The current-model Toyota HiLux has a very good suspension package straight off the showroom floor.

It’s your basic IFS set-up with a live axle on leaf springs at the back and, when you consider the wide range of applications the HiLux is designed to cover, it does an exceptional job. It rides well, carries a load and handles the bumps, but that doesn’t mean there isn’t room for improvement.

Our 2026 HiLux SR5 won’t be used to carry heavy loads regularly, nor will it be a tow tug, so we were keen to soften up the rear end and sacrifice some of that load-carrying capacity to improve ride quality. The fact is, we didn’t have to lose any load capacity to achieve our goals.

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Why we chose parabolic leaf springs 

Parabolic leaf springs might be relatively new to the touring four-wheel drive scene, but they have been used in trucking and heavy industry for decades.

The leaves used in a parabolic spring pack are unique in that each leaf is thicker through the middle section and tapers towards the ends. This design allows the thinner sections of the spring to do most of the work when there is little load on them, but as load is added the thicker section of the leaf comes into play, providing extra support and control.

With the popularity of four-wheel drive utes in Australia, almost all of which use leaf springs on the rear axle, parabolic leaf packs have become more popular with drivers wanting a better ride and improved driving manners from their vehicle. They are also popular for builds and restorations of classic 4x4s that use leaf springs front and rear.

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Terrain Tamer has jumped right into parabolic springs and offers an extensive range for most popular 4x4s that use leaf springs. It was only natural that we would find our way back to Terrain Tamer HQ for a set of parabolic springs and a full suspension upgrade for our HiLux.

As well as improving the ride of the unladen ute, we wanted additional ground clearance for off-road use, and a full replacement suspension package matched front to rear is the best and easiest way to achieve that.

We say unladen because the HiLux won’t be used to carry anything near its full payload, but it does carry a fair few accessories in the back, including an Ironman canopy and roof rack, MSA drawers and a Projecta power system that includes a pair of lithium batteries mounted at the rear of the tub. All of those items needed to be considered when selecting the springs and shocks for the 4×4.

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Fitting the new suspension set-up 

Tony runs the workshop at Terrain Tamer and has worked on most of our project vehicles and some of our personal 4x4s.

He knows Toyota 4x4s inside out and could probably replace the suspension in the HiLux blindfolded but, being the first 2026 SR5 he’d had on the hoist, it did throw up a couple of little niggles – nothing he couldn’t overcome.

Specifically, the alcove created in the cargo tub to accommodate the rear access steps on the SR5 sits very close to the rear bolt on the leaf springs, meaning they can’t be removed as easily as they should be. This meant undoing the fasteners on the alcove and dropping it out of the way to gain access to the bolts. Nothing major, but it did add some extra time to the install. Aside from that detail, the rear springs, Terrain Tamer Fortified shock absorbers (↗), new shackles and hardware all went in with little fanfare.

It was a similar story up front, where the pre-assembled struts with taller and heavier coil springs and Fortified shocks were a straightforward install. There was also a change here, as the ninth-generation HiLux uses a four-bolt strut top as opposed to the three-bolt top on eighth-generation HiLuxes. Once the 4×4 was back on the ground and all bolts checked and torqued to spec, Tony reset the headlight height adjuster and measured the new ride heights against the OEM set-up.

All up, the front end of the HiLux sat 35mm higher than when we drove it in, while the rear end was 90mm higher. This gave the 4×4 a nose-down stance, but it has settled considerably and is now closer to level. We’ll be heading back to the workshop shortly for the 1000km spanner check now that everything has settled.

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How the HiLux now drives on and off road 

One of the benefits of getting the work done at Terrain Tamer’s workshop is that we were able to take the HiLux straight out onto its in-house off-road test track.

Here, the suspension displayed nice, compliant articulation across the mounds and humps while maintaining the excellent rear-axle movement Toyotas are known for. Out on the road, the extra compliance in the rear end was instantly appreciated. The parabolic springs softened the ride over rough roads without sacrificing control or stability.

We’ve had the HiLux out on the highway and bush tracks supporting a few jobs now, where the suspension is working well with the Radar R/T tyres to give great control across corrugations, ruts and bumps. In fact, the tyres really come into their own once you leave sealed roads.

