The Holland Track, out in Western Australia’s eastern goldfields, had been on my bucket list for years – and it didn’t disappoint.

Following in the footsteps of the legendary John Holland, we traced what’s claimed to be the longest single cart track ever cut in WA. Originally carved to open up the goldfields, it slashed weeks off the journey for miners, families and traders heading inland in search of fortune.

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Gold Rush Beginnings

Around 1890, waves of hopeful prospectors were landing in Fremantle and Albany by steamship, all chasing the riches of WA’s booming goldfields. From seasoned miners to shopkeepers and families, they headed north on foot, pushing barrows or hauling carts. The push for a direct supply route soon followed – a way for local producers and traders to get goods to the goldfields faster.

John Holland’s Epic Achievement

Several earlier attempts to forge a route failed – one rider vanished without a trace, another party veered miles off course, and others were forced back by the brutal summer heat.

Then, in 1893, a 37-year-old bushman named John Holland stepped up. He didn’t just want to find a route – he wanted to open it immediately for carts and carriages. With his two brothers and another young companion, Holland set out after summer and, remarkably, cut the entire 500km track in just two months and four days – all without government support. Along the way, they passed rock mounds and granite holes, carving a path past water soaks that would become lifelines for those who followed.

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From Forgotten Track to Rediscovery

A few years after the Holland Track opened, a new rail line to Coolgardie slashed travel times from weeks to days, and traffic on the track quickly dried up.

Over the following decades, it became overgrown and largely forgotten. Between the 1950s and 1990s, various groups of enthusiasts and historians tried to retrace the original route. It wasn’t until 1992 that the track was successfully reopened – a team pushed through using compass bearings and visual cues of the old path, and pushing through with a tractor.

Historic Coolgardie

My starting point for the Holland Track was the historic town of Coolgardie, around 40km southwest of Kalgoorlie.

Once the third-largest town in WA, Coolgardie put itself on the map in 1892 when it sparked a gold rush that drew tens of thousands to the region. Dubbed “the mother of the Western Australian goldfields”, the town boomed with more than 30,000 people flocking to the area. The streets were built wide enough to turn a full camel train – but like many rush towns, it faded once richer finds were made where Kalgoorlie now stands.

These days, Coolgardie is a quieter place, lined with heritage buildings. It’s where four-trailer road trains split their loads, and tourists wander the parks, museums and streets in search of relics from a wilder time. The first Holland Track sign led me south out of Coolgardie along Victoria Rock Road for about 40km. That’s where I found the turn-off to the track proper, marked by several info boards.

The most important is the Holland Track ‘code of conduct’ sign, installed by the LandCruiser Club of WA. It outlines key guidelines – including using UHF channel 28, recommended tyre pressures, and six practical tips for safe and respectful travel.

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The Holland Track can be tackled in short sections or stretched out over a full week if you want to run it end to end. I planned to cover the northern half before peeling off toward Hyden to check out Wave Rock. I was lucky enough to strike fine weather on the Holland Track. While researching the trip, I’d seen plenty of social media clips showing messy recoveries when it’s wet – but in the dry, it was no trouble at all. There are even chicken tracks around the tougher sections.

The drive is peaceful, winding through sand plains, woodlands and granite rock platforms. I stopped at all the signposted points of interest along the way, which meant I was averaging about 100km a day. Most of these sites tie into the early surveying of the track and region – from rocky outcrops that offered water or a view across the plains, to blazed trees and historic campsites. They’re all worth a look if you’ve got the time.

The modern Holland Track generally follows the original route cut by John Holland, though it often veers off to protect sensitive areas and preserve historic sections. Claypans are scattered through the region, but the current track wisely skirts around them to prevent damage. In places, the track narrows to a single lane, and the scrub starts closing in – so bush pinstripes are pretty much unavoidable.

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Free camping is allowed along much of the track, but at Victoria Rock Reserve you’ll find designated bays with barbecues, tables and toilets. Even if you’re just passing through, it’s worth a stop to climb the rock and take in the stunning 360-degree views. John Holland named the rock in 1893 after Queen Victoria, and it was here his team built a stone cairn and flagpole on the summit. Another highlight along the northern section is the crossing of one of WA’s State Barrier Fences.

This 260km stretch of rabbit-proof fencing was built in 1954 to keep rabbits and emus out of farmland in the wheatbelt around Bonnie Rock. Unfortunately, the government of the day ran out of funding – and the fence ends rather abruptly.

Timber Industry Legacy

In the surrounding woodlands, sandalwood was once highly prized, and remnants of old groves can still be found near Sandalwood Rocks – a spot where Holland camped in 1893.

While a few small stands remain, most of the original thickets have never regenerated. When gold was discovered in the rich fields around Coolgardie and Kalgoorlie, timber was in huge demand to power steam boilers for stampers and other machinery.

Across the region that the Holland Track now cuts through, more than a dozen timber tramways once ran through the bush, carting wood to the settlements. It was big business, providing jobs for timber cutters, tram workers, carters and storemen. Timber was felled several miles from the tram lines, usually by hardworking Italian and Slav migrants who cut the logs into manageable lengths.

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These were then carted and stacked alongside the tracks for collection. As local supplies dried up, new feeder lines were laid into better stands of timber. Over time, the bush within a 35km radius of Cave Hill was stripped bare – nothing left but stumps. In 1937, the entire operation was shifted to Boulder, southeast of Kalgoorlie, where fresh lines were laid into untouched scrub. By 1964, it all came to an end.

Around the Cave Hill area, at the northern end of the Holland Track, you can still spot remnants of the old timber operations. Stone-walled run-off channels once fed dams, pipelines led to overhead tanks for steam engines, and the sawmill site still shows signs of its former life.

Wave Rock Detour

My journey along the Holland Track ended about halfway, where I diverted to Hyden to visit the world-famous Wave Rock.

It shot to fame after winning the 1964 Kodak International Photo Competition in New York – and the rest, as they say, is history. Stretching 110 metres long and rising over 15 metres high, it’s an impressive sight. But Wave Rock is just one part of what’s known as Hyden Rock – a much larger formation that includes a hand-built granite wall used to divert water into the town’s old dam, the Hippo’s Yawn rock formation to the east, and the weathered outcrop known as The Breakers. Formed by millions of years of erosion, Hyden Rock is estimated to be around 2.7 billion years old.

