4X4 Australia

Last year we bought a BYD Shark ute to see how well the Chinese-made plug-in hybrid would perform in the real world.

To put it to the test, we planned a trip across the Simpson Desert – an iconic 4×4 adventure that sits on the bucket list of many Australian four-wheel drivers, if they haven’t done it already. To get it ready for the trip, we kitted it out with off-road hardware from some of our most trusted aftermarket suppliers before pointing it west.

Our BYD is now heading over the block at Slattery Auctions, but before it goes to a new owner, we’ll take a look at what was involved in the build and how it all performed.

Toughening it up with Ironman 4×4

First stop for the Shark was the team at Ironman 4×4 headquarters in Dandenong South. Ironman partnered with BYD long before the Shark was launched to develop a range of accessories to improve the capability of the ute in the Aussie bush, so the team had exactly what we needed. 

For improved frontal protection, the crew fitted an Ironman Raid replacement front bumper, featuring a top hoop with an integrated light bar, cube side lights, a powder-coated finish, underbody protection and a pair of front 2.5-tonne-rated recovery points – which proved essential once the Shark hit the desert dunes. The Raid bar is winch-compatible and constructed from 4mm aluminium to keep weight down, and is ADR-compliant and crash-tested.

For added ground clearance and improved ride and control, an Ironman IM 2.5 ‘Heavy’ suspension kit was installed, comprising Ironman’s latest monotube shocks and matching raised coil springs. This resulted in a 30mm increase in ground clearance and improved driving both on- and off-road. It wasn’t available at the time, but in the months since our install, Ironman 4×4 has released a GVM upgrade suspension kit for the Shark, increasing payload from 790kg to 1140kg.

Rear-end set-up tailored for desert exploration

Rear-end protection came by way of a Hayman Reese X-Bar, with the added benefits of three built-in rated recovery points as well as an integrated tow hitch. 

The Shark was starting to look more suited to the desert travel we had planned. It looked more purposeful again once we bolted on a set of Raceline alloy wheels wearing 285/60R18 Cooper Discoverer AT3 tyres. Not only did the bigger wheels and tyres look the part, but with their LT construction and rugged tread, they were less prone to damage and better suited to off-road desert conditions, where we were running lower tyre pressures for the sandy tracks.

A matching wheel and tyre wouldn’t fit under the back in the standard location, so it was strapped up top on a Rola Titan Tray roof rack, along with extra fuel cans, a set of Maxtrax and an Ironman awning.

Our good friends at MSA hadn’t seen a BYD Shark before we invited them on board, so they flew down to Melbourne with a toolbox and a truckload of MSA gear to see what would fit. It was no trouble for them and, in just a few hours, the Shark had a set of full-length MSA aluminium roller drawers installed, along with a drop slide to carry a dual-zone Evakool fridge.

While the Evakool fridge kept food and drinks at the right temperature, the drop slide made it easy to access over the tailgate. The MSA drawers are silent warriors, holding anything and everything securely inside while still being easy to access when needed.

Keeping everything in the back of the Shark secure and protected from the elements, the team at Ultimate Offroad fitted a Centurion canopy from Utemaster to the top of the BYD tub. The tough but good-looking Centurion canopy protects the contents of the ute while offering easy access via three large opening doors, making it quick and convenient to access gear wherever you take it.

Simpson Desert adventure

With our LandCruiser 79 along for support, the Shark left the security of the suburbs for the Australian outback, reaching the western edge of the Simpson Desert via Mt Dare.

Loaded with extra fuel and supplies, the two vehicles entered the dunes and it soon became obvious that the BYD would struggle when cresting the softer sand dunes. Using Icom UHF radios between the two vehicles and a Maxtrax recovery kit, the Cruiser helped it over when needed. 

The real challenge came when it was time to cross Eyre Creek, which was flowing after recent rain in the desert. With the Cruiser and a recovery strap on standby, the BYD made the crossing.

With thanks

MORE Shark news and reviews!

First things first, if you want a ute, maybe go read Matty’s review of the new HiLux.

These aren’t that. These are toys. Yes, they can do ute things – carry some gear, tow a small trailer, head away for a weekend – but for me, a proper ute needs to haul close to a tonne, tow 3500kg and do it without fuss. Forget that here.

What we have instead are two of the most exciting, slightly ridiculous things masquerading as utes on sale today. The Ranger Raptor and Gladiator Rubicon lean hard into the fun side of the equation – speed, articulation, noise, presence – and only loosely into the traditional brief. And that’s kind of the point.

Because if you squint hard enough, you can justify both of these as utes. They’ve got tubs, they’ve got usable interiors, and they’ll get a job done if you ask them to. But really, you’re not buying either of these because you need a ute. You want something fun in your life.

You’re buying them because you want one – and strewth, do I want one!

Why are we doing this?

Most utes these days are sensible. Capable, yes – but sensible. Same goes for a lot of four-wheel drive wagons. They do the job, they tick the boxes, and they’re about as exciting as a council-issued wheelbarrow. These two aren’t that.

We’re doing this because they sit right at the other end of the spectrum – the pointy end of what a ute can be when fun becomes the priority. They’re the kind of vehicles you don’t need, but can absolutely justify if you try hard enough. You might tow a jet ski, move some gear, throw the dogs in the back and head to the beach. But really, you’re buying one of these because you want something that makes all of that feel like an event, not a chore.

Jeep’s story is built on capability. From the original military Willys through to the Wrangler, it’s always been about getting further off-road than anything else. The Gladiator is a relatively recent addition – essentially a Wrangler with a tub – but in Rubicon form it carries all the hardcore hardware that made Jeep famous.

The Ranger started life as a global workhorse, but the Raptor flipped that script. First launched in 2018, it took a humble ute and turned it into a high-speed off-road performance machine, developed with Ford Performance, now Ford Racing.

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Jeep Gladiator Rubicon

In Jeep’s world, everything revolves around the Wrangler – short wheelbase for agility, long wheelbase for touring – and the Gladiator slots in as the dual-cab version of that formula.

In Australia, we only get it in Rubicon spec, which means you’re getting the full suite: the Rock-Trac transfer case with its ultra-low gearing, locking diffs front and rear, and the ability to pull the roof and doors off entirely. That’s what defines it. This isn’t a polished, everyday ute – it’s quirky, mechanical, and a bit rough around the edges.

Inside, it leans into that brief. The cabin is tight, upright and unapologetically Jeep, with splashes of colour and contrast that break up the usual sea of grey. The materials feel tough, almost hose-out ready, like it’s been designed with dust, mud and bad decisions in mind. Tech is there – a modest screen with Apple CarPlay – but it’s not the focus. Comfort isn’t either.

What you get instead is character. It feels a bit agricultural, a bit old-school, and a long way from the polished norm – but that’s exactly why it stands out.

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The Rubicon’s party tricks

This is where the Rubicon earns its badge.

Underneath, it’s built properly – Dana axles front and rear, locking differentials at both ends, and the Rock-Trac transfer case delivering a proper 77:1 crawl ratio. That’s not a headline number, that’s a design decision. Everything here is geared towards slow, controlled, technical off-road driving.

But the standout is the electronic front swaybar disconnect. Press the button and the front swaybar decouples, removing the tension that normally limits axle movement and allowing the front end to articulate far more freely over uneven terrain. More flex means more tyre contact, more traction, and less reliance on momentum.

And then you notice something else. At the rear, the swaybar setup looks… approachable. Four bolts and a ratchet and you’re in. It’s not advertised, it’s not encouraged, but it’s there – a quiet nod to the kind of owner who wants to take things a step further.

That’s what makes the Rubicon interesting. It’s not just capable out of the box, it’s built in a way that invites you to get involved. To tweak it, understand it, and push it further. There aren’t many vehicles left that feel like that, and we should celebrate and appreciate it.

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Gladiator’s old-school heart

Under the bonnet sits Jeep’s 3.6-litre Pentastar V6, putting out 209kW and 347Nm, paired to a ZF-sourced eight-speed automatic.

Peak power comes high in the rev range, and you feel that – it’s not a torque monster, but it’s willing, and it sounds good doing it. There’s a raspy, slightly throaty note to it that suits the character of the vehicle. At around 2242kg kerb, it’s not light, but there’s enough power here to make it feel lively on a dirt road. It’ll build speed and carry it well, even if it doesn’t punch like a turbo-diesel.

On a fast dirt road, it’s fun – but not sharp. The steering is slower, the turning circle is 13.6m, and the solid front axle never quite delivers the same confidence as an IFS ute. But that’s not what this is about.

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Gladiator hits and misses

In low range, this thing feels like a cheat code.