Our aims of improving ride quality and increasing the ride height of the HiLux were achieved with the Terrain Tamer suspension upgrade, and it feels like it’s getting better the more miles we put on it.

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FAQs

How much does the suspension kit cost?

The RRP for the SK125F Suspension Kit (↗) is $3897.06.

Why did we fit parabolic leaf springs to the HiLux?

We wanted to soften the rear end and improve ride quality without losing load-carrying capacity.

What are parabolic leaf springs?

Parabolic springs use leaves that are thicker through the middle section and taper towards the ends, allowing the thinner sections to do most of the work when lightly loaded while providing extra support as load is added.

How much did we increase the HiLux’s ride height?

The front end sat 35mm higher and the rear end 90mm higher than the OEM set-up immediately after installation. The suspension has since settled considerably and is now closer to level.

What suspension did we fit to the HiLux?

We fitted parabolic rear springs, Terrain Tamer Fortified shock absorbers, new shackles and hardware, plus pre-assembled front struts with taller and heavier coil springs and Fortified shocks.

How does the HiLux ride after the suspension upgrade?

We found the parabolic springs softened the ride over rough roads without sacrificing control or stability, while the suspension is working well with the Radar R/T tyres across corrugations, ruts and bumps.

The Toyota HiLux has put some daylight between itself and the Ford Ranger, almost doubling its rival’s sales in August after overtaking it last month. 

Toyota shifted a total of 4833 HiLuxes compared with 2440 Rangers across both 4×4 and 4×2 variants. The result was largely driven by the Ranger’s year-on-year decline, with sales falling from 4942 in August 2025 to 2440 this year, a 50.6 per cent drop. Toyota’s strong result can largely be put down to stock of the new-generation model reaching owners, with Toyota no doubt also working through its backlog.

The HiLux wasn’t just the top-selling ute, either. It was the second-best-selling vehicle in the country, behind the Toyota RAV4 on 5470 sales. The Prado also had a strong month with 2475 sales, putting it third overall. That means Toyota locked out the entire Australian sales podium in August, with the RAV4, HiLux and Prado taking the top three spots. The Isuzu D-MAX was the only other 4×4 in the top 10, registering a total of 1708 sales.

For all that movement, the overall market barely budged. VFACTS recorded 100,939 new vehicle sales in August, up just 0.4 per cent on the same month last year. Year to date, 811,388 vehicles have been sold, broadly matching the same period in 2025.

The ute market tells a very different story to the overall new-vehicle market. Light commercial vehicle sales fell 22.1 per cent in August, from 23,211 last year to 18,081 this year. The slide is just as obvious year to date, with LCV sales down 11.5 per cent from 184,948 to 163,701.

For 4×4 buyers, the numbers are even harder to ignore. The 4×4 pick-up and cab-chassis segment dropped 27.1 per cent in August, from 18,529 sales to 13,507. Year to date, the segment is down 13.6 per cent, falling from 143,985 to 124,365.

EV sales surge as petrol and diesel decline

Another major shift continues: Electric vehicle sales are taking off while petrol and diesel continue to lose ground.

The VFACTS report indicates that 27,089 BEVs were sold in August, accounting for 24.9 per cent of the entire new-vehicle market. That’s a 171 per cent jump on August 2025 and the highest number of BEVs ever sold in a single month in Australia.

“The sustained level of BEV sales, together changing brand preferences, shows how quickly consumer choice and competition are reshaping Australia’s new-vehicle market,” said Tony Weber, Federal Chamber of Automotive Industries chief executive.

“These changes continue to reinforce the need for infrastructure settings that keep pace with the market. Accessible and dependable charging will remain critical to consumer confidence, particularly on highways, in rural and regional areas and for motorists without access to charging at home.”

The change is particularly dramatic in the LCV market. August EV sales nearly tripled, jumping from 6848 in 2025 to 19,257 this year. PHEVs also surged from 3906 to 10,591, while conventional hybrids edged up from 17,381 to 18,662.

The year-to-date numbers paint an even bigger picture. LCV electric vehicle sales have climbed from 44,746 in 2025 to 116,772 in 2026, while PHEVs have more than doubled from 33,550 to 75,206. Hybrid sales have risen from 128,896 to 142,210.