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Journey Through History

While I only explored the top half of the Holland Track, there’s still plenty more to discover – giant granite monoliths, remote bush camps, abandoned farm and steam machinery, and the weathered remains of old tramways and timber camps. The Holland Track isn’t just a drive through the scrub – it’s a journey through history.

Travel planner

Where: The Holland Track stretches 500km from Broomehill in WA’s south to Coolgardie in the eastern goldfields. Cut in the early 1890s, it was originally built as a shortcut for miners heading to the booming Kalgoorlie goldfields.

What to See and Do: The track is packed with natural and historical highlights – massive granite outcrops, bush camps, forest sections, and wide-open views. It’s well signposted with plenty of stops, and offers free camping along the way. While not extreme, the track can be challenging in sections, especially after rain.

More Info: For detailed trip planning, grab a copy of Explore the Holland Track, available online or from the Kalgoorlie Visitor Centre. The track is remote and requires full preparation – carry extra food, fuel and water. Telstra has patchy reception along the way.

For decades now, Lexus has been waving its luxury wand over parent company Toyota’s LandCruiser offerings to make them appeal to a different clientele than the traditional Cruiser buyer.

Think Range Rovers with lashings of leather hides, a smattering of woodgrain trim and premium fit-out to bring in buyers from the luxury SUV segment. The latest off-road offerings from Lexus are the updated LX range, which arrived alongside the refreshed LandCruiser 300 Series on which the current LX is based.

Significantly, the 2025 LX update introduced an Overtrail variant to the line-up – a model designed to appeal to clientele who want to get their Lexus dirty and make the most of its LandCruiser underpinnings. The LX Overtrail follows the launch of the GX550 Overtrail earlier this year, which gave the same off-road-focused treatment to the 250 Series Prado.

JUMP AHEAD

• Lexus LX Overtrail explained
• Luxury meets off-road capability
• How the LX600 Overtrail drives on- and off-road
• Verdict: A luxury 4×4 with real ability
• Specs

Lexus LX Overtrail explained

The LX Overtrail is offered with either petrol or diesel power.

The LX Overtrail 500d uses the same V6 diesel found in the LC300 and starts at $182,300, while the LX600 Overtrail runs a V6 petrol engine and starts at $185,800. Both Overtrail variants are five-seat only, leaving the rear section open for cargo. Seven-seat LXs are available in other trims, but not as an Overtrail – and they miss out on the auxiliary fuel tank, limiting capacity to 80 litres. The five-seat Overtrails, by contrast, can carry 110 litres of petrol or diesel, depending on the model.

For the record, the LX600 has an ADR combined-cycle fuel consumption rating of 11.9L/100km, while the LX500d is rated at 8.9L/100km.

We have the LX600 Overtrail variant on test here, powered by a 3.5-litre twin-turbocharged petrol V6 producing a healthy 305kW at 5200rpm and 650Nm. That’s plenty of torque on tap for those prepared to forgo the diesel option. Interestingly, this engine in the GX550 produces the same 650Nm but is limited to 260kW, and with different engine codes, the two units are not exactly the same.

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Differentiating the Overtrail from its LX siblings is the fitment of 18-inch alloy wheels shod with 265/70R18 Toyo Open Country all-terrain tyres, chosen for improved off-road performance. This sensible wheel-and-tyre combination replaces the oversized alloys – up to 22-inch – and low-profile road rubber fitted to other LX grades.

Those wheels and tyres are backed by locking front and rear differentials, Crawl Control, and a Multi-Terrain Select system to boost the LX’s off-road ability. Model-specific front and rear bumpers improve clearance at each end, while black exterior highlights set the Overtrail apart – though its smaller wheels look a bit out of place against the big, slab-sided LX profile.

The Overtrail rides on Lexus’s Active Height Control (AHC) suspension, which uses hydraulic pressure to raise or lower the vehicle for extra clearance when needed. In high range, AHC can lift the LX by up to 73mm, while low range allows 83mm – with a further 20mm (103mm total) temporarily available if the system senses the vehicle is stuck.

The system automatically adjusts ride height depending on the drive mode or low-range setting, and also keeps the vehicle level. For easier access, it can drop the body by 27mm when parked. Because it’s hydraulic rather than air-based, there’s no compromise in ride quality – though the suspension does feel noticeably firmer when extended to its maximum height.

Luxury meets off-road capability

There’s no compromise on the styling or features inside the LX Overtrail – it’s every bit as plush as you’d expect from a $185K Lexus.

Headlining the 2025 updates is a new 12.3-inch multimedia display, which controls everything from sat-nav and entertainment to vehicle drive modes. The LX now features wireless Apple CarPlay and Android Auto connectivity, along with a wireless phone charging pad.

Lexus has long set the benchmark for OEM sound systems, and the Overtrail is no exception. A premium Mark Levinson audio setup delivers crystal-clear sound through no fewer than 25 speakers.

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There’s a luxury feel throughout the cabin, with quality leather trim set off by model-specific green stitching on the seats. Front passengers get heating, ventilation and massage functions, while the rear outboard seats are also heated and ventilated. The steering wheel is heated too, with automatic temperature control for both the tiller and seats. The steering column offers power adjustment for reach and height, and there’s a digital rear-vision mirror and head-up display for the driver.

The Lexus/Toyota Safety Sense suite of advanced driver assistance systems ensures the LX is well covered when it comes to protecting both passengers and pedestrians.

How the LX600 Overtrail drives on- and off-road

On the road, the LX600 Overtrail drives exactly as you’d expect of a large luxury wagon. The V6 is smooth, quiet and effortlessly powerful, with the 10-speed auto shifting almost imperceptibly unless you bury the throttle. Press on and the abundant torque shrugs off the LX’s considerable mass, making overtakes and long climbs a relaxed affair.

The cabin is plush, spacious and comfortable giving the feeling that you could easily drive in it all day long. It’s so refined that you almost feel guilty leaving the blacktop for dirt and ruts – but with the LX’s LandCruiser DNA, you can be confident the Overtrail is up to the task.