We drove it with lockers engaged, swaybar disconnected, and in its most aggressive off-road mode, and the result is ridiculous. The combination of solid axles, 77:1 crawl ratio and BFG KM3s delivers outright mechanical grip that very few vehicles can match. It just finds traction where others spin – the front axle in particular is a flex monster.

The driving position helps too. Upright seating, near-vertical windscreen, and great sightlines make it easy to place on a track. Take the doors off and it’s even better – you can just lean out and read the terrain.

But there are trade-offs. The 3488mm wheelbase is the big one. On paper, 249mm of clearance doesn’t look bad, and the 40.7° approach angle is genuinely excellent – helped by those forward-mounted front wheels – but the 18.4° rampover angle is the limiter, and you feel it constantly. We bellied out repeatedly – cresting climbs, dropping into wombat holes – just running out of clearance where shorter vehicles wouldn’t. The 25.1° departure angle is decent, but it’s the middle of the vehicle that lets you down. The saving grace is durability. There’s solid underbody protection, and the sidesteps are genuinely robust.

So here’s the reality. Out of the box, this is one of the most capable off-roaders you can buy for grip and articulation – but also one of the easiest to catch out on clearance.

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Ford Ranger Raptor

If the Super Duty is peak Ranger for work, the Raptor is peak Ranger for everything else.

It sits at the very top of the range, but it’s not trying to out-carry or out-tow anything – it’s built to go fast, go hard and make you laugh while doing it. This is the Ranger you buy when the job is optional but the drive isn’t. Inside, it’s as good as anything in the segment. The Next-Gen Ranger cabin brings a big vertical screen, crisp graphics, wireless Apple CarPlay and seats that are properly comfortable, properly supportive and just a little bit shouty with the Raptor embossing. It feels modern, sorted and easy to live with.

And that’s the thing. For something this ridiculous, it’s also completely usable. The driving position is spot on, visibility is good and it behaves like a normal Ranger when you want it to. Until you don’t. Because this is the one that encourages bad decisions. The one that turns a dirt road into a racetrack and a quick trip into something you start making excuses for.

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The Raptor is built to be abused

This is where the Raptor separates itself from every other ute on the market.

Underneath, it’s nothing like a traditional load-carrying setup. Instead of leaf springs, you get a coil-sprung rear with a Watts link, which keeps the axle centred under the chassis and far more controlled at speed. The result is stability – especially when things get rough – that a conventional ute just can’t match.

Then there are the shocks. FOX 2.5-inch Live Valve internal bypass dampers, constantly adjusting in real time depending on what the vehicle is doing. Hit a corrugation, a jump, a washout – the system reacts instantly, firming or softening to keep the BFG KO2 tyres in contact with the ground. It’s not just clever, it’s transformative.

Add in a properly calibrated drivetrain with multiple drive modes – including Baja mode – and you start to understand the brief. This isn’t built to carry weight. It’s built to carry speed. And it’s tough. There’s serious underbody protection, designed to take hits you’d avoid in anything else. You can drive this thing hard and it feels like it wants you to. That’s been proven too. In production class, the Raptor has made a name for itself at events like the Finke Desert Race, where speed, durability and outright punishment define success.

Put simply, this isn’t a ute that tolerates abuse. It’s one that’s built for it.

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Nothing comes close to the Raptor at speed

Under the bonnet, the 3.0-litre twin-turbo EcoBoost V6 delivers 292kW and 583Nm, paired to a 10-speed automatic and dual-range transfer case. Peak torque comes in low and holds strong, giving it that effortless surge out of corners and across loose surfaces.

But there are rules here. Baja mode is for off-road use only, so what we ran instead was a mix that actually worked better in the real world – Sport drive mode, suspension in its most aggressive setting, steering in comfort and exhaust dialled back.

And then we drove it properly. On open gravel roads, this thing just comes alive. It doesn’t just tolerate speed – it asks for it. Triple digits come up effortlessly, and once you’re there, the Raptor feels planted, composed and almost egging you on to keep pushing.

The suspension is the standout. Those FOX 2.5 Live Valve shocks just absorb everything – corrugations, washouts, mid-corner bumps – the sort of hits that would unsettle or slow down anything else. Here, you barely lift. The drivetrain plays its part too. In Sport, it holds gears longer and downshifts aggressively under braking, and with paddles behind the wheel you can take full control if you want to.

But the real story is how it makes you feel. This isn’t just quick for a ute – it’s in a different league. If you want something faster on a gravel road, you’re not shopping in the ute aisle anymore.

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How does the Ranger stack up in low range?

Low-range work is where things get interesting, because this isn’t what the Raptor is built for – and yet it still delivers.

Running it back-to-back with the Ranger Super Duty, the differences are clear on paper. The Super Duty brings a more traditional setup – leaf springs, load-focused chassis tuning and General Grabber AT3s – while the Raptor leans into performance with its coil rear and Watts link.

Out on track, though, the Raptor surprised. In mud and ruts mode, with the rear diff automatically engaged and the front locked manually, it just went. The BFG KO2s offered more grip than expected – in fact, more than the Super Duty in the same conditions – with less wheelspin and more control. Yes, you still get that typical IFS moment where a front wheel lifts, but it’s not excessive, and with both diffs locked, it simply pushes through.

Articulation from the rear is excellent too, the coil setup working far better than you’d expect from something tuned for speed. It’s not Rubicon-level – nothing is – but taken on its own, this is one of the most capable off-road utes you can buy. And even against the Super Duty, it feels more resolved, more confident and ultimately more effective.

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Verdict

On paper, these two overlap. In reality, they go about the job in completely different ways.

Both of these come out of the box seriously capable – but neither is perfect, and both benefit from a few key changes. Start with tyres. The factory rubber on both was excellent in testing, but stepping up to a larger-diameter tyre is almost a given. You get a visual lift and, more importantly, extra clearance – something the Gladiator in particular desperately needs.

Then there’s payload. This is the big limiter. The Raptor runs a 3130kg GVM and ~651kg payload, while the Gladiator sits at 2935kg GVM and ~693kg payload. Both are tight, especially once you start adding passengers, gear or towball weight.

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Here’s where the paths split:

The difference is simple: the Raptor is incredible as-is, but hard to improve. The Gladiator starts with flaws, but gives you the tools to fix them.

Calling a winner

The Gladiator Rubicon deserves serious credit. Off-road, it’s a weapon. The grip, the articulation, the uniqueness – and the fact you can fix its flaws so easily – makes it hugely appealing. But for me, this comes down to one thing: How a vehicle makes you feel.

The Ranger Raptor is on my dream three-car garage list. Lightly loaded, on a dirt road, there is nothing more fun. It’s not perfect – the payload is tight, the fuel use is real – but none of that matters when you’re behind the wheel. If you can justify buying one, do it. Because nothing else like it exists.

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Specs

SpecFord Ranger RaptorJeep Gladiator Rubicon
Price$90,440 + ORC$84,990 + ORC
Engine3.0L twin-turbo V6 petrol3.6L V6 petrol
Capacity2956cc3604cc
Max power292kW @ 5650rpm209kW @ 6400rpm
Max torque583Nm @ 3500rpm347Nm @ 4100rpm
Transmission10-speed automatic8-speed automatic
4×4 SystemOn-demand 4×4 with 2H/4A/4H/4L and dual-rangePart-time 4×4, dual-range Rock-Trac, front & rear lockers
Crawl ratio48:177:1
Construction4-door ute with tub on separate chassis4-door ute with tub on separate chassis
Front suspensionIFS, coil springs, FOX Live Valve dampersLive axle with coil springs
Rear suspensionLive-axle, coil springs, Watts link, FOX Live Valve dampersLive axle with coil springs
Tyres285/70R17 BFGoodrich KO2 (A/T)255/75R17 BFGoodrich KM3 (M/T)
Kerb Weight2479kg2242kg
GVM3130kg2935kg
Payload651kg693kg
Towing2500kg2495kg
GCM5370kg5656kg
Seating55
Fuel Tank82L83L
ADR Fuel Consumption11.5L/100km12.4L/100km
Off-road specFord Ranger RaptorJeep Gladiator Rubicon
Departure angle2725.1
Rampover angle2418.4
Approach angle3240.7
Wading850mm760mm
Ground clearance272mm249mm
MORE Ranger news and reviews!
MORE Gladiator news and reviews!

As four-wheel drivers, we tend to love buying gear for our vehicles. Anything new and shiny that will fit your 4×4 goes straight on the shopping list and onto your rig as soon as possible.

Vehicle recovery gear is no exception – in fact, it’s a favourite collectible for many gear addicts. Winches, ropes, snatch blocks and recovery boards are all in constant development, and each time a new version is released, it becomes a must-have item. Sometimes, though, it’s not the shiny new gear you need, but the simple tools you use most – and the most effective at getting your vehicle unstuck. The best example is the humble shovel or spade.