At the same time, petrol and diesel are heading in the opposite direction. Diesel sales dropped from 30,459 to 23,608 in August, while petrol fell from 38,315 to 25,824. Year to date, diesel is down from 247,552 to 207,541, while petrol has fallen from 327,792 to 243,673.

Across the broader VFACTS market, PHEVs accounted for 10.5 per cent of August sales and conventional hybrids another 18.5 per cent.

Mitsubishi has confirmed pricing and specs for its all-new Pajero, which was revealed globally yesterday, with the iconic nameplate returning to Australian showrooms before the end of the year.

Five- and seven-seat variants will be available in local showrooms from December 2026, with the five-seat GLS priced at $68,490, the seven-seat GLS at $69,990, the seven-seat EXCEED at $79,990 and the seven-seat GSR topping the range at $84,990 (all RRP).

The important news is what sits underneath. Every Pajero gets a low-range transfer case, rear differential lock and Mitsubishi’s Super Select 4WD-II system, with 3500kg of braked towing capacity. So you don’t need to step up to the higher-spec models to get the important off-road hardware.

“For four generations, the Pajero has defined Mitsubishi. It has stood out for its capability, comfort and sheer dependability, showcasing the best Mitsubishi has to offer,” said MMAL CEO, Shunichi Kihara.

“The all-new Pajero takes the Pajero backstory and modernises it. It maintains its flagship position in the global Mitsubishi hierarchy, combining Pajero’s core attributes and applying it in a way that defines modern ‘Mitsubishiness’.”

A proper 4WD system across the range

The Pajero’s core off-road hardware is consistent across the range rather than being reserved for the more expensive models.

Super Select 4WD-II is supported by Super All-Wheel Control, with seven drive modes and Active Yaw Control working together to adapt the vehicle to changing conditions. The system offers 2H, 4H, 4HLc and 4LLc modes, while the seven drive modes are Normal, Eco, Gravel, Snow, Mud, Sand and Rock. A low-range transfer case and rear differential lock are standard across the range.

The driver’s display also includes a dedicated off-road mode with an altimeter and inclinometers for pitch and roll, along with a compass and other key vehicle information. For technical driving, the standard Multi Around View Monitor and ‘Bonnet see-through’ camera provide additional visibility and help the driver pick their way through tighter tracks without having to stick their head out the window.

Mitsubishi says the new Pajero retains a highly rigid ladder-frame chassis, with increased use of high-tensile steel to improve rigidity while reducing weight. Up front, it uses independent double-wishbone suspension, while the rear gets a newly developed five-link rigid axle, with strengthened body mounts designed to reduce vibration and improve ride quality over rough terrain.

Long-travel suspension, wider tracks, high-response shock absorbers and stabiliser bars are also fitted, along with electric power steering. Ground clearance is 230mm, with a 30.4-degree approach angle, 22.6-degree breakover angle and 25.8-degree departure angle. The Pajero measures 4920mm long, 1925mm wide and 1910mm high, with a 2870mm wheelbase and 52:48 front-to-rear weight distribution.

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2.4-litre diesel makes 480Nm

Power comes from the latest-generation version of Mitsubishi’s 4N16 2.4-litre turbo-diesel four-cylinder.

It produces 150kW and 480Nm, with a variable-geometry turbocharger designed to improve response, efficiency and torque. Peak torque has increased by 10Nm over the engine’s previous application, while the new-generation turbocharger is designed to improve mid-range response, which should be useful for low-speed off-road driving and towing.

The engine uses a water-cooled intercooler, dual-loop EGR, AdBlue and electric fan cooling, while Auto Stop and Go helps reduce fuel use in stop-start driving. Mitsubishi says it is the first of its engines to meet Euro 6d emissions standards.

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Power is sent through an updated eight-speed automatic transmission, with a wider ratio spread designed to improve efficiency and response. The transmission also uses engine blipping on downshifts for smoother gear changes.

The Pajero can tow 3500kg braked and is fitted with Trailer Load Assist, which can adjust power and braking at individual wheels if trailer sway is detected. Roof loading is rated at 100kg dynamic and 300kg static, giving owners scope to carry roof racks and the rest of the gear that comes with touring.