On gravel and dirt tracks, the taller sidewalls of the 18-inch tyres soak up bumps far better than low-profile rubber on larger rims ever could. The Toyo all-terrains inspire confidence that you’ll make it wherever you’re headed.

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Things aren’t as straightforward as they should be when the track steepens and you need to dig into the LX’s drivetrain. Locking the centre diff is easy enough – there’s a button right by your left knee – but the high/low-range selector dial is on the far side of the console, nowhere near where you’d expect it in a Toyota-based product. As for the front and rear diff-lock switches? They’re hidden away under the dash to the left of the steering column, well out of sight.

With only the MTS set to Rock mode, the Overtrail failed on the first steep climb, making it up only after the centre diff was locked – fair enough. Selecting low range prompts the AHC to raise the suspension, but this in turn reduces available downward travel, so the LX jolts and bumps its way through ruts and holes on an ascent. If you don’t need the extra clearance, it’s smoother and quieter to tackle the climb at a lower suspension setting, where the springs and shocks can do their job properly. Maximum height should be reserved for when you really need it.

The rear axle delivers that lovely, supple articulation Toyota 4x4s are famous for, and the traction control is sharp and decisive, meaning you can leave the locking diffs alone for all but the most challenging tracks.

Verdict: A luxury 4×4 with real ability

With a legacy stretching from the 100 and 200 Series to today’s 300 Series–based LX, Lexus 4x4s have cemented their place as true Range Rover rivals in the luxury off-road space.

While the latest LX commands a hefty price, it still undercuts a Rangie or a G-Wagen – and offers the proven reliability and capability that comes with its LandCruiser DNA. The addition of the Overtrail variants allows the LX to fully exploit its LandCruiser underpinnings and abilities, while adding a rare level of luxury to the off-road segment. It’s a combination that will appeal to buyers seeking both attributes – particularly those towing large horse floats or boats, who’ll appreciate the 3500kg braked towing capacity.

The Overtrail is also an option for those who’ve long admired the style and luxury of a Lexus but dismissed it due to the oversized wheels and low-profile tyres offered on other variants. With its more practical wheel and tyre package, the Overtrail gives buyers the best of both worlds – whether they choose petrol or diesel power.

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Specs

Mazda has added a new 2.2-litre turbo-diesel engine to the BT-50 range, replacing the smaller 1.9 and bringing more grunt and the option of 4WD.

The engine is the same four-cylinder recently rolled out in the Isuzu D-MAX and MU-X. It makes 120kW at 3600rpm and 400Nm from 1600rpm – 10kW and 50Nm more than the outgoing 1.9. Power is sent through a new Aisin eight-speed auto, which also helps trim fuel use by around 0.7L/100km and drops CO2 emissions by up to 17g/km.

This 2.2 is only available in the entry-level XS grade, offered as a Single Cab Chassis, Dual Cab Chassis, or Dual Cab Pickup. Standard kit includes LED headlights, adaptive cruise with stop-and-go, reversing camera, and wireless phone connectivity. The Dual Cab Pickup scores alloy wheels, while the rest keep steel.

Unlike the old 1.9, buyers can now spec the 2.2 as a 4×4 Dual Cab – opening it up as a more useful platform for touring or fleet work.

Elsewhere in the BT-50 line-up, the 3.0-litre engine gets idle stop-start, which Mazda says can cut fuel use by up to 11 per cent, while XTR and GT 4×4 Dual Cab Chassis models now come with a towbar as standard. The range continues unchanged with XS, XT, XTR, GT and SP grades.

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The updated BT-50 goes on sale nationwide from October, with Mazda Genuine Accessories available and covered by a five-year, unlimited-kilometre warranty when fitted before delivery.

The shared 2.2-litre update is another reminder of the close collaboration between Mazda and Isuzu, with both brands now co-developing the BT-50 and D-Max platforms and powertrains.

Pricing

Isuzu Ute Australia (IUA) has rolled out a frugal new 2.2-litre powertrain across its D-Max and MU-X models, which replaces the not-too-hot 1.9-litre, and while the mighty 3.0-litre 4JJ3 remains prices have been hiked by up to $2500.

The new Euro 5 RZ4F engine produces 120kW at 3600rpm and 400Nm from a relatively low 1600rpm, offering more capacity, power and greater fuel savings than the 1.9-litre unit it’s based on, courtesy of some smart technology and a new Aisin eight-speed auto.

Not only is power up over the asthmatic 1.9-litre, which produced 110kW/350Nm and made a racket doing so, the 2.2-litre also capable of pulling a full 3500kg compared to its predecessor’s 3000kg rating – significantly enhancing its touring appeal.

While the new engine is based on the 1.9, IUA explains that it’s been redesigned from the block up, with the same durability focus as the 4JJ3 scoring features like a steel timing chain and hydraulic valve lash adjusters. 

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“It’s the same architecture as the 1.9-litre, but heavily reworked, so the block’s been strengthened and bored, the connecting rods are thicker, it’s got different coatings,” IUA Senior Product Manager, Aaron Carty told 4×4 Australia.

“What we intend with the 2.2 is that there were good points with the 1.9, but I think people got scared because it started with a ‘one – plus the 3.0-litre was so punchy compared. We’re hoping that the 2.2-litre engine bridges that gap now.”

Fuel use for the new engine comes in as low as 6.6l/100km in the D-Max and 6.9l/100km in the MU-X, beating out the 1.9-litre’s drinking habits by 0.3-0.9l/100km, achieved largely through the use of an Idle Stop Start (ISS) system and additional cogs in the new ‘box.

IUA has also managed to get the Co2 emissions as low as 174 grams per kilometre in the D-Max and 177 g/km in the MU-X, keeping the models well below the New Vehicle Efficiency Standards (NVES) threshold of 210g/km for 2025, although as the emissions regulations ramp up in the coming years, the manufacturer will need to reduce these figures further or face fines.

While the venerable 3.0-litre remains, it too will gain the ISS system, switching off at lights to save fuel, amounting to claimed fuel use of 7.1l/100km in the D-Max and 7.6l/100km in the MU-X, based on figures shared with 4×4 Australia.