If there was ever a must-have piece of kit for 4×4 recovery, it’s a long-handled shovel. Stuck in sand or mud? Your shovel is your best friend, and as a bonus it’s always handy around camp for digging a dunny, a firepit or drainage gutters. It’s an invaluable piece of gear for any four-wheel driver.

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MAXTRAX knows a thing or two about 4×4 recovery equipment. The Australian company revolutionised the segment when it introduced its bright orange recovery boards, and has since released them in different specifications, sizes and a rainbow of colours around the world.

One of the clever attributes of the MAXTRAX recovery board design is that the ends can be used as makeshift shovels in some conditions. This works okay in soft sand, but not so well in harder ground, and the size of the boards often prevents them from getting under a vehicle.

MAXTRAX is a company that is always innovating, and its latest release is a clever take on the humble shovel. The MAXTRAX All Terrain Recovery Shovel is a multi-piece spade that gives you the option of long or short handles, and a T-bar or round-end grip, simply by screwing in the desired components.

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The shovel head is coated steel and shaped to dig into hard ground. Consideration has also been given to the size of the head so it isn’t so large that it can’t be worked under a bogged vehicle. This is where the longer handle comes into its own.

What’s really clever is the way the recovery shovel and spare handle slot into your MAXTRAX boards, wherever you mount them – be it on a roof rack or a spare wheel carrier. The shovel fits neatly into the boards, where it’s secure yet easy to access when needed. In addition to the recovery shovel and its range of recovery boards, MAXTRAX also offers a selection of recovery ropes, complete recovery kits and first-aid kits, making it a one-stop shop for 4×4 recovery gear.

The shovel comes with brackets, straps and a cable lock to secure it to your MAXTRAX boards.

RRP: $349 | 🔧 View product details

MORE Best new 4×4 accessories and upgrades in Australia

Is your 4×4 set up for the tracks you really want to tackle?

Whether you’re chasing tougher touring gear, better clearance, or just smarter storage, the right upgrades can make all the difference. We’ve rounded up the latest aftermarket gear hitting the Aussie market this month. If you’re planning your next trip or just looking to get more out of your rig, these are the products worth checking out! 👇

JUMP AHEAD

MSA 4×4 Complete Storage Drawer System: BYD Shark

Purpose-built for the Shark, this double storage drawer system offers 100-per-cent drawer access, secure locking, internal lighting, wing kit access, ADR certification, and MSA 4×4’s lifetime guarantee. It gives you a proper place for tools, recovery gear, camp gear, and all the small stuff that usually rolls around the tub.

That said, not every Shark needs twin drawers. If your priority is cold food, easy access, and flexibility, a single drawer paired with the MSA 4×4 SL50 Straight Slide and FBSL50N Straight Slide Fridge Barrier is a seriously practical option. The drawer keeps essential gear secure and organised, while the SL50 provides smooth fridge access with lock-in/lock-out safety, a powder-coated steel frame, tie-down straps, and a lifetime guarantee. It’s designed for low-height setups where a Drop Slide isn’t needed.

Add the FBSL50N Fridge Barrier and it gets even better. Designed to fit around the SL50 with minimal footprint, it helps protect your fridge from loose gear while maintaining access and ventilation. It also adds handy side pockets for quick-grab items. 🔧 View product details

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Tuff Terrain self-retracting compact air hose reel

This Aussie-designed compact air hose reel packs a 7m hose into a tight 150mm drum, freeing up valuable tray and canopy space while still reaching around the vehicle. The auto-retract system pulls the hose back in without manual winding, while a locking feature holds it at the required length and keeps it stable in transit.

Built with an aircraft-grade aluminium body, the reel is designed to handle heat and knocks from compressor use. The EPDM rubber hose, with a braided nylon outer, resists abrasion in real-world conditions, and compatibility with ARB- and Nitto-style fittings makes it easy to integrate with common setups. Supplied with flat and 90-degree mounting brackets, a 50cm connector hose and multiple fittings, it’s designed for flexible fitment across canopies, trailers and workshops. 🔧 View product details

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Superior Billet Series Adjustable Upper Control Arms for LandCruiser 300

The Superior Billet Series Adjustable Upper Control Arms for the Toyota LandCruiser 300 and Prado 250 are designed to restore proper camber and caster on lifted vehicles, helping maintain precise steering, even tyre wear and correct suspension geometry.

Machined from 6061-T6 billet aluminium, they’re strong yet lightweight, with a hard-anodised finish for long-term corrosion protection. Fully adjustable, these arms allow you to fine-tune handling for on-road comfort or off-road articulation. As direct replacements for the factory upper control arms, they are designed to correct floaty or wandering front-end behaviour, improve tyre contact and help prevent premature wear, ensuring your LC300 or Prado performs at its best. 🔧 View product details

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MORE Terrain Tamer Suspension Seats tested on a Simpson Desert crossing

Thinkware U3000 Pro dash camera

The Thinkware U3000 Pro dash camera uses Sony STARVIS 2 sensors to record 4K UHD front and 2K QHD rear footage, day or night. Dual HDR and Super Night Vision help deliver clear detail in a range of lighting conditions, while Advanced Radar Parking Surveillance monitors your vehicle when parked. Built-in GPS, 5GHz Wi-Fi and Bluetooth allow connection to the Thinkware app, and an optional LTE module enables remote access to live footage and alerts. 🔧 View product details

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Aerpro AMDTO2 multimedia receiver

The Aerpro AMDTO2 is a 10-inch multimedia receiver designed for the Toyota HiLux (2015–2020), featuring a 10-inch touchscreen with 1024×600 resolution. It supports both wireless and wired Apple CarPlay and Android Auto, along with Bluetooth 5.0 for calls and streaming, dual rear USB inputs and built-in DAB+ digital radio.

Audio performance is handled by a claimed 50W x 4 output, supported by a 13-band EQ and time alignment, plus 4V/6CH RCA pre-outs for system expansion. Supplied as a complete kit, it retains key vehicle features including steering wheel controls, USB, AUX and the factory reversing camera, and also includes a universal 720p rear camera. 🔧 View product details

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Custom Lithium Isuzu MU-X dual battery (2022+)

This Australian-made underfloor auxiliary battery system is designed to fit beneath the rear cargo area of the Isuzu MU-X. Built in Brisbane and individually bench-tested, it uses premium A-grade LiFePO4 cells housed in a lightweight aluminium enclosure. A high-current BMS and active balancer manage cell protection, helping prevent overheating and over-discharge while maintaining performance in demanding conditions.

With a claimed constant discharge of 180A (750A peak) and charge rates of 50A constant (100A max), plus a 10.5V cut-off, it’s designed to deliver reliable off-grid power. The system is backed by a seven-year warranty, lifetime customer support and a network of more than 30 installers nationwide, with flexible options to build out a complete charging and monitoring setup. 🔧 View product details

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Terrain Tamer fortified drive belts

When your 4×4 is tackling tough terrain or covering long distances, a failing or stretched drive belt can lead to overheating, power loss or even a breakdown. Terrain Tamer’s Fortified 4WD Drive Belts are engineered to address this, delivering a claimed 34-per-cent longer life than OE equivalents.

These serpentine-style belts feature a patented construction, including a unique elastomer blend, strengthened tensile cords in the core, and an adhesion gum layer to boost durability. This design is said to reduce stretch, stabilise belt length and lower load on other drive components.

With a claimed 40-per-cent improvement in load and wear protection, Fortified Drive Belts are designed to resist heat, oil and long-term wear, maintaining efficient power transfer to critical auxiliaries such as compressors, alternators, power steering, fans and air-conditioning systems. 🔧 View product details

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Zeus 4×4 Ridgecap aluminium canopy

The Ridgecap by Zeus 4×4 is a premium aluminium canopy designed for touring and work use. Built and tested in Australia by a 100-per-cent locally owned company, it’s engineered for harsh conditions. Its fully welded, high-grade aluminium construction is lightweight, strong and corrosion-resistant, with internal bracing and tub-strengthening integration to minimise flex over rough terrain.

A 200kg dynamic roof load rating supports rooftop tents, awnings, solar panels and recovery gear, while large lift-up side doors provide quick, ergonomic access. Automotive-grade seals help protect contents from dust and water, and the modular interior can be configured with shelves, drawers, platform systems, fridge slides and power panels to suit touring or trades use. 🔧 View product details

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GME XRS-375C

The GME XRS-375C is a next-generation two-way radio designed for clear communication in rugged conditions. It features a 3W high-power speaker and an IP67-rated microphone, delivering reliable audio in noisy or wet environments. A high-contrast colour TFT LCD screen ensures easy readability in all lighting conditions.