Some important towing figures are still to come. Mitsubishi hasn’t released payload, towball download or GCM figures, and those numbers will be important for anyone planning to pair the Pajero with a large caravan for a lap of the map.

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Touring practicality

The Pajero will be offered with five or seven seats, with the GLS available in both configurations and the EXCEED and GSR available exclusively as seven-seaters.

The second row gets 150mm of fore-and-aft adjustment, letting owners trade rear-seat legroom for additional luggage space. Mitsubishi has also improved access to the third row, with additional head and shoulder room. With the third row folded, luggage capacity is rated at 519 litres, with another 10 litres available in a storage box beneath the cargo floor.

Wheel and tyre sizes vary by grade, with the GLS running 18-inch alloy wheels with 255/65R18 tyres, while the EXCEED and GSR step up to 20-inch alloys with 255/55R20 tyres.

Mitsubishi says its Australian accessories engineering team has been involved in developing Pajero accessories, though the full local range won’t be announced until closer to launch. That will be relevant for buyers planning to set up the Pajero for long-distance touring, particularly if a bullbar, roof gear and extra carrying capacity are on the shopping list.

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Pajero interior and cabin tech

The Pajero gets a 12.3-inch digital instrument display and 12.3-inch centre touchscreen on GLS models, while the EXCEED and GSR step up to a larger 14.3-inch centre display.

Wireless Apple CarPlay and Android Auto are standard, along with USB-C charging, a 15W wireless phone charger and Mitsubishi CONNECT services.

The cabin also features the as-mentioned Multi Around View Monitor and ‘Bonnet see-through’ camera, with the system displaying a view around and ahead of the vehicle to help with visibility when maneuvering. For anyone who spends time on tight bush tracks, being able to see what’s directly in front of the vehicle should be useful. Full equipment lists for each model can be found below.

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Warranty details

The Pajero will arrive in Australian dealerships from December 2026, and more than 3000 pre-registrations have already been logged.

It will be covered by Mitsubishi’s 10/10/10 Diamond Advantage program, comprising a 10-year/200,000km manufacturer’s warranty, 10-year capped-price servicing and 10-year roadside assistance.

Some important specifications are still to be confirmed. These figures will give a clearer picture of the Pajero’s touring and towing capabilities and how it stacks up once owners start loading it up for a proper trip.

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Safety features

Passive safety

• Driver and front passenger front and side airbags
• Front centre airbag
• Driver knee airbag
• Curtain airbags for first and second rows
• Third-row curtain airbags on seven-seat models
• Three second-row child restraint anchor points
• ISOFIX child-seat mounting points

Active safety and driver assistance

• MiPilot adaptive cruise control with Lane Keep Assist
• Leading Car Departure Notification
• Minimum Risk Manoeuvre
• Traffic Sign Recognition
• Intelligent Speed Limiter
• Automatic Post-Collision Braking
• Emergency Call System
• Forward Collision Mitigation with pedestrian and cyclist detection
• Predictive Forward Collision Mitigation
• Rear Autonomous Emergency Braking
• Blind Spot Warning and Lane Change Assist
• Emergency Lane Assist
• Lane Departure Warning and Lane Departure Prevention
• Emergency Assist for Pedal Misapplication
• Front and rear parking sensors
• Multi Around View Monitor
• Bonnet see-through camera
• Front and rear Cross Traffic Alert
• Driver Attention Alert
• Driver Monitor System
• Child Presence Detection
• Automatic High Beam
• Active Yaw Control
• Active Stability Control
• Anti-Lock Braking System
• Active Traction Control
• Electronic Brakeforce Distribution
• Brake Override System
• Trailer Stability Assist
• Hill Start Assist

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What do you get?