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With the added technology comes a price hike for the 3.0-litre models, amounting to between $1500 to $2,500 across the range, while the 2.2-litre models offer a saving of around $2,000 but the smaller engine isn’t offered in top-spec D-Max models like the LS-U, LS-U+, X-Terrain and Blade, or the top-spec MU-X X-Terrain.

Whether the eight-speed ‘box will find its way onto the back of the 4JJ3 is anyone’s guess, but a conversation with executives at the launch event revealed that in its current form the bolt pattern doesn’t match up, so it would require a significant engineering effort.

On the topic of transmissions, the manual gearbox has been dropped from the D-Max lineup completely, so it’s an auto or nothing for buyers of the third-best selling ute in the country.

While down on power compared to other pint-sized diesel engines, like Ford’s 2.0-litre BiTurbo which produces 157kW/500Nm, IUA remains confident that its 2.2-litre engine will appeal to fuel-conscious customers.

“The new 2.2L engine is an important step in our evolution,” said IUA Managing Director, Junta Matsui.

“It is the perfect complement in our line-up to our proven 3.0L power plant, and will allow even more of our customers to unlock the best of the Australian lifestyle on their own terms, with complete confidence in their Isuzu D-MAX or MU-X.”

The 2.2-litre models will land in dealerships from October 1, with deliveries to commence shortly after.

We were thrown the keys to the new 2.2-litre models in Queensland this week, for a play on and off-road, but we aren’t allowed to share our thoughts until October 3 so stay tuned.

2026 Isuzu D-MAX pricing

• 4×2 Single Cab Chassis SX 2.2L AT: $36,200
• 4×2 Single Cab Chassis SX 3.0L AT: $38,200
• 4×2 Space Cab Chassis SX 3.0L AT: $41,700
• 4×2 Crew Cab Chassis SX 2.2L AT: $42,700
• 4×2 Crew Cab Chassis SX 3.0L AT: $44,700
• 4×2 Crew Ute SX 2.2L AT: $44,200
• 4×2 Crew Ute SX 3.0L AT: $46,200
• 4×2 Crew Ute LS-U 3.0L AT: $57,000
• 4×4 Single Cab Chassis SX 3.0L AT: $46,200
• 4×4 Space Cab Chassis SX 3.0L AT: $49,700
• 4×4 Crew Cab Chassis SX 2.2L AT: $50,700
• 4×4 Crew Cab Chassis SX 3.0L AT: $52,700
• 4×4 Crew Cab Chassis SX 3.0L AT: $53,200
• 4×4 Crew Cab Chassis LS-U 3.0L AT: $63,500
• 4×4 Crew Ute SX 2.2L AT: $52,200
• 4×4 Crew Ute SX 3.0L AT: $54,200
• 4×4 Crew Ute LSM X-RIDER 2.2L AT: $59,500
• 4×4 Crew Ute LSM X-RIDER 3.0L AT: $61,500
• 4×4 Crew Ute LS-U 3.0L AT: $65,000
• 4×4 Crew Ute LS-U+ 3.0L AT: $68,000
• 4×4 Crew Ute X-TERRAIN 3.0L AT: $73,000
• 4×4 Crew Ute BLADE 3.0L AT: $80,900

2026 Isuzu MU-X pricing

• 4×2 LS-M 2.2L AT: $49,900
• 4×4 LS-M 2.2L AT: $55,900
• 4×4 LS-M 3.0L AT: $57,900
• 4×4 LS-U 2.2L AT: $62,900
• 4×4 LS-U 3.0L AT: $64,900
• 4×4 LS-T 2.2L AT: $71,400
• 4×4 LS-T 3.0L AT: $73,400
• 4×4 X-TERRAIN 3.0L AT: $77,100

If you’ve been thinking about putting a new RAM in your driveway, now’s a good time to start looking.

Dealers are clearing plates to make way for new stock, which means there are some solid deals available across the range. Whether you’re after a 1500 for daily driving with towing capability or a 2500/3500 for serious load and off-road work, these offers can make a noticeable difference to the bottom line.

Plate-clearance sales are all about moving vehicles off the lot, and for buyers, that can translate to extras, discounts, or finance options that wouldn’t normally be available – and you could find yourself a nice bargain on a ute built to handle tough work.

While the exact deals vary by dealer and model, the opportunity is clear: Now is the time to lock in a new RAM if you’ve been on the fence. From weekend warriors to tradies, there are options that suit different needs, and the current promotions make it easier to get a capable, well-equipped ute without compromise.

Special offers and deals on now from RAM Australia

• MY24 RAM 2500 Laramie Heavy Duty Plate Clearance: $169,950 driveaway. Includes free rego, CTP, stamp duty, and dealer delivery.
• MY23 RAM 1500 Big Horn 6’4” Plate Clearance: $109,950 driveaway. Includes free rego, CTP, stamp duty, and dealer delivery.
• MY23/MY24 RAM 1500 Plate Clearance: Deals with free rego, CTP, stamp duty, and dealer delivery.
• RAM 2500 Laramie NB2 upgrade: Complimentary upgrade increases payload to 1,014kg.
• RAM 1500 Big Horn tub upgrade: Complimentary upgrade from 5’7” to 6’4” tub.

These offers are available for a limited time as part of RAM Australia’s plate-clearance promotions. Conditions apply. To see the full details, visit: https://www.ramtrucks.com.au/special-offers/

Kia’s new Tasman ute hasn’t exactly set the sales charts alight in its first two months on the market, with just over 700 units registered in both July and August. Still, it’s early days for the model.

If Tasman sales are slower than expected, it’s likely because many buyers can’t get past the controversial front-end styling. But let’s face it – neither of the utes in this test is going to win a beauty contest.

Most of our seat time in the Tasman so far has been in the upper-spec X-Pro and X-Line variants, so we figured it was time to sample a lower grade. Here we have the Kia Tasman SX, the second rung up from the base model, priced at $54,490 (+ORC).

For comparison, we’ve lined the Tasman SX up against the Mitsubishi Triton GLX-R which, at $56,740 (+ORC), is close on both price and specification. The current Triton is also one of the newer contenders in the midsize 4×4 market.

JUMP AHEAD

• Kia Tasman SX
• Mitsubishi Triton GLX-R
• Verdict
• Specs

Kia Tasman SX

For a lower-grade, mid-spec model, the Tasman SX feels impressively well equipped and feature-laden – certainly more so than the pricier Triton GLX-R.