Integrated GPS enables location tracking, while Bluetooth connectivity supports wireless headsets and external devices. Noise reduction technology improves call clarity in high-noise settings, and multiple user-customisable buttons allow quick access to frequently used functions. 🔧 View product details

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EcoFlow DELTA 3 Max Plus portable power station

The EcoFlow DELTA 3 Max Plus delivers 3000W AC output (6000W surge; 3900W with X-Boost) and features a high-current Anderson DC output for direct connection to 4x4s, caravans and auxiliary batteries. It’s capable of powering high-demand appliances and tools, and can be expanded up to 10kWh with Smart Extra Batteries.

Charging options include AC, solar, alternator, generator or hybrid combinations, giving it plenty of flexibility for touring setups. Built with LFP batteries and a cell-to-chassis design, it offers durability, thermal stability and quiet operation, along with UPS backup capability, drop and humidity resistance, cloud-based monitoring, AI Mode and a self-powered energy storage function. 🔧 View product details

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CTEK RB 3000 and RB 4000 portable jump starters

The CTEK RB Series provides portable, high-performance jump-start capability for 12V vehicle batteries. The RB 3000 delivers 3000A peak current, supporting up to 30 starts per charge, while the RB 4000 ups the ante with 4000A peak current and up to 45 starts per charge, making it better suited to larger vehicles.

Both models also function as high-capacity power banks via USB-A and USB-C ports, allowing you to charge phones, tablets and other devices. Safety features include spark-proof technology and reverse-polarity protection, while a multi-mode LED flashlight with standard, strobe and SOS modes is integrated for emergencies. The units are supplied in a durable protective case, retain charge for up to six months, and come with a two-year warranty. 🔧 View product details

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HEMA Maps: Range of Guide Books

Hema Maps offers a comprehensive range of atlas and guide books designed to help travellers plan and navigate trips across Australia’s diverse landscapes – from well-known touring routes to remote outback tracks.

The range includes regional titles covering destinations such as Cape York, the Top End and Gulf, the Flinders Ranges and the Great Desert Tracks, with each product combining detailed mapping, GPS-verified roads and tracks, points of interest, camping and service information, trip-planning tips, and cultural and background content. Hema’s maps are produced from extensive fieldwork by its Map Patrol team to ensure accuracy and up-to-date information, and are available in formats suited to vehicle use, including spiral-bound atlases, guide books and regional route guides. 🔧 View product details

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MAXTRAX off-road and recovery shovel

Built for off-roading and recoveries, the Maxtrax shovel is a versatile, multi-function tool that integrates with MKII and XTREME boards for secure storage and transport. Its short ergonomic handle provides quick, confident control, while an extendable long handle lets you reach under a vehicle when space is tight. It’s designed to offer the grip and leverage you need when digging in sand, mud and other challenging terrain. The kit includes the shovel, an extension pole, mounting brackets, Velcro straps and a cable lock, providing a complete, ready-to-use solution for off-road and emergency use. 🔧 View product details

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70 Series Store stainless steel door trims

These door trims for the 70 Series replace the factory plastic sill trims with 304 stainless steel panels designed to resist rust, corrosion and wear in harsh conditions. A textured checkerplate finish adds grip and slip resistance for safer entry and exit, especially in wet, muddy or dusty conditions. Designed for the 70, 75, 76, 78 and 79 Series, they’re available in black or silver finishes and include screws and tools for straightforward DIY installation. 🔧 View product details

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Tuff Terrain Bush Recovery kit: PRO

This comprehensive, heavy-duty 4×4 recovery kit is built for serious off-road use and extended touring. Designed to equip experienced drivers for demanding recoveries, it comes packed in a rugged Tuff Terrain heavy-duty recovery gear bag with organised storage for all components. Inside, you’ll find a selection of recovery essentials including multiple 17T soft shackles (braided and regular sheaths), two pairs of recovery gloves, a 20m 5T extension strap, a 9m 9T kinetic rope, a 3m static rope, tree trunk straps, soft-shackle recovery hitch hardware, winch rings, and a winch damper bag. 🔧 View product details

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AFN 4×4 bull bars for 2025 Toyota HiLux 48V

AFN 4×4 offers purpose-built steel bullbars for the 2025 Toyota HiLux 48V, finished in matte black powdercoat and fully ADR-compliant. Both models include rated recovery points, Hi-Lift jack mounts and winch compatibility.

The Full Hooped bullbar features a wrap-around design with a 6mm aluminium bash plate, integrated fog and indicator lights, and heavy-duty frontal protection. The Loopless bullbar offers the same recovery and winch-ready capability, dual antenna tabs, and integrated lighting in a clean, low-profile design. Both options are engineered for off-road durability while maintaining a vehicle-specific fit. 🔧 View product details

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Superior Engineering 3-way adjustable 2.5 monotube remote reservoir Black Series shocks

Designed for serious 4×4 performance, this rear shock offers three-way adjustability with 14 low-speed compression, 22 high-speed compression and 22 rebound settings. You can fine-tune the ride in seconds using the dual knobs on the remote reservoir.

The 2.5-inch monotube body and 60mm Teflon-coated piston deliver precise damping, while the finned alloy remote reservoir with an internal floating piston increases oil capacity, dissipates heat and helps prevent cavitation. A CR3+ chrome-plated 22mm shaft and nitrogen gas charge are designed to deliver durability and consistent performance. Other highlights include rebuildable components, billet pistons, a velocity-sensitive shim stack, flexible braided hoses and high-quality bushes. It’s backed by a three-year, unlimited-kilometre repairable warranty. 🔧 View product details

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Custom Lithium 400Ah Caravan and RV lithium battery

This battery is a high-capacity, Australian-made LiFePO₄ power source engineered for off-grid travel. Built with premium A-grade automotive lithium cells and an advanced Heltech battery management system (BMS), it’s designed to deliver consistent, safe performance while protecting against overheating, over-discharge and short circuits.

Compact yet capable, the 400Ah capacity provides ample energy to run appliances such as fridges, lighting, inverters and air compressors during extended stays off the grid. A robust ABS enclosure minimises weight and footprint while shielding the battery from vibration and rig-induced stress. 🔧 View product details

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Ironman 4×4 APEX bull bar for Toyota HiLux

The Ironman 4×4 APEX bullbar is a rugged, modern frontal protection upgrade for HiLux 2020-on vehicles. Built around a robust 60.3mm triple-hoop steel design, it delivers strong bonnet and headlight protection, backed by a heavy-duty 4mm front bash plate. It’s winch-ready (up to 12,000lb, synthetic or steel cable) and includes integrated recovery points, with provisions for driving lights, cube lights, UHF aerials and other accessories. The bar is ADR-compliant and designed to work with vehicle safety systems such as airbags, cameras and parking sensors. 🔧 View product details

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ARB Base Rack

The ARB Base Rack is a low-profile, modular roof rack platform designed for 4x4s. Built from extruded aluminium with fully welded construction, it’s strong yet lightweight and sits close to the roofline without needing a sub-frame. A dovetail mounting system runs along the perimeter and internal beams, making it quick and easy to add, remove or reposition accessories without disturbing other cargo. The rack supports a range of guard-rail and accessory options, letting you customise it for touring, trade or adventure. Each crossbeam is engineered to resist flex under load while distributing weight evenly across the rack 🔧 View product details

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Endless Air engine-driven compressor

The Endless Air compressor is a permanent, engine-driven onboard air system that delivers high-volume compressed air wherever your vehicle goes. It runs off the engine’s fan belt and produces up to 120psi at around 8cu ft/min, letting you inflate a flat tyre from zero to pressure in less than a minute.

