaks, cracked exhaust manifolds and a weak Dana 35 rear axle (many get swapped).

USA · 1997–2006

Jeep Wrangler TJ

Coil springs Rubicon: 2 lockers 4:1 low range

The first coil-sprung Wrangler. The 2003-on Rubicon added Dana 44 axles with lockers at both ends and a 4:1 transfer case, and the long-wheelbase LJ arrived in 2004. Values have climbed fast.

Global · 1980s–1990s

Suzuki Samurai / SJ

About 900 kg Solid axles Cheap fun

Weighs about 2,000 lb, so it floats over terrain that bogs down big trucks. Hagerty put it on its 2022 bull-market list. The later Jimny (1998–2018) is the same recipe; rust is its biggest enemy.

Global · 1990–1998

Toyota Land Cruiser 80

Coil solid axles Up to 3 lockers Diesel abroad

Many enthusiasts’ idea of the perfect 4×4. Factory front and rear lockers were optional (standard on some markets’ top trims), with a lockable center diff. Check for broken rear lower shock mounts.

Blue 1997 Mitsubishi Pajero 2.8 turbo diesel

Global · 1991–1999

Mitsubishi Pajero / Montero

Super Select 4WD Diesel option Comfortable

The second-generation Pajero introduced Super Select, which can run part-time or full-time. Check the bash plates and fuel tank (clearance is modest) and oil consumption on the 2.8 diesel.

Silver Land Rover Defender 90 Td5 with a snorkel and bull bar

UK · Global · 1990–2016

Land Rover Defender 90/110

Coil solid axles Locking center diff Huge UK parts

Tdi engines are the simplest; the Td5 is smoother but watch for oil wicking into the ECU loom and a cracked head. Rust in the chassis, outriggers and front bulkhead is the real killer.

Australia · Middle East · 1997 on

Nissan Patrol GU (Y61)

Coil solid axles TD42 diesel Still built

Solid axles at both ends and a huge Australian aftermarket. Buy the 4.2 diesel or 4.8 petrol; CarsGuide says to avoid the 3.0 ZD30 diesel because of piston failures. It’s still sold new in some markets.

Want rock crawling on a budget? A Jeep XJ, TJ or Suzuki Samurai. Small, light, solid axles and endless parts. Expect to swap axles or add lockers.

Want a do-anything 4×4 that will outlast you? A Land Cruiser 80 or Patrol GU with the right diesel. Heavier and thirstier, but built for decades of abuse.

Dreaming of a Land Cruiser 70 or diesel Defender in the US? NHTSA lets vehicles at least 25 years old be imported without meeting US safety standards. In late 2026 that covers trucks built in roughly 2001 or earlier, which includes 80 Series Land Cruisers, early Patrols and 200Tdi and 300Tdi Defenders. Check EPA and state rules too.

05 · Build and aftermarket

How to Build One, and Who Makes the Parts

Ask a seasoned trail leader how to build an off-roader and you’ll hear the same order every time: make it grip, make it recoverable, make it tough, then make it flex.

1. TiresGood all-terrain or mud-terrain tires and a gauge to air down. The biggest gain per dollar.
2. RecoveryRated recovery points, a recovery strap, shackles and traction boards. Then a winch.
3. ProtectionSkid plates and rock sliders so a mistake costs paint, not an oil pan.
4. Suspension and lockersA modest lift with quality shocks, then a rear locker, then a front one.

Notice what’s missing: a giant lift. Every inch of lift raises the center of gravity and strains CV joints and steering parts. That’s why many builders keep independent-front trucks to a modest lift of around 50 mm (2 in).

The aftermarket is massive. SEMA says US drivers spent $52.92 billion on accessories and performance parts in 2025, with pickups and SUVs making up 43%. Suspension and lift kits alone topped $3 billion, and off-road tires more than $2 billion.

Jeep Wrangler TJ crawling over rocks with one wheel lifted

Articulation, armor and lockers working together.

Aftermarket support by model

Vehicle	Support	Key brands
Jeep Wrangler and Gladiator	Enormous	Mopar / Jeep Performance Parts, TeraFlex, AEV, Rough Country, Fox, King
Toyota Tacoma, 4Runner, Land Cruiser	Enormous	TRD, ARB / Old Man Emu, Icon, Metal Tech, Ironman 4×4, Dobinsons
Toyota Land Cruiser 70 and Hilux	Enormous (outside NA)	ARB, Ironman 4×4, TJM, Dobinsons, Rhino-Rack
Ford Bronco and Ranger	Big and growing	Ford’s own accessory catalog (200-plus at Bronco launch), Fox, King, ARB
Classic Land Rover Defender	Huge in the UK	Britpart (28,000-plus parts in stock), Terrafirma, Front Runner
Nissan Patrol	Big in Australia and the Middle East	ARB, TJM, Ironman 4×4, Dobinsons
Ineos Grenadier, Tank 300, Thar	Growing	Mostly factory accessories plus a few specialists

Support level is our read of how many brands make parts for each vehicle. Brand details from ARB, Britpart, Ford, SEMA and the companies’ own sites.