What you get

• 17-inch alloy wheels
• Full-size spare wheel
• Front and rear parking sensors
• Rear-view camera (pick-up only)
• Cruise control
• Drive modes: Snow, Sand, Mud
• Push-button start
• LED headlights and daytime running lights
• Trailer sway control
• Trailer set-up menus
• Integrated trailer brake controller
• Tailgate with lift assistance
• 12.3-inch driver cluster and multimedia screens
• Wireless Android Auto/Apple CarPlay
• Six-speaker sound system
• Inbuilt sat-nav
• LED interior lights
• Cloth-trim seats
• Dual-zone climate control
• Tyre pressure monitoring system (TPMS)

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The big screens and wide cabin give the Tasman a more premium feel than the Triton, and a more modern one too – which, of course, it is. The rear seat in the Tasman SX misses out on the slide-and-recline function found in the X-Line and X-Pro models, but it does feature a large under-seat storage bin.

One key difference between the SX and the higher grades is the use of a T-bar transmission shifter in the centre console, rather than the stalk-mounted selector and paddle shifters. The SX also misses out on a wireless phone-charging pad.

The Tasman S, SX and SX+ models carry a 5-star ANCAP rating that the higher grades miss out on. This is thanks to the ‘cow-catcher’ front spoiler, which is claimed to improve pedestrian safety in the event of a strike. The trade-off is a reduced approach angle that limits off-road performance. On our drive we scraped the front lip often, though without causing damage.

Like all Tasmans, the SX is powered by a 2.2-litre single-turbo diesel engine producing a modest 155kW and 441Nm. It’s paired with an eight-speed automatic transmission and a part-time dual-range 4×4 system, which also offers a 4×4 Auto mode for on-road all-wheel-drive grip.

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The Tasman SX features an auto-locking rear differential and an open front diff, though the ETC still works across the front axle. This differs from the X-Pro, which has a driver-selectable rear diff lock, allowing you to engage it before getting into trouble. On test, the SX spun its wheels on steep ruts, but once the rear diff locked up the vehicle forged ahead without issue.

The Tasman comes with Kia’s seven-year warranty, capped-price servicing and up to eight years of roadside assistance.

Mitsubishi Triton GLX-R

The current Mitsubishi Triton is less than two years old, making it one of the newer utes in its class and an ideal match-up for the new Tasman. Yet from the moment you sit inside the GLX-R, it feels older and more like a working ute than the more passenger-friendly Tasman. That’s not necessarily a bad thing for the Mitsi – it’s just not as plush.

What you get

• 9-inch multimedia screen
• 7-inch driver information panel in the dash binnacle
• Wireless Apple CarPlay, Android Auto and inbuilt sat-nav
• Around-view monitor
• Auto door locks, key-in-ignition start/stop
• Comfort-spec rear leaf springs
• Part-time dual-range 4WD
• Tyre pressure monitoring system (TPMS)
• Cloth seats
• Single-zone climate control
• Rear-seat ventilation and controls
• 17-inch alloy wheels
• Halogen headlights, DRLs and parkers

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All Triton 4x4s are powered by a 2.4-litre bi-turbo diesel engine producing 150kW and 470Nm, and it’s this extra performance that gives the Mitsubishi the edge over the Tasman when push comes to shove. The Triton gets along nicely, with swift acceleration and strong pulling power when you need it. The Triton’s six-speed auto might feel dated in today’s market, but in reality there’s nothing wrong with it – it does the job well.

The Triton was the first 4×4 ute to achieve a five-star ANCAP safety rating under the latest 2024 standards, and it comes loaded with tech such as AEB, ABS, ESC, ETC, lane-departure warning and intervention, TPMS, nine airbags, plus front and rear cross-traffic alert. Both utes feature a driver-monitoring system, but I found the Mitsubishi’s more intrusive than Kia’s, whose subtle chime is easier to ignore.

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The Mitsubishi’s interior keeps its working-class look and feel, with smaller screens, more hard plastics and, in the case of the GLX-R, a key start and manual handbrake – not that there’s anything wrong with that. Like the Tasman, the Triton offers a spacious cabin with plenty of room in both the front and rear seats. The roof-mounted rear vents are a great feature we’d like to see in more vehicles.

The Triton comes with Mitsubishi’s Diamond Advantage: a 10-year warranty, capped-price servicing and roadside assistance (conditions apply).

Verdict

On- and off-road, both of these utes deliver exactly what they promise. They’re competent 4x4s, comfortable tourers and safe family haulers.

The current Triton may be one of the newer 4×4 utes on the market, but the Tasman makes it feel older than it is. The Kia sets new benchmarks for interior comfort, equipment and refinement – standards we’ve only otherwise seen in the BYD Shark.

It would be a close race between the two, with the Mitsubishi likely edging out the Kia to 100km/h – though the difference is negligible. For me, the Tasman’s added safety and drivability from its 4×4 Auto system, combined with the excellent suspension tuning, seals the deal when it comes to both sealed and unsealed-road performance.

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If you were towing a two-tonne-plus trailer, you might appreciate the extra grunt of the Mitsubishi’s powertrain – but you’d also be better off with a ute offering on-demand or full-time 4×4, for the added traction and stability that system provides.

The Tasman SX feels like it should cost considerably more than the Triton GLX-R, yet it’s actually the cheaper option – and that, along with everything else we’ve covered, makes it the clear winner of this test. Just be sure to remove that chin spoiler before you tear it off on the first erosion mound you drive over.

Mitsubishi Triton GLX-R: 8/10

Kia Tasman SX: 8/10

Specs

Ford Australia will launch a limited-edition Everest Sport Bi-Turbo in October 2025.

The limited-edition model pairs the Sport series’ styling with a 2.0-litre Bi-Turbo 4WD engine and full-time four-wheel drive. The model is priced from $71,190 (MLP), or around $75,000 driveaway, and is loaded with more standard equipment than the V6 Everest Sport. 

Every example comes with the Touring Pack and Prestige Paint included, giving buyers a fully equipped vehicle straight from the factory. The Touring Pack adds features designed for towing and long-distance travel including a 360-degree camera, tow bar and hitch, integrated trailer brake controller, and Pro Trailer Backup Assist. 