Unlike portable 12V compressors, Endless Air only operates when switched on and draws minimal power, with no noticeable fuel penalty when it’s not in use. The unit is designed to be rugged and dependable, and suitable for 4×4, ute, truck, tractor, boat or LPG-engine applications. Installation is permanent and belt-driven with an electric clutch, and the system can be tailored with mounting kits, receivers (air tanks) and accessories. It comes with an unconditional 12-month replacement guarantee against faults in parts or workmanship 🔧 View product details

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GME XRS-390CAG UTV Pack

The GME XRS-390CAG UTV Pack is a rugged UHF CB radio system built for UTVs and agricultural machinery, offering reliable communication across farms and remote worksites. It pairs GME’s toughest XRS-390CAG radio with the new flexible AE4202 antenna, includes built-in GPS for location awareness, and features IP67 dust and waterproofing, MIL-STD-810G vibration and shock resistance, and 5W transmission power. The system also includes a front-facing 2W speaker, a professional-grade IP67 OLED microphone, Bluetooth smartphone control via the XRS Connect app, and is backed by a five-year Australian warranty 🔧 View product details

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Bushman DC50-X and DC65-X

The Bushman DC50-X and DC65-X are heavy-duty 12V fridges in Bushman’s HD Series, featuring the new Secop Danfoss HD compressor, a tropical 43°C rating and Bushman’s efficient cooling system. Designed for off-road use, they offer ultra-low power consumption (approx. 0.98A/hr for the DC50-X at 25°C), a seven-year 12V compressor warranty, lifetime customer support, and a free mounting kit for flush installation in vans, trucks, boats or RVs.
Both models include user-friendly touches such as simple thermostat controls, large door shelves and Anderson plug connections. 🔧 View product details

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MSA Powerfold Towing Mirrors: Ford Ranger Super Duty

Factory mirrors only go so far when you’re towing with a Ford Ranger Super Duty. MSA’s Powerfold Towing Mirrors use a large single mirror lens to reduce blind spots and vibration for a steady, undistorted view. Four mirror positions, including a horizontal towing mode, let you dial in the view to suit the load. Rotate the mirror and the actuator adapts automatically, with fine adjustment via your factory controls.

Built from die-cast aluminium and injection-moulded components, they’re designed for real-world conditions. Folding inwards or outwards helps limit damage when space gets tight. Direct-fit installation, retained factory functions, and a choice of black or chrome finish round out a setup backed by a five-year warranty. 🔧 View product details

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MORE 4X4 Australia’s project vehicles

Ford Australia will bring back the Everest Wildtrak as a limited special edition for 2026, priced from a recommended Manufacturer List Price of $79,990.

Production is set to begin in May 2026, with around 1,000 units allocated for the Australian market. The Everest Wildtrak first debuted in Australia in 2023 and was last seen in early 2025, when Ford released a limited run of just 950 units for the local market.

“The Everest Wildtrak enables our customers to boldly conquer their next adventure,” said Ambrose Henderson, Director of Marketing, Ford Australia. “It is designed for those who want to stand out and aspire to an active, youthful lifestyle. We are excited to offer this limited-edition nameplate once again on Everest.”

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For 2026, the Wildtrak continues with Ford’s 3.0-litre V6 turbo-diesel engine and full-time 4WD system. Equipment includes Matrix LED headlamps with auto-levelling and dynamic bending, plus a power-folding third row.

Outside, it features a gloss black ‘H-Bar’ front bumper, gloss black grille with Ignite Orange detailing, and 20-inch black alloys with Ignite Orange accents on all-season tyres. A no-cost alternative swaps these for 18-inch all-terrain wheels in Asphalt Black with Ignite Orange highlights.

Inside, the Wildtrak carries leather-accented seats with WILDTRAK lettering, contrast orange stitching, a panoramic roof with power blind, ambient lighting, and a power-folding third row.

Pricing is anchored at $79,990 MLP, with options including Prestige Paint ($750), a Premium Towing Pack ($2,500), and the no-cost 18-inch all-terrain wheel package.

What does it get?

MORE Everest news and reviews!

Land Rover has a long history of epic expeditions and events.

Think of the Camel Trophy, Darian Gap Expedition and G4 Challenges of the past and you find that the Land Rover brand has never shied away from challenging and exciting vehicle-based events. The next chapter of LR events is about to get underway with the Defender Trophy.

The Defender Trophy is a global adventure competition run by Land Rover, designed to test driving skill, teamwork and resilience in demanding off-road environments. Building on the brand’s legacy of expedition-style challenges, competitors take part in regional qualification events before progressing to an international final, where they face a series of vehicle-based tasks and real-world scenarios behind the wheel of specially prepared Defender models.

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The Defender Trophy finals will happen later in 2026, but the qualification events have been happening around the world, and the Australian leg of the qualifications is kicking off in June. To be held at the beautiful Glenworth Valley north of Sydney, the qualifications will be where potential candidates will be challenged over a series of vehicle-based challenges to find the competitor to represent Australia in the final in Africa.

The vehicles for the Defender challenge are, as you would expect, Defenders, specifically prepared and kitted out Defender Challenge editions of the 110 model.

Entry to the Australian qualifications close on Thursday 30th April 2026, so you’ll want to get in quick to get your chance to represent your country. For more information and to register your interest, visit the Australian competitor website.

MORE The 10 greatest 4x4s of all time

Multiple reports have confirmed a significant share of AI-issued road safety fines in Western Australia have been withdrawn, with more than $1 million in penalties cancelled since the system was introduced.

WA’s AI-assisted road safety cameras have had more than $1 million in fines withdrawn within six months of operation, prompting ongoing scrutiny of the system’s accuracy and enforcement approach. It’s an issue that also impacts 4×4 and touring drivers who regularly carry passengers, gear and families on long regional trips.

Introduced in October last year, the technology uses artificial intelligence to detect potential seatbelt and mobile phone offences. Since rollout, authorities have issued more than 53,000 seatbelt-related infringements across the state.

Of those penalties, around 2,000 have been revoked following internal review by the Department of Transport, equating to roughly $1.1 million in cancelled fines.

Data shows 3,381 motorists formally challenged their infringements between October 8 and April 17. Around 60 per cent of those reviews resulted in fines being withdrawn, with 2,043 notices ultimately overturned. In total, the enforcement program has generated more than $29 million in penalties, averaging close to 300 infringements per day over the period. Some motorists also reported receiving multiple fines in short succession, limiting the opportunity to correct alleged behaviour before further penalties were issued.

A large portion of infringements relate to passengers – particularly children – being incorrectly restrained. The issue has relevance for touring and 4×4 drivers, who often travel long distances with rear-seat occupants in regional and remote conditions. Some motorists argue they cannot safely intervene while driving, yet still face automated penalties.

Critics say the system places the burden on drivers to dispute fines after the fact, with many only succeeding after formal review or escalation. Authorities have acknowledged delays in processing reviews, advising motorists that responses may take up to 20 business days due to increased workload.

The issue escalated earlier this year when the Road Safety Commission launched a formal review after reports the cameras were generating more than $1 million in fines per week.

In WA, seatbelt infringements start at $550, while mobile phone offences are $500. Penalties vary nationally, with Queensland issuing fines above $1200 and four demerit points, and Victoria applying $395 fines and three demerit points.

MORE New road rules in Australia from July 2025; Mobile phone and seatbelt crackdowns to begin

Utes remain a cornerstone of the Australian vehicle market, valued for towing, payload and off-road ability. But with rising running costs, fuel efficiency has become just as important as capability for many buyers.

While real-world consumption varies depending on load, accessories, terrain and driving style, most modern diesel dual-cab 4×4 utes cluster within a relatively tight efficiency window. In today’s market, around 7.0-8.5L/100km (ADR combined) is generally considered fuel-efficient for this segment.

These figures are based on the Australian Design Rules (ADR) combined-cycle testing procedure, which measures fuel consumption under controlled laboratory conditions designed to reflect a mix of urban and highway driving. However, real-world figures can vary significantly, particularly when vehicles are fitted with accessories such as bull bars, roof racks, larger tyres, or when used in sustained off-road or towing conditions.

All figures below refer to ADR combined-cycle fuel consumption for the most efficient diesel variants available in Australia, in no particular order.

Why plug-in hybrid and electric utes are excluded

This comparison focuses on conventional diesel utes using comparable ADR combined-cycle figures. Plug-in hybrid and electric utes have been excluded because their efficiency results are not directly comparable under standard usage conditions.

Models such as the Ford Ranger PHEV and BYD Shark can achieve very low official consumption figures when regularly charged, often under 3.0L/100km. However, real-world fuel use varies significantly depending on charging habits and battery depletion, and can overlap with efficient diesel utes once operating outside of charge-assist conditions. For this reason, they are best assessed separately within electrified or hybrid-focused comparisons.

Isuzu D-MAX and Mazda BT-50 2.2-litre

The Isuzu D-MAX and Mazda BT-50 are both now available in Australia with a 2.2-litre four-cylinder turbo-diesel (RZ4F-TC), paired with either a six-speed manual or six-speed automatic and part-time 4×4 across selected variants.

In both applications, the engine produces 120kW and 400Nm, positioning it as the efficiency-focused alternative to the larger 3.0-litre diesel. It delivers strong low-end torque for everyday driving while prioritising lower fuel consumption and reduced running costs over outright towing capacity.

In the D-MAX, the 2.2-litre engine is tuned for durability and efficiency across urban, highway and light-load use, with a clear emphasis on predictable operating costs and compliance with tighter emissions requirements. It represents the most fuel-efficient engine in the current D-Max lineup.