Pajero GLS

• 2.4-litre 4N16 turbo-diesel | 150kW/480Nm
• Eight-speed automatic
• Super Select 4WD-II
• Rear differential lock
• Seven drive modes
• 3500kg braked towing capacity
• 18-inch alloy wheels with 255/65R18 Mud and Snow tyres
• Five- or seven-seat configuration
• Waterproof black fabric seats
• 12.3-inch digital instrument cluster
• 12.3-inch multimedia display
• Wireless Apple CarPlay and Android Auto
• Wireless phone charger
• Mitsubishi CONNECT
• Dual-zone front and automatic rear air conditioning
• Electric tailgate
• Comfort and convenience
• Heated steering wheel
• Keyless entry and push-button start
• Electric park brake with auto-hold
• Rain-sensing wipers
• Auto-dimming rear-view mirror
• Privacy glass
• LED headlights, fog lamps and DRLs
• Black roof rails
• Grey side steps
• Black wheel-arch mouldings

Pajero EXCEED

In addition to GLS

• 20-inch machined alloy wheels
• Black leather seats
• Electric front seats
• Heated front and rear seats
• 14.3-inch multimedia display
• 14.3-inch digital instrument cluster
• Refrigerated centre console
• Second-row sunshades
• Yamaha Ultimate 12-speaker audio system with amplifier and subwoofer

Pajero GSR

In addition to EXCEED

• 20-inch black alloy wheels
• Two-tone camel and black leather seats
• Ventilated front seats
• Front-seat, steering-wheel and door-mirror memory
• Panoramic sunroof
• Black headlining
• Black exterior mirrors and wheel-arch mouldings
• Dark bumpers
• Front grille LED lighting
• Digital rear-view mirror
• Adaptive Driving Beam
• Nanoe X air purifier

A roof rack cops plenty of punishment once you leave the bitumen, whether you’re heading into the High Country, chasing fishing spots along the coast or setting up for a remote touring trip.

Yakima’s next-generation LockNLoad Platform (↗) builds on its proven design with updates aimed at making it lighter, easier to use and more versatile on the tracks.

Designed and tested in Australia, the latest LockNLoad Platform features a lighter aluminium construction, additional mounting channels, improved aerodynamics, integrated cable management and compatibility with full-width LED light bars, while retaining the strength, versatility and durability that have made LockNLoad a trusted choice for Australian adventurers.

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The lighter design helps maximise available roof load capacity, while the integrated wind deflector helps reduce noise during highway driving. Accessory channels across the top and underside provide more mounting options for touring gear, while integrated cable routing keeps wiring for lights, radios and solar setups protected and neatly tucked away.

A key feature that remains is Yakima’s east-west slat design, which makes mounting gear simple and supports a wide range of touring accessories, often without needing additional adapters. From rooftop tents and awnings to bike carriers, recovery gear, watercraft carriers and general cargo, the platform is designed to adapt to a variety of touring setups.

Designed for everything from weekend trips to longer remote touring adventures, the new LockNLoad Platform (↗) is built to adapt as your setup changes and your travels take you further.

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At a glance: New LockNLoad roof rack platform

• Lighter construction for increased usable roof capacity
• Integrated wind deflector for quieter driving
• Top and underside accessory channels
• Built-in cable management
• Full-width light bar compatible
• Signature east-west slats for easier loading
• Powder-coated corrosion-resistant aluminium

Complete the ultimate touring setup

RuggedLine HD (↗): RuggedLine HD (heavy-duty mounting system) is engineered for strength and stability, delivering a secure, vehicle-specific fit across a range of carrying setups.

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OverNOut 180 / 270 awnings (↗): Taking It Easy just got easier with the OverNOut awning range. Easy to Use Freestanding Awning.

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AceO’Spades (↗): Keep your shovel or any other longitudinal gear at easy reach and free up more space in your vehicle.

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Mitsubishi has globally revealed its all-new Pajero, bringing back its iconic 4WD nameplate as a new-gen flagship SUV.

Built in Thailand, the new Pajero will launch there first before arriving in Japan and Australia. Mitsubishi plans to expand it into roughly 100 markets from 2027, with Australian pricing and specifications to be announced soon.

“Under our mid-to-long-term vision for the 2030s, we aim to enhance customer satisfaction and corporate value by developing distinctive products and strengthening our brand, while further reinforcing what makes Mitsubishi Motors unique,” said Keisuke Kishiura, president and chief operating officer of Mitsubishi Motors.

“The all-new Pajero is the first model to bring this vision to life. As our flagship model, it will lead not only the Pajero series to follow, but the entire Mitsubishi Motors lineup. Evolved with a new level of refinement, the all-new Pajero is a premium cross-country SUV that drivers can rely on in any situation.