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About 700 units of the limited-edition Everest Sport Bi-Turbo will be produced between September and October 2025, and buyers can choose from five colours: Sport-exclusive Blue Lightning, Shadow Black, Meteor Grey, Aluminium, and for the first time on a Sport model, pearlescent Alabaster White in place of Arctic White. All paint options are included in the price.

The Everest Sport Bi-Turbo also carries the blacked-out exterior accents and unique alloy wheels that define the Sport range, giving it a purposeful, aggressive look.

“We are thrilled to welcome the limited-edition Everest Sport Bi-Turbo to the Australian line-up,” said Ambrose Henderson, Marketing Director, Ford Australia. “It packages the highly popular 2.0-litre Bi-Turbo 4WD powertrain with the emotive black styling that our Sport customers love. We are confident its sharp price point and impressive array of standard features will resonate with style-conscious and utilitarian buyers alike.”

This limited-edition run follows two special editions released by Ford Australia earlier this year: the Ranger Black Edition from $55,990 (MLP), and the Everest Black Edition priced at $69,000 driveaway.

The rise of new 4x4s kitted out by the manufacturer – or by a factory-approved partner – for improved off-road performance is a welcome addition to both showrooms and outback tracks.

The king of these is the Ford Ranger Raptor, which took the humble midsize ute and – with help from Ford Performance – transformed it into an off-road weapon. This followed the success of the F-150 Raptor in the USA, and the Blue Oval has since applied the same winning recipe to the new Bronco with a Raptor variant.

Another great example is the Nissan Patrol Warrior, developed by Melbourne engineering firm Premcar with excellent results from its extensive makeover. That said, many of these factory-modified 4x4s amount to little more than upgraded tyres and suspension with a few visual add-ons.

There are no visual tack-ons with the Lexus LX600 Overtrail, and it’s great to see this formula applied to a luxury SUV to genuinely improve its off-road capability. Off-track suitable 18-inch all-terrain tyres, increased ground clearance and front and rear locking diffs headline the extra hardware, giving the Lexus the confidence to tackle rugged country without losing the luxury appointments and features the brand is known for.

The LX Overtrail follows on from the GX Overtrail released earlier this year, and we’re big fans of both. In the past, Lexus 4x4s haven’t always been as confident off sealed roads.

It was a similar story for the RAM 1500s sold here in Australia, where big wheels and low-profile tyres hampered their off-road ability. But the new RAM Rebel changes all that, with Bilstein suspension and 18-inch all-terrains making it capable straight out of the showroom. And that Hurricane engine – it’s so sweet!

While most readers will be modifying their 4x4s to make them more capable and dependable, these factory-improved models give owners who prefer to stick with a stock vehicle the chance to enjoy some of Australia’s great tracks and destinations – from remote adventures in Arnhem Land in the Northern Territory to easy touring on South Australia’s Kangaroo Island, there are trips and destinations no matter your experience or the capability of your 4×4.

There’s really no excuse not to get out and explore the country, discovering the places your 4×4 can take you that simply wouldn’t be possible – or safe – in a two-wheel drive car. With temperatures warming up as we head towards summer and the holiday period, now’s the time to start planning your off-road escapes.

MG has launched its first-ever dual-cab ute in Australia, the MGU9, a model the brand hopes will transform its reputation from small-car specialist to major player in the hard-fought ute market.

Priced from $52,990 drive-away, the MGU9 range tops out at $60,990 drive-away for the flagship Explore Pro. MG is pitching the newcomer as combining SUV-like comfort with rugged utility, aimed squarely at Australia’s most competitive segment. CEO Peter Ciao described it as MG’s “big step up” – a model designed to push the brand into the Top 5 sales charts by 2030.

The MGU9 might look familiar to those who have seen photos of the upcoming LDV Terron 9. Both vehicles share the same platform, but MG has worked to set its ute apart with some meaningful changes. The rear suspension swaps the Terron 9’s leaf springs for a multi-link coil setup, aimed at delivering a smoother, more composed ride when unladen.

MG has also added clever touches like the Turnover End Gate with its integrated step and load stopper, along with the optional Electrically Foldable Rear Cabin Access Panel on the top-spec model. Together, these features give the MGU9 its own identity within SAIC’s growing ute family.

JUMP AHEAD

• Powertrain
• Model grades
• Interior
• Exterior
• First drive impressions
• Warranty and ownership
• Specs

Powertrain

All MGU9 variants are powered by a 2.5-litre turbo-diesel four-cylinder producing a claimed 160kW and 520Nm, mated to a ZF-sourced eight-speed automatic transmission.

The BorgWarner 4×4 system offers 2H, Auto, 4H and 4L modes, with front and rear electronically locking differentials standard across the range. A choice of Normal, Eco and Sport drive modes is joined by multiple off-road settings (Mud, Snow, Sand, Tow) plus a dedicated low-range terrain set (Rock, Deep Snow, Deep Mud, Wade and Rock Crawl). Low range runs a 2.64:1 ratio, resulting in an overall low-range reduction in first gear of 54.12:1, and giving the ute decent crawling ability.

Suspension is double wishbone front and multi-link independent rear – unusual in this class – and benchmarked on Australian roads, although MG admits it wasn’t specifically tuned for local conditions. Payload capacity is a modest 770kg to 870kg depending on model grade, which is down significantly on the live-axle leaf-sprung Terron 9’s 1005kg-1100kg. Having said that, maximum braked towing capacity is the class standard 3500kg, while ground clearance is 220mm and wading depth 550mm.

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Model grades

The MGU9 will be available in three grades:

• Explore (from $52,990 drive-away): 18-inch alloys, LED headlights, 12.3-inch infotainment and digital instrument cluster, cloth trim, artificial leather seats, basic safety and off-road modes.
• Explore X (from $55,990 drive-away): 19-inch alloys, additional safety systems, Amazon Music/iSmart connectivity, 360-degree camera, leather upholstery, heated front seats, electric passenger seat, roof rails, tub slide rail and extra lighting.
• Explore Pro (from $60,990 drive-away): 20-inch alloys, JBL audio, suede headliner, panoramic sunroof, leather seats with massage/ventilation, 64-colour ambient lighting, Smart Hatch (electrically foldable mid-gate), optional Electrically Foldable Rear Cabin Access Panel, and the standout Turnover End Gate with built-in step and cupholders.