ARBAustralia, since 1975Started with roof racks in Melbourne, launched the Air Locker in 1987 and bought suspension maker Old Man Emu in 1988. Bumpers, lockers, compressors and fridges for almost every serious 4×4.
Ironman 4×4, TJM and DobinsonsAustraliaIronman grew out of a 1958 Melbourne spring works, TJM was founded in Brisbane in the early 1970s and Dobinsons has been making springs in Rockhampton since 1953. All three cover Toyota, Nissan, Ford and more.
Front RunnerSouth AfricaRoof racks designed and tested in Africa, with more than 55 accessories for its Slimline II rack. Now part of Dometic.
Britpart and TerrafirmaUnited KingdomThe Land Rover specialists. Britpart says it stocks more than 28,000 lines through over 1,000 stockists worldwide; Terrafirma makes lift kits, snorkels and steering upgrades.
TeraFlex, AEV, King, Fox and IconUnited StatesTeraFlex (Utah) and AEV (Detroit area) are Jeep and truck specialists; King, Fox and Icon make the long-travel shocks and suspension systems you’ll find on desert trucks.

Our take: before you fall for a truck, check its aftermarket. A Wrangler, Tacoma or Land Cruiser lets you buy almost any part off the shelf. A rare import may be cooler, but you’ll be fabricating your own bumpers and waiting weeks for parts.

Frequently Asked Questions

What does a locking differential do?

It ties the left and right wheels on an axle together so they turn at the same speed. An open diff sends torque to the wheel with the least grip, so a lifted or spinning wheel can stop you. A locker sends torque to whichever wheel can use it.

Why do some 4x4s have three locking differentials?

Full-time 4WD trucks have a center differential as well as one in each axle, and all three are open by default. Locking the center, rear and front diffs means all four wheels turn together, so any one tire with grip can move the truck. Part-time trucks like the Wrangler already lock front to rear in the transfer case, so two lockers do the same job.

Is a rear locker or a front locker more important?

Start with the rear. Weight shifts rearward when climbing, and a rear locker has little effect on steering. A front locker adds a lot of capability on rocks but makes the truck hard to turn while engaged.

Are solid axles better than independent front suspension?

For slow rock crawling, solid axles articulate better and are tougher. For high-speed desert running and daily driving, independent front suspension rides and steers better. Most modern trucks use IFS; the Wrangler, Land Cruiser 70 and Jimny keep solid axles.

What is the best used 4×4 for off-roading?

On a budget, a Jeep Cherokee XJ, Wrangler TJ or Suzuki Samurai. For a tough, long-lasting truck, a Land Cruiser 80 or Nissan Patrol GU with the right diesel. All have huge aftermarket support.

Can you buy a Land Cruiser 70 in the US?

Not new. NHTSA lets vehicles at least 25 years old be imported without meeting US safety standards, so older 70 Series trucks (built in roughly 2001 or earlier, as of late 2026) can come in. Newer ones can’t be legally registered for road use.

Keep Exploring

Dig into the trucks we mentioned, or brush up on the tech behind them.

Toyota Land Cruiser

Overlanding Vehicles Guide

Sources

Photo credits

Header image: Joshua Tree National Park, Public domain, cropped and resized.
Cutaway of a truck differential showing the…: Tennen-Gas, CC BY-SA 3.0, cropped and resized.
Dana 44 solid rear axle under a…: Dana60Cummins, Public domain, cropped and resized.
Jeep Wrangler TJ crawling over rocks with…: Mtxchevy at English Wikipedia, Public domain, cropped and resized.
Green Jeep Wrangler Rubicon 4xe, JL generation: Alexander Migl, CC BY-SA 4.0, cropped and resized.
2024 Ford Bronco Raptor in a parking…: HJUdall, CC0, cropped and resized.
Silver Mercedes-Benz G-Class G 500: Alexander Migl, CC BY-SA 4.0, cropped and resized.
White Ineos Grenadier station wagon: Alexander Migl, CC BY-SA 4.0, cropped and resized.
Toyota LandCruiser 79 single cab pickup: Johannes Maximilian, CC BY-SA 4.0, cropped and resized.
Toyota Land Cruiser 250 First Edition in…: TTTNIS, CC0, cropped and resized.
Grey Land Rover Defender 110, L663 generation: Alexander Migl, CC BY-SA 4.0, cropped and resized.
Suzuki Jimny parked on volcanic rocks in…: Jakub Hałun, CC BY-SA 4.0, cropped and resized.
Grey Ford Ranger Raptor pickup: Alexander-93, CC BY-SA 4.0, cropped and resized.
White Mahindra Thar Roxx on a rocky…: The Drivers Hub, CC BY 4.0, cropped and resized.
Blue Lada Niva 4x4 with a roof…: Alexander-93, CC BY-SA 4.0, cropped and resized.
Grey GWM Tank 300 SUV at an…: Jengtingchen, CC BY-SA 4.0, cropped and resized.
White 2001 Jeep Cherokee XJ Sport: CZmarlin — Christopher Ziemnowicz, a photo credit would…, CC0, cropped and resized.
Black Jeep Wrangler TJ Rubicon: X4nMan20Oo, CC BY-SA 4.0, cropped and resized.
Tan 1988 Suzuki Samurai soft top: Mr.choppers, CC BY-SA 3.0, cropped and resized.
Black Toyota Land Cruiser 80 Series VX: Ethan Llamas, CC BY-SA 4.0, cropped and resized.
Blue 1997 Mitsubishi Pajero 2.8 turbo diesel: Rutger van der Maar, CC BY 2.0, cropped and resized.
Silver Land Rover Defender 90 Td5 with…: Calreyn88, CC BY-SA 4.0, cropped and resized.
Nissan Patrol Y61 GU: Mohammed Hamad, CC BY-SA 4.0, cropped and resized.