“We will introduce the model to markets around the world in phases, and we hope customers will look forward to its arrival.”

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Under the bonnet is a 2.4-litre turbo-diesel producing 480Nm, paired with a new eight-speed automatic. The Pajero retains a proper ladder-frame chassis and Mitsubishi’s Super Select 4WD-II system, with 2H, 4H, 4HLc and 4LLc modes.

It also gets Mitsubishi’s Super-All Wheel Control (S-AWC) system, which integrates Active Yaw Control, stability and traction control and ABS to manage the vehicle’s behaviour across all four wheels. Seven drive modes are available: Normal, Eco, Gravel, Snow, Mud, Sand and Rock.

Built for off-road work

The new Pajero uses a highly rigid ladder frame, with increased use of high-tensile steel to improve rigidity while reducing weight.

Up front, the Pajero gets independent double wishbone suspension, while the rear uses a newly developed five-link rigid axle. Mitsubishi has also strengthened the body mounts to reduce vibration and improve ride quality over rough terrain.

Ground clearance is listed at 230mm, with a 30.4-degree approach angle, 22.6-degree breakover angle and 25.8-degree departure angle. The Pajero measures 4920mm long, 1925mm wide and 1910mm high, with a 2870mm wheelbase and a 52:48 front-to-rear weight distribution.

A 3D Multi Around Monitor uses four cameras to provide a view around the vehicle, including a front under-floor view that shows terrain normally hidden from the driver. It automatically activates when 4HLc or 4LLc is selected.

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Interior gets a major upgrade

The new Pajero is a three-row, seven-seat SUV. The second-row seats have a 150mm sliding range, allowing owners to adjust passenger legroom and access to the third row. The second row can also tumble forward to make getting into the rearmost seats easier.

A five-seat version could also be offered in Australia, although we’ll have to wait and see whether Mitsubishi Australia confirms it will be part of the local line-up.

The cabin features a pair of 14.3-inch displays integrated into a horizontal dashboard. The Multi-Meter display brings back the look of the old Pajero’s triple gauges, while providing information such as altitude, compass heading, temperature and vehicle pitch and roll.

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The front and second rows get seat ventilation, while three-zone climate control provides separate temperature settings throughout the cabin. Mitsubishi has also added acoustic glass and additional insulation to reduce wind and engine noise.

The Smartphone-link Display Audio system supports wireless smartphone connectivity for mapping, music and compatible apps. Mitsubishi Connect adds connected features including remote climate control, vehicle status checks and an SOS emergency call function.

A 12-speaker Dynamic Sound Yamaha Ultimate audio system, developed with Yamaha, is also available. It uses dual amplifiers and noise-compensation technology that adjusts the audio according to vehicle speed and road noise.

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More safety tech

Safety equipment includes forward collision mitigation with pedestrian, cyclist and motorcyclist detection, junction assist, predictive forward collision warning and pedal-misapplication assistance.

Emergency Lane Assist can provide steering assistance if a lane-departure risk is detected, while Front Cross Traffic Alert monitors for vehicles approaching from either side at intersections.

Mitsubishi’s MI-PILOT system combines adaptive cruise control and lane-keeping assistance for highway driving. Eight airbags are fitted, including a centre airbag designed to reduce contact between the front occupants in a crash.

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The Pajero is back

First launched in 1982, the Pajero became one of Mitsubishi’s most recognisable 4WDs, with more than 3.29 million produced across four generations.

The new model keeps the fundamentals that made the name famous, including a ladder frame, low-range 4WD, diesel torque and a rigid rear axle, while adding substantially more technology, safety and cabin refinement.

Australian pricing and specifications are expected to be announced soon, so keep an eye on this website if you want to hear the latest news first.