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Interior

Overall comfort is excellent. There is power adjustment up front and heated, cooled and massaging driver’s seat in the Pro.

The cabin is wide and spacious, with no transmission tunnel hump in the rear – rare in this class. Outer rear-seat passengers get plenty of rake and decent leg room, as well as seat heating in the top-spec model. The rear window is notably large, aiding rear-seat ambience, although the centre rear passenger sits a little upright.

Twin 12.3-inch displays dominate the dash, with most drive controls accessed via the screen, which can be a little fiddly and would take some time to become accustomed to. While the HVAC uses proper buttons, the symbols are hard to read. Storage is plentiful – big cupholders, wide door bins, a deep console box (complete with seatbelt cutter and glass breaker), and even an aircraft-style gear selector. There are physical buttons to select the drive mode, engage low range and lock the diffs, but you still need to look at the screen to check the vehicle settings. A camera rear-view mirror ensures vision even with passengers or cargo in the way.

The top-spec model’s MultiFold flat-folding system combined with the optional Smart Hatch mid-gate provides great versatility, either for carrying long loads or for accessing the tub from inside the cabin.

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Exterior

Styling is best described as bold, with a massive chrome grille, wide flanks and a high bonnet line. 

A 360-degree camera system aids visibility for off-road manoeuvres. Side steps are standard but sit low, and approach angle is limited by a chin spoiler and light splash guard, all of which we grounded a few times on test. The Pro’s Turnover End Gate is a standout feature, functioning as a load stopper, a rear step, or even a bench seat with cupholders. The Smart Hatch electrically folding rear panel is another innovation, expanding load flexibility beyond what most utes offer.

All of the utes we drove at the launch were top-spec and all featured spray-in bed liners, adjustable cargo tie-down points and cargo hooks, although the front hooks are too high to be of much use.

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First drive impressions

Our first taste of the MGU9 came on a short off-road course, with speeds rarely exceeding 30km/h. Even so, a few key takeaways emerged:

• Ride comfort was impressive, the multi-link rear soaking up bumps surprisingly well for an unladen ute.
• The engine felt incredibly refined and quiet for a diesel four, with barely audible clatter at idle. We’ll reserve judgment on the rest of the NVH package until we’ve had the chance to sample the MGU9 on the road.
• Steering felt light but accurate, with a surprisingly tight turning circle for such a large vehicle.
• The ZF auto shifted smoothly at low speeds, though again we’ll reserve judgment on highway behaviour until a longer test.
• Towing performance seemed confident hauling a 2600kg caravan at low speed, the wide mirrors giving excellent rear vision.
• Downsides? Approach and departure angles aren’t great, the sidesteps hang low, and the splash guard is vulnerable. Larger tyres could help, but front suspension design limits upsize potential.

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Warranty and ownership

The MGU9 is backed by MG’s seven-year warranty and will be supported by a network of more than 100 dealers across Australia. Service intervals are 12 months/15,000km, and capped-price servicing will apply.

MG says the MGU9 marks a new era and is part of its push to become a Top 5 brand in Australia by 2030. With competitive pricing, innovative features and the promise of SUV-like ride comfort, there’s no doubt the MGU9 will appeal to a section of the market looking for a refined and versatile dual-cab ute.

Just rolled a shiny new 4×4 off the showroom floor and keen to hit the tracks?

Hate to break it to you, but spend enough time off-road or in the scrub and you’re bound to scrape something – and that new-car shine won’t last long. Here are a few products that’ll help keep your 4×4 looking sharp – and moving – when the going gets rough.

One of the first upgrades most 4×4 owners make – whether the rig’s brand new or an old favourite – is fitting a bullbar or replacement front bumper. For some, it’s all about the look. For others, it’s a necessity, with the bullbar ready to do the job it was designed for: protecting the front end when things go sideways.

What does a bullbar actually do? A bullbar is designed to protect vital mechanical components in the event of an animal strike or frontal impact. Its primary role is to shield the cooling system and front-end hardware, helping ensure the vehicle remains drivable so you can safely reach your destination. A secondary benefit is the protection it offers to body panels and headlights, keeping damage to a minimum and your lights operational.

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To do the job properly, a bullbar needs hoops or structural elements that rise above the main crossbar to at least bonnet height, protecting the area directly behind the grille – where the radiator and other critical components live. Hoopless bars or anything that doesn’t offer this level of protection aren’t true bullbars and shouldn’t be labelled as such.

That’s not to say hoopless bars or metal bumper replacements don’t have their place. They offer more protection than the standard plastic bumper, usually provide better clearance for off-road driving, and give you a solid platform to mount a winch, driving lights or antennas. But let’s be clear – they are not bullbars.

Bullbars are just one piece of the puzzle when it comes to protecting your 4×4 off-road. While they’re primarily there to safeguard vital mechanical components, a complete protection setup should also include steel side steps or rock sliders, underbody protection plates, rear bumpers and side rails. These additions help defend against the inevitable knocks from rocks, ruts, trees and scrub out on the tracks – essential insurance for any rig that sees regular off-road use.

JUMP AHEAD

• Bullbars: Front protection
• Brush bars: Guard the sides
• Rock sliders and steps
• Underbody plates
• Rear bumpers
• Paint protection

Bullbars: Front protection

Bullbars are traditionally made from steel, but they’re also available in aluminium or even plastic composite materials.

Steel is the strongest option, but it’s also the heaviest – and that extra weight sits forward of the front wheels, putting added strain on the front suspension, especially if you’re also running a winch.

Aluminium bars are much lighter than steel, but being a softer material, they’re more prone to bending or damage in a serious impact. They’ll still do the job of protecting critical components, but the bar itself is more likely to suffer irreparable damage. Aluminium bullbars also tend to be more expensive than their steel counterparts.

Plastic or composite bullbars are softer and lighter again, but often have the advantage of flexing on impact and, in some cases, bend back into their original shape after an animal strike. Their flexibility also makes them more pedestrian-friendly, helping to reduce injury in the event of a collision with a person.