In the Mazda BT-50, the same mechanical package is carried over but tuned with a stronger focus on refinement and road comfort. This results in quieter operation and a more road-biased driving character, while maintaining broadly similar efficiency outcomes to the D-Max in real-world use.

Ford Ranger 2.0-litre

The Ford Ranger 2.0-litre bi-turbo diesel, available across XLT, Sport and Wildtrak variants, is one of the most efficient full-size ute powertrains in Australia.

Its twin-turbo diesel setup allows a smaller-capacity engine to deliver strong low-end torque while maintaining strong efficiency at highway speeds. The 10-speed automatic transmission helps keep engine revs low during steady cruising, contributing to its competitive ADR figures.

In real-world use, the 2.0-litre Ranger is most efficient in light- to medium-load driving and highway touring. Higher-spec variants fitted with the 3.0-litre V6 diesel prioritise towing and performance, with noticeably higher fuel consumption.

Toyota HiLux 2.8-litre

The Toyota HiLux is powered by a 2.8-litre four-cylinder turbo-diesel (1GD-FTV) across SR, SR5, Rogue and GR Sport variants, paired with either a six-speed manual or six-speed automatic.

In current specification, it produces 150kW and 500Nm with the automatic transmission (420Nm with the manual), delivering strong low-end pulling power suited to towing and load carrying.

The engine is tuned for durability and broad torque delivery rather than outright efficiency gains, which is reflected in its mid-range ADR consumption figures. Fuel use remains relatively stable across mixed driving conditions, including when carrying loads, although heavier 4×4 dual-cab automatic variants typically sit toward the upper end of the range.

Volkswagen Amarok 2.0-litre

The Volkswagen Amarok is offered with a 2.0-litre four-cylinder TDI turbo-diesel in Life, Style and PanAmericana variants, paired with a 10-speed automatic and full-time 4MOTION all-wheel drive.

In Australian specification, this engine produces up to 154kW and 500Nm, matching its Ford Ranger counterpart but with model-specific calibration.

The powertrain is tuned for smooth on-road performance and relaxed cruising, with strong mid-range torque delivered at low revs. Fuel consumption is most efficient during highway driving, while remaining broadly in line with other dual-cab utes in mixed-use conditions.

Mitsubishi Triton 2.4-litre

The Mitsubishi Triton is powered by a 2.4-litre four-cylinder turbo-diesel (4N16) across GLX, GLS and GSR variants, paired with either a six-speed manual or six-speed automatic and Mitsubishi’s Super Select 4WD system.

In current specification, it produces up to 150kW and 470Nm, delivering a strong spread of usable torque for everyday driving. Its relatively low kerb weight, combined with efficiency-focused engine and transmission tuning, helps keep fuel consumption competitive across urban, regional and mixed conditions. While capable, the Triton prioritises efficiency and drivability over outright towing performance compared with some larger-capacity rivals.

Nissan Navara 2.3-litre

The Nissan Navara is powered by a 2.3-litre four-cylinder twin-turbo diesel (YS23) in variants such as SL and Pro-4X, paired with either a six-speed manual or seven-speed automatic.

In Australian specification, it produces up to 140kW and 450Nm, with the twin-turbo setup designed to deliver strong low-end response and improved mid-range torque.

The engine is tuned to balance drivability and efficiency, with fuel consumption remaining competitive across mixed driving conditions. Efficiency is strongest in light- to moderate-load use, particularly during steady highway driving where the engine operates in its optimal range.

Isuzu D-MAX and Mazda BT-50 3.0-litre

ADR: 7.0-8.0L/100km (BT-50) | 7.4-8.0L/100km (D-MAX)

The Isuzu D-MAX and Mazda BT-50 are closely related dual-cab utes that share the same 3.0-litre four-cylinder turbo-diesel (4JJ3-TCX), paired with either a six-speed manual or six-speed automatic transmission and part-time 4×4.

In both applications, the engine produces 140kW and 450Nm, delivering strong low-end torque suited to towing, load carrying and off-road use. The calibration prioritises durability and consistent performance over peak output, contributing to steady and predictable fuel consumption across a wide range of conditions.

The D-MAX is tuned with a stronger focus on robustness and long-term reliability, with conservative engine and drivetrain mapping designed to support consistent efficiency under load, including commercial and regional use. Lower-grade variants are also offered with a 1.9-litre turbo-diesel (110kW and 350Nm) in some markets and previous specifications, prioritising lower running costs and improved efficiency in lighter-duty applications.

The BT-50 uses the same core mechanical package but is tuned more heavily toward refinement and road comfort, resulting in quieter operation and a more road-biased driving character. Despite this, fuel consumption remains broadly similar between the two models, with differences in efficiency being marginal and largely dependent on specification, accessories and driving conditions rather than mechanical differences.

Australia’s ute market is now defined by tight efficiency clustering rather than wide separation between models. Most modern diesel dual-cab 4×4 utes fall within a 7.0-8.5L/100km ADR combined range, with differences increasingly driven by engine size, weight and drivetrain tuning rather than fundamental efficiency gaps.

Smaller-capacity engines such as the Ford Ranger 2.0-litre bi-turbo and Mitsubishi Triton 2.4-litre tend to sit at the more efficient end of the spectrum, while larger 3.0-litre diesels prioritise towing capability and durability with only a modest fuel consumption trade-off.

MORE The best used 4×4 utes in 2026 and what to look for

Part 1: Prado GX in the shed for a couple of months

At the launch of the Prado 250 late in 2025, I came away from the drive in Kakadu NP saying that, for my money, the base-model GX grade represented the best value. 

I’m not one of those base-model fanboys who want everything on black steelies with minimal features; there are plenty of luxe items I enjoy in a new vehicle. But, as one of only two models in the new Prado range to offer a five-seat configuration – the other being the high-specced Altitude model – I felt that the GX was the best package.

Following consumer backlash regarding the poor packaging of the seven-seat Prados, Toyota conceded and added a five-seat GXL to the model range, and this, for me, could be the best model. So when Toyota offered us a GX for a three-month test, we jumped at the chance to get back into the entry-level Prado.

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The vehicle we have is a 2024-badged GX and was possibly one of the vehicles from that original launch program. It has 16,000km on the clock and has its fair share of bush pinstripes and evidence of a life well lived.

The GX comes with almost all the features you could want and nothing you can’t live without. Inside, it has cloth-covered seats, a 12.3-inch multimedia screen compatible with wireless Apple CarPlay and Android Auto, Bluetooth connectivity, cloud-based built-in sat-nav, dual-zone climate control, and a decent sound system. The cabin is big and comfortable and includes all the modern ADAS and safety features. The only thing I think it’s missing is a tyre pressure monitor, as this is only offered in the higher-grade models.

The 500Nm 2.8-litre engine and eight-speed auto combination provide plenty of power for highway driving and are smooth and refined around town. The large glasshouse offers great vision for both the driver and passengers, and the lack of third-row seating means there’s heaps of space in the cargo area. The cargo space is still compromised by the hybrid system battery under the floor, but nowhere near as much as it is in the seven-seat models.

Our first jobs for the Prado were a couple of comparative road tests, one of which was against its main rival, the Ford Everest. The other test you’ll need to wait a little longer to read, but it’s safe to say that the Prado impressed our drivers on both occasions.

Aside from being my daily driver, the Prado has been used as a workhorse by our photographers and videographers, who really appreciated the capacity of the cargo area and the general ease of use and drivability. This is the biggest Prado ever, and the amount of space in the front and rear seats has also been noted by those using the vehicle. It has the same wheelbase as a 300 Series LandCruiser and is bigger inside than an 80 Series.

Its off-road performance has been great on the road tests, thanks mainly to Toyota’s responsive electronic traction control system, backed up by good axle articulation and the clever Crawl Control system. That said, the first thing we’d add with the money saved by buying the GX over the more expensive grades is a set of front and rear locking differentials for the best off-road traction.

Part 2: Time is up with the versatile yet simple wagon

Our time with the Prado 250 Series GX came to an end all too soon, as the base-model Toyota 4×4 wagon had become such a useful vehicle for whatever we threw at it.

Supporting photo shoots with the 4X4 Australia team, weekend escapes, hauling gear and general daily-driver duties, the Prado did it all with ease. It was that daily-driver aspect I particularly enjoyed, as it’s such an easy vehicle to live with. It’s simple to jump in and out of for a quick trip down the street, yet just as accommodating when loading it up with gear.

After folding the second row of seats down to carry larger items, I left it in that configuration as it made it simple to throw a pushbike in the back – and I don’t often need a rear seat. On one weekend, I was able to load four bikes into the cargo area, making the Prado a genuinely practical load hauler.