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Key features

Engine and drivetrain

• 2.4-litre turbo-diesel engine producing 480Nm
• Eight-speed automatic transmission
• Super Select 4WD-II with 2H, 4H, 4HLc and 4LLc modes
• Super-All Wheel Control (S-AWC)
• Seven drive modes: Normal, Eco, Gravel, Snow, Mud, Sand and Rock

Chassis and off-road

• Ladder-frame chassis
• Independent double wishbone front suspension
• Five-link rigid rear axle
• 230mm ground clearance
• 30.4-degree approach angle
• 22.6-degree breakover angle
• 25.8-degree departure angle
• 3D Multi Around Monitor with front under-floor view

Interior and technology

• 150mm second-row sliding range
• 14.3-inch displays
• Multi-Meter off-road display
• Three-zone climate control
• Front and second-row seat ventilation
• Acoustic glass
• Wireless smartphone connectivity
• MITSUBISHI CONNECT connected services
• 12-speaker Dynamic Sound Yamaha Ultimate audio system

Safety and driver assistance

• Emergency Lane Assist
• Front Cross Traffic Alert
• MI-PILOT highway driving assistance
• Forward Collision Mitigation
• Predictive Forward Collision Warning
• Pedal Misapplication Assistance
• Eight airbags, including SRS centre airbag

Following a Kickstarter campaign that raised $2.2 million from 1800 backers, the FridgePower is now available through BLUETTI’s Australian website (↗).

The 2016Wh power station is designed to keep fridges and other essential equipment running during outages or extended off-grid trips, with a 75mm-thick design that makes it easier to fit into tight touring setups.

We’ve also put the FridgePower through its paces in a 4WD touring setup. Read our full review covering how it performs!

Slim design for touring

Unlike traditional portable power stations, the FridgePower (↗) can be wall-mounted, positioned on top of a fridge or tucked into narrow gaps in a 4WD canopy, caravan or camper trailer.

That compact footprint could be useful in touring builds where space is already at a premium, while its 10ms UPS switchover automatically takes over if mains power is interrupted.

BLUETTI says the 2016Wh battery can run a refrigerator consuming around 2kWh per day for approximately 21.6 hours. Up to three BC200 expansion batteries can be added, taking total capacity to 8,064Wh and providing up to four days of refrigeration backup.

It can also power equipment such as Wi-Fi routers, CPAP machines and other essentials, while a grid power bypass provides additional protection when the unit is idle.

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More than a fridge backup

The FridgePower (↗) delivers 1800W of continuous output and 3600W of surge power, allowing it to run appliances including microwaves, travel kettles and sump pumps.

For touring, it can also handle lower-draw equipment such as laptops, TVs and Starlink terminals, with BLUETTI claiming just 4W of self-consumption. Operating at around 30dB, it is designed to run quietly in confined spaces.

The system can be paired with BLUETTI’s Charger 2 and DC Hub, providing 700W DC power and alternator charging. Adding the PV200 solar panel provides both solar and alternator charging for longer off-grid trips.

The BLUETTI app provides real-time power monitoring, Extreme Weather Alerts and access to four UPS modes: Standard, PV Priority, Time-of-Use and Customised. An optional Display 1 provides at-a-glance monitoring, while Amazon Alexa, Google Home and Home Assistant integration is also supported.

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Australian pricing

The FridgePower (↗) is available from September 2, with introductory pricing running until October 7. The launch prices can be combined with a further 6 per cent discount using the code 4X4FP6, with the offer available until October 7.

When you’re building a 4WD for serious touring, suspension, tyres, a snorkel and underbody protection tend to get most of the attention. 

The less glamorous components buried inside the driveline are easy to overlook, even though they’re just as important to keeping the vehicle moving. Front axle seals are a good example. They’re out of sight and usually out of mind, right up until one fails.

Their job is straightforward: Keep diff oil in and water, dirt and grit out of the axle and bearing assembly. But when a seal starts leaking, the problem can spread. For LandCruiser owners in particular, premature axle shaft wear and oil leakage can become an issue, particularly on vehicles exposed to demanding off-road conditions and heavy use.

What causes a front axle seal to fail?

The seal runs against the axle shaft, creating a barrier between the diff oil and the outside world. 

Over time, that contact can wear a groove into the shaft. Once that happens, replacing the seal alone isn’t always enough because the new seal is still running on a worn surface. Off-road conditions add to the abuse. Water crossings, mud, dust and fine grit can all take their toll. Bigger tyres, extra weight and the demands of touring and towing also place more strain on the front driveline.

A leaking inner axle seal can allow diff oil to migrate into areas where it shouldn’t be, potentially contaminating surrounding components and creating another repair job.