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Because of their lighter weight and improved pedestrian safety, many fleet operators opt for composite bars. Despite their flexibility, they can still accommodate essential accessories like winches and driving lights.

Pedestrian safety is an increasingly important factor in the design of modern frontal protection. The complex safety systems built into today’s vehicles – from crumple zones to radar sensors – present ongoing challenges for bullbar manufacturers, who must balance compliance with urban safety standards while still delivering the rugged protection needed by drivers in the bush.

Just as new vehicles must meet strict safety standards, so too must the accessories fitted to them. Anything mounted to the front of the vehicle – including bullbars – must not interfere with the operation of factory safety systems like airbags, radar, or autonomous emergency braking.

Forward-facing cameras, radar units, sensors and even active bonnets – designed to reduce pedestrian injury – all need to function exactly as they did from factory. As these safety systems evolve, they present ongoing challenges for bullbar manufacturers. However, products from reputable suppliers are engineered to meet ADR requirements and won’t interfere with these systems. It’s always worth confirming compatibility with your supplier before making a purchase.

Brush bars: Guard the sides

Side bars – often called brush bars – connect to the upper hoops of the bullbar and run back to the chassis, usually tying in at the side steps or directly to the vehicle’s frame. Their main role is to brace the bullbar against impact and prevent it from being pushed rearward during a collision.

Brush bars also help protect the front guards and flares from damage when pushing through trees, thick scrub or tackling rocky terrain at extreme angles. They’re typically made from tubular steel for strength and durability.

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Rock sliders and steps

The factory side steps fitted to most new 4x4s are exactly that – steps.

Usually made from plastic or light alloy and mounted to the body, they’re not built for punishment. Consider them consumables, as they’ll likely bend or snap off after the first decent scrape on a rock or erosion mound. They offer little to no real protection for your vehicle’s sills or lower panels.

For real protection, you need steel or heavy-gauge alloy rails mounted to the chassis – not the body. Proper rock sliders are built tough enough to absorb impacts and scrape over rocks or obstacles without transferring damage to the vehicle’s body.

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If your rock sliders also need to function as side steps, look for a design that’s wide enough to comfortably fit a boot and features a grippy top surface to prevent slipping. It’s also important to check that they’re compatible with side rails, especially if you plan to connect them to a bullbar.

Heavy-duty rock sliders are another accessory coming under scrutiny from evolving safety regulations, as their fitment can affect the operation of side airbags and other integrated safety systems. It’s essential to ensure any sliders you choose are designed to work with your vehicle’s factory safety features.

Underbody plates

Before moving past the front half of the vehicle, it’s worth taking a look underneath.

Most modern 4x4s come with a basic tray or shield that extends from below the radiator to somewhere near the sump. These are often made from plastic or composite materials, though some manufacturers use thin pressed metal. While they help guide airflow and keep water out of the engine bay, even the metal versions offer little real protection from rocks, ruts or track impacts. Once again, the solution is to replace these factory covers with heavy-duty steel or aluminium plates.

Scraping the engine sump or transmission pan over a rock can cause serious damage – and in the worst-case scenario, punch a hole that leaves your vehicle stranded. Protecting these vital components is essential, and that’s where properly fitted metal underbody plates come in.

As with bullbars and sliders, aluminium is lighter than steel but usually more expensive. To match the strength of a steel plate, you’ll need a thicker aluminium one – but even then, it’ll typically weigh less than a thinner stamped steel equivalent. Steel plates are more likely to bend under heavy impact but can often be hammered back into shape. Thicker aluminium plates may resist bending, but they’re more prone to cracking or splitting if struck hard. Stainless steel is also growing in popularity for underbody protection, offering corrosion resistance and solid durability.

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In addition to protecting the engine and transmission pans, it’s important to safeguard any other vulnerable components under the vehicle. Low-hanging lines or wiring should be routed high and out of harm’s way. Some manufacturers now offer specific metal guards for items like shock absorbers, ABS sensors and other exposed parts underneath – all of which can be damaged on rough terrain.

The differential can also benefit from added protection – whether it’s a guard over the pinion yoke or a reinforced cover at the rear. 

It’s also worth noting that any increase in ground clearance – whether from taller suspension or upsized tyres – will lift your rig higher off the ground and help reduce the chances of scraping on rocks or bottoming out on rough tracks.

Rear bumpers

While it’s pretty rare – though not impossible – to cop an animal strike on the rear of your 4×4, the back end still needs protection.

The most vulnerable area is the rear corners, which can easily get hung up or scraped on rocks, ledges or steep exits. On many newer – and even some older – 4x4s, these corners sit low and are made from plastic, making them prone to cracking or tearing off. GU Patrol wagons, for example, have long been known for busting up their rear corners on the tracks.

A well-designed steel rear bumper will taper up at the corners to improve clearance and keep them out of harm’s way. The best setups also incorporate rated recovery points, a tow hitch and optional spare wheel carriers. Quality designs wrap around the rear corners of the body, protecting the lower edges of the rear quarter panels from scrapes and impacts. Even a well-made tow bar can offer some protection under the back end without the need for a full replacement bumper.

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Paint protection

It’s inevitable – spend enough time driving your 4×4 through the bush and sooner or later you’ll scrape it against a branch or stick and mark that shiny new paintwork.

Some folks wear bush pinstripes as a badge of honour, while others nearly shed a tear at the first sign of damage. If you fall into the latter camp, don’t worry – there are plenty of ways to protect your vehicle’s paintwork.

Paint Protection Film (PPF) is one of the most popular and effective options. It’s typically a clear wrap that can cover the entire vehicle or just high-risk areas like the front end and along the sides. Some PPF products are even marketed as “self-healing” – meaning light scratches can disappear with the application of a little heat, restoring the film’s protective finish.

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For heavier-duty protection, there are physical shields that attach to the bodywork using magnets or adhesive, offering full coverage over vulnerable panels. Another popular option is ceramic paint coating – a liquid-applied layer that bonds to the paint to help protect against dirt, UV damage and minor contaminants while preserving that glossy finish.

Or you can just embrace it – your 4×4 takes you to incredible places, and a few scratches and dents are part of the story. After all, it’s only the first one that really hurts… after that, you stop worrying and get on with the adventure.