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The fact that the 250 Series is bigger inside than any previous Prado is appreciated not just for carrying goods, but also for front-seat passenger comfort. The driver’s space is roomy and comfortable, with all controls easily at hand. The large, flat windscreen offers a great view of the road ahead, while the side windows provide excellent visibility around the vehicle.

Interestingly, some 250 Series owners have found the large, flat windscreen more prone to stone damage than previous Toyota 4x4s, although we didn’t experience that issue. We did, however, have a slow leak from one of the front tyres, which became evident while driving. It was manageable over the final week with the vehicle, but it would have been easier to identify and monitor if the GX was fitted with a tyre pressure monitoring system (TPMS), which is reserved for higher grades.

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Another minor annoyance is the AdBlue warning displayed on the digital dash, which illuminates a low-level warning despite indicating there is still around 2000km of range remaining. While useful on long trips, I found the constant warning symbol distracting in everyday driving.

These are minor gripes in what is otherwise an exceptionally well-sorted package from Toyota. Even in this lower specification, it has most of what you need and little you’d miss. The exception is the 48V hybrid system, which offers modest gains in performance and fuel efficiency but is mounted in the rear, limiting load space and the ability to fit larger auxiliary fuel tanks.

The Prado, in any grade, is a great platform for building a capable touring 4×4, but the GX in particular is a true blank canvas. Just take a look at the Razed Products Prado featured on the cover of our April issue.

MORE Prado news and reviews!

Australia’s ute market is heading into a busy period from 2026 onwards, with a steady influx of new 4×4 models joining the segment across both established brands and new entrants.

Much of the focus is shifting toward plug-in hybrid and electric variants, alongside updated diesel offerings that continue to serve traditional work and touring buyers. From familiar nameplates moving into electrification to all-new global utes entering the local market, the next few years will broaden choice across capability, efficiency and technology without moving away from core 4×4 functionality.

JUMP AHEAD

Mitsubishi Triton Raider: May 2026

The new Triton Raider arrives as the flagship of Mitsubishi’s ute line-up, bringing a focused mix of suspension upgrades and rugged styling tweaks.

Developed in collaboration with Premcar, the Raider’s key enhancement is a revised suspension package designed to improve ride and control in harsh conditions. Up front, new shock absorbers feature internal rebound springs – technology recently seen on the latest Navara – aimed at better managing compression and delivering more composed handling off-road. Paired with Bridgestone all-terrain tyres on ROH ‘Assault’ alloy wheels, the setup also lifts ride height by 25mm and widens the track by 20mm.

Beyond the mechanical changes, the Raider leans into a tougher visual identity, with unique badging, a heavy-duty bash plate, and sports and side protection bars accented with red highlights. Based on the already well-specced Triton GSR, it retains the 2.4-litre twin-turbo diesel producing 150kW and 470Nm, matched to a six-speed auto and Mitsubishi’s Super Select dual-range 4×4 system. Set to land in Australian showrooms from May 2026, pricing is still to be confirmed.

Toyota HiLux BEV: May 2026

Toyota is set to shake up the workhorse segment with the arrival of its first battery-electric HiLux, the HiLux BEV, due in Australian showrooms from May 2026. 

Offered exclusively as a double-cab, the range opens with the SR cab-chassis and SR pick-up, topping out with the SR5, all powered by a dual-motor all-wheel-drive system. Drawing energy from a 59.2kWh battery, outputs are rated at a combined 144kW and 468Nm, while Toyota’s Multi-Terrain Select system delivers six drive modes to maintain off-road capability. Tested extensively in harsh Australian conditions, Toyota claims the BEV is engineered to handle the same demanding workloads as its diesel counterpart.

Charging capability includes 150kW DC fast charging – delivering a 10 to 80 per cent top-up in around 30 minutes – and 10kW AC charging, with a full charge taking approximately 6.5 hours. Driving range is quoted at up to 315km for pick-up variants, dropping to 245km for the cab-chassis, while towing capacity is rated at 2000kg. The BEV also features reinforced suspension, regenerative braking and subtle exterior tweaks including a closed-off grille and aero-focused wheels.

Inside, it mirrors the practicality of the standard HiLux, with a 12.3-inch infotainment system, wireless smartphone connectivity and a usable 1500W inverter, while the SR5 adds a more premium finish with leather-accented trim, heated seats and upgraded audio. Safety is covered by Toyota Safety Sense, and buyers will also receive a complimentary home wallbox charger for added convenience.

JAC Hunter PHEV: Mid-2026

The JAC Hunter PHEV is shaping up as a high-output entrant in Australia’s hybrid ute segment, built around a plug-in hybrid system that prioritises outright performance.

Early specifications point to a turbocharged petrol engine paired with dual electric motors, delivering combined outputs of around 385kW and up to 1000Nm. This setup suggests a dual-motor AWD configuration rather than a purely mechanical 4×4 system.

Energy is supplied by a high-capacity lithium-ion battery (31.2kWh), supporting an electric-only driving range of roughly 100km under mixed real-world conditions. Multiple drive modes are expected including EV-only operation for urban use, hybrid for efficiency and full-performance modes that deploy maximum combined output. Regenerative braking and an integrated power control unit manage energy flow to balance efficiency with sustained performance.

Despite the focus on power, the Hunter is being engineered with typical ute duties in mind. A braked towing capacity target of 3500kg aligns it with segment benchmarks, while the chassis is expected to retain a ladder-frame construction for durability. Off-road capability will likely rely more on electronic traction systems and motor-driven torque distribution than traditional low-range gearing.

Chery KP31: Late 2026

The Chery KP31 takes a genuinely unique direction as the world’s first ute to pair a diesel engine with a plug-in hybrid system.

At its core is a 2.5-litre turbocharged diesel combined with electric assistance in a parallel hybrid layout, allowing the electric motor to supplement torque delivery under load while also enabling engine-off driving in low-demand situations. The result is a system designed to maximise diesel’s strengths – strong low-end pulling power and efficiency at sustained loads – while addressing its traditional weaknesses in refinement and responsiveness.

Chery claims a standout 47-per-cent thermal efficiency for the diesel engine, along with around 10-per-cent better fuel economy compared with a conventional diesel setup. The electric motor provides instantaneous torque fill, improving drivability and reducing lag, while also contributing to a claimed 30-per-cent reduction in vibration levels.

A lithium-ion battery (expected 20 to 30kWh) supports an electric-only driving range likely in the 80 to 100km range, with multiple operating modes including EV, hybrid assist, and engine-priority for highway or towing conditions. It’s expected to ride on a ladder-frame chassis with full 4×4 hardware, while offering a 1000kg payload and a 3500kg braked towing capacity.

Nissan Frontier Pro PHEV: Early 2027

Nissan Frontier has long been known for tough, no-nonsense 4×4 capability, and a plug-in hybrid version is increasingly likely as part of Nissan’s electrification push.

The Frontier Pro PHEV is expected to pair a 1.5-litre four-cylinder petrol engine with a transmission-mounted electric motor, producing around 320kW and 800Nm. A 33kWh battery is claimed to deliver up to 135km of electric-only range (CLTC), with fuel use rated at 6.9L/100km.

Utility remains a focus, with a 3500kg braked towing capacity keeping it competitive with diesel rivals. Timing is still unconfirmed, though an early 2027 window is widely anticipated.

VW Amarok W600: Q3, 2026

Volkswagen has unveiled its 2026 Amarok range, led by the new W600 special edition, developed in collaboration with the Walkinshaw Automotive Group.

The W600 will bring Australian-engineered performance, enhancing Amarok’s dynamic capability for local conditions. Positioned at the top of the MY26 range, this halo model will deliver enhanced off- and on-road performance tailored to Australian enthusiasts. Full details on the W600 will be released later this year.

Joining the W600 at the top of the line-up is the limited-run Amarok Dark Label V6, capped at 200 units nationally. The Dark Label pairs V6 performance with an exclusive black-accented styling package. Highlights include 20-inch matte black ‘Bendigo’ wheels, black IQ.Light LED Matrix headlights, darkened taillights, black sports bar, side steps, mirrors, door handles, rear bumper, black front skid plate, matte black roof rails and B-pillar foil, a spray-in tub liner, black tonneau cover, and a bespoke Dark Label sticker pack. Pricing and arrival timing will be announced closer to launch.

LDV eTerron9: TBC

The LDV eTerron 9 is set to arrive in Australia in 2026 as the brand’s flagship battery-electric ute.

It will offer both single‑motor rear‑wheel drive and dual‑motor all‑wheel drive, with the AWD system producing 325 kW combined and the RWD version delivering 200kW. A 102kWh LFP battery is expected to provide up to 430 km of range, while braked towing capacity reaches 3.5 tonnes, matching the diesel Terron9.

The eTerron 9 shares the same dimensions as its diesel counterpart: 5500mm long, 1997mm wide, 1,860 mm high, with a 3,300 mm wheelbase and a ground clearance of 230mm. Pricing for Australia has not been confirmed, but details will be released closer to its 2026 launch.

Chevrolet Silverado EV: TBC

The Chevrolet Silverado EV is a full-size all-electric ute built on GM’s Ultium platform, offering dual-motor all-wheel drive with up to 541kW and 1051Nm in performance trims.

Depending on the battery and variant, it can deliver up to around 780km of range and supports heavy-duty towing of roughly 4500 kg, making it suitable for work or lifestyle use. Global trims include the fleet-focused Work Truck, the retail-oriented RST/Max Range, and the off-road Trail Boss, with features such as 350kW DC fast charging, adaptive air suspension, four-wheel steering, configurable tailgate and Midgate, and exportable onboard power.

The Silverado EV is not officially sold through Australian dealers, but right-hand-drive conversions by specialist importers like Autogroup International make it accessible for local buyers seeking a full-size American electric ute experience.

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Rivian R1T: TBC

The Rivian R1T is an all-electric mid‑size ute available overseas in dual‑motor and quad‑motor all-wheel-drive configurations.

The quad-motor setup provides advanced torque vectoring, while adjustable air suspension raises clearance to 381 mm. Acceleration is brisk, with 0-97 km/h in the low-three-second range depending on battery and motor choice. Battery options span 105kWh, 135kWh and 149kWh, delivering 370-645 km of range under WLTP/EPA testing. The cabin features a 12.3‑inch digital cluster, 15.6‑inch touchscreen, multiple drive modes, and utility options such as the Gear Tunnel.

In Australia, the R1T is not officially sold and no RHD consumer version exists. A small number of left-hand-drive units have been imported for mining and industrial use by WA-based MEVCO, and a test mule was spotted on Melbourne roads in late 2025. These vehicles are typically limited to private sites and aren’t road-legal for general public use.

Riddara RD6: TBC

The Riddara RD6, an all-electric dual-cab ute from Geely’s Radar brand, is poised to enter the Australian market.

It offers RWD and AWD variants, with power ranging from 200kW/384Nm (RWD) to 315kW/594Nm (AWD), and 0 to 100 km/h times of around 7.3 and 4.5 seconds respectively. Battery options deliver 385-500 km of range (CLTC), and AWD models can tow up to 3000 kg braked.

Inside, the RD6 features a 14.6‑inch touchscreen, digital instrument cluster, dual‑zone climate, and utility-oriented comfort for work or off‑road use. Right‑hand-drive production has been confirmed, and the RD6 has launched in Thailand, making an Australian release possible in 2026, though pricing and full specifications are yet to be announced.

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Isuzu D-MAX EV: TBC

The Isuzu D‑MAX EV is a fully electric version of the popular midsize ute, with right-hand-drive units expected in Australia in 2026.

While Isuzu Ute Australia has not confirmed local availability or pricing, the EV features a dual-motor full-time 4×4 system producing 140kW and 325Nm, paired with a 66.9kWh battery delivering about 263km WLTP range. Payload is listed at 1010kg and braked towing capacity 3500kg, matching the diesel D‑MAX.

In 2025, Isuzu UK announced pricing will start from £59,995. That works out to around $117,000 AUD before on-road costs. First deliveries in the UK are expected in March 2026, following an official launch in February. However, there’s been no confirmation yet for an Australian release.

JAC T9 EV: TBC

The JAC T9 EV is a fully electric dual‑cab 4×4 ute showcased in Australia, though local sales and pricing have not yet been confirmed.

JAC has also begun mining-industry trials in Western Australia to test performance and battery durability under harsh conditions. It pairs an 88 kWh LFP battery with a dual-motor AWD system producing 220 kW and 516 Nm, offering an estimated 330 km WLTP range. Practicality is retained with a 900 kg payload, a tub sized for a standard Australian pallet, and vehicle-to-load functionality for powering tools or campsite gear.

While timing for a full Australian rollout is unclear, the T9 EV remains one of the more realistic near-term electric 4×4 ute options for tradies, fleets, and off-road enthusiasts.

Ford F-150 Lightning EREV: 2027

The next-generation Ford F-150 Lightning Extended Range Electric Vehicle (EREV) is expected to arrive in Australia in 2027, as a right-hand-drive conversion model sourced from the US in left-hand drive and converted locally before being released to market, rather than being officially sold by Ford Australia.

The EREV moves away from a pure battery-electric setup, using electric motors to drive the wheels alongside a smaller battery and a petrol engine that acts only as a generator. The engine does not provide direct drive, instead extending range by replenishing the battery on the move. While full specifications are still to be confirmed, US figures suggest a combined driving range of more than 1125km, significantly up on the current Lightning’s 386km to 515km depending on variant.

Key capabilities are expected to continue, including dual-motor all-wheel drive, strong towing capacity, DC fast charging, and vehicle-to-load functionality that allows the ute to power tools and equipment.

BYD Shark 2.0: Late 2026

The BYD Shark 6 is set to gain a more powerful 2.0-litre plug-in hybrid variant, forming an upgraded “Shark 2.0” line-up for Australia.

The revised model builds on the existing Shark 6 formula, retaining the dual-motor PHEV system but replacing the 1.5-litre turbo petrol engine with a larger 2.0-litre unit for improved load and towing performance. Combined outputs are expected to rise to around 345kW and 700Nm, alongside a significant boost in braked towing capacity to 3,500kg, addressing one of the current model’s key limitations.

The upgrade also focuses on maintaining performance under heavy load, with revised motor tuning and a stronger hybrid system designed to improve real-world towing and long-distance capability when the battery is depleted. While pricing and final Australian timing are yet to be locked in, the Shark 2.0 is expected to join the existing range as a more capable flagship variant, further strengthening BYD’s growing presence in the dual-cab ute segment.

Ford Ranger Super Duty Pick-Up and XLT: Mid-2026

Ford is set to expand its heavy-duty ute offering with the arrival of the Ranger Super Duty XLT and Pick-Up variants in mid-2026.

Built around a reinforced chassis and upgraded running gear, the Super Duty is powered by a 3.0-litre turbo-diesel V6 producing 154kW and 600Nm, paired with full-time 4WD and engineered for extreme towing and payload demands.

The headline change is the introduction of the factory Pick-Up body style alongside cab-chassis options, giving buyers a ready-to-go tray setup straight from the factory. The XLT grade adds a more touring-focused specification, including 18-inch alloy wheels, leather-accented heated and ventilated front seats, carpet flooring and all-weather mats, positioning it as a more comfortable long-distance and recreational option without sacrificing core capability.

Across the range, the Ranger Super Duty is engineered for serious workloads, with 4500kg braked towing capacity, 4500kg GVM and 8000kg GCM, supported by heavy-duty axles, brakes and reinforced underbody protection. The Pick-Up variant is expected to broaden its appeal beyond fleet and trade users into the touring and towing market when it lands locally.

2026 KGM Musso: Mid 2026

The 2026 KGM Musso range is set to arrive in Australia as a refreshed version of the brand’s long-running dual-cab ute. The line-up is expected to include multiple grades, with updated styling, improved interior tech and a more refined equipment spread across entry, mid and flagship variants.

Power continues to come from a 2.2-litre turbo-diesel engine producing around 133kW and up to 441Nm, paired with a six-speed automatic transmission and part-time 4×4 system with low-range gearing. Capability remains a key focus, with a 3500kg braked towing capacity, solid payload figures and a ladder-frame chassis designed for trade and touring use.

Equipment upgrades include a larger digital display setup, improved infotainment with smartphone integration, and expanded driver assistance features, while higher grades add more comfort-focused features to lift long-distance usability.

Mahindra Pik-Up: Late 2026

The next-generation Mahindra Pik-Up is expected to arrive in Australia around 2026, marking a full redesign of the brand’s long-running dual-cab ute.

Codenamed Z121, the new model shifts to an all-new ladder-frame platform with a stronger focus on safety compliance, refinement and broader appeal, addressing the shortcomings that saw the previous generation phased out locally.

Under the bonnet, the Pik-Up is expected to continue with a 2.2-litre turbo-diesel engine, tuned for improved performance and torque delivery, with reports also pointing to a hybrid variant joining the range later in the cycle. Capability remains central to the formula, with a traditional part-time 4×4 system, low-range gearing and a payload and towing focus aimed at both trade and recreational users, while a major upgrade in safety tech is expected to bring it in line with modern Australian standards.

MORE Australia’s electric utes: Current models and future launches