Terrain Tamer’s Heavy Duty Front Inner Axle Seal (↗) uses a dual-lip design, with the two sealing surfaces intended to provide protection against oil leakage and contaminant ingress. Terrain Tamer (↗) also says the design can maintain effective sealing on axle shafts that have already experienced some wear.

That matters because fitting a new seal doesn’t necessarily fix a problem with the shaft itself. If the shaft has already worn where the seal runs, the condition of both components needs to be considered.

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Less friction, less wear

A seal needs enough contact with the shaft to do its job, but excessive friction creates heat and accelerates wear.

Terrain Tamer (↗) says its seal uses a self-lubricating design that reduces friction by up to 30 per cent. The company says this reduces contact wear between the seal and axle shaft, potentially extending the life of both components.

That’s particularly relevant to a loaded touring vehicle spending days on corrugations, low-range tracks and long highway runs. Finding a worn seal or bearing in the workshop is a much easier problem to deal with than discovering a leak or damaged component in the middle of a remote trip.

Check more than the seal

Replacing the seal is only part of the job. If the front end is already apart, it’s worth checking the bearings, axle shafts, seals and other components rather than simply replacing one part and hoping everything else is fine.

The new Heavy Duty Front Inner Axle Seal will be included in applicable Terrain Tamer Heavy Duty Bearing Kits (↗), which combine bearing and sealing components for the relevant application. For an older 4WD being prepared for a long trip, checking these components while the front end is apart can save having to pull it apart again later.

The front axle is only one part of a touring 4WD. The driveline, suspension, cooling system, electrics and brakes all need to be up to the job. Consider a vehicle running bigger tyres and carrying a steel bar, winch, roof rack, drawers, long-range tank and camping gear. That’s a significant amount of additional weight on the vehicle, which is why regular inspections matter.

Check the wheel bearings for play and condition, inspect the diff oil for contamination, look over the CVs and axle shafts for wear, and check the seals for signs of leaking. Finding a problem in the workshop is a lot easier than finding it halfway through a remote trip.

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LandCruiser and Patrol applications

The new Terrain Tamer Heavy Duty Front Inner Axle Seal (↗) is available for a range of Toyota LandCruiser 70, 80 and 100 Series models, as well as Nissan GQ and GU Patrols.

For an older 4WD with plenty of kilometres behind it, it’s worth considering when carrying out a front-end rebuild or tracking down an axle seal leak.

The bigger point is to inspect the axle assembly rather than treating the seal in isolation. If the shaft or other components are already showing signs of wear, replacing the seal without addressing the underlying problem may only postpone the next repair.

FAQs

What does a front axle seal do?

A front axle seal keeps diff oil inside the axle assembly while preventing water, dirt and grit from getting in.

What causes front axle seals to fail?

Wear on the axle shaft, along with exposure to water, mud, dust and fine grit, can contribute to seal failure. Bigger tyres, additional vehicle weight and heavy touring or towing use can also place more strain on the front driveline.

Can a new axle seal fix a worn axle shaft?

Not necessarily. If the axle shaft has developed a groove where the seal runs, replacing the seal alone may not address the underlying wear.

How can you tell if a front axle seal needs attention?

Signs include oil leakage around the axle assembly. During a front-end inspection, it’s also worth checking the axle shafts, CVs, wheel bearings and diff oil for signs of wear, play or contamination.

Which 4WDs does the Terrain Tamer Heavy Duty Front Inner Axle Seal suit?

The seal is available for a range of Toyota LandCruiser 70, 80 and 100 Series models, as well as Nissan GQ and GU Patrols.

It’s hard to believe the modern Land Rover Defender (L663) has been with us for seven years already.

In that time, there have been minor tweaks and specification changes, while powertrains have come and gone and the Defender range sold in Australia has grown to 18 variants across the 90, 110 and 130 body sizes. You won’t get into a new Defender for less than $100,000 these days, while at the top of the range sits the Defender OCTA Black at an eye-watering $314,300.

The most recent mechanical change to the Defender range saw the petrol-powered Ingenium inline-six replaced by a V8. The diesel option remains the sublime Ingenium six, and there’s a petrol-electric hybrid available as well.

I haven’t met a vehicle yet that hasn’t benefited from a V8 transplant, particularly when it’s a supercharged V8, so I thought it was time to get back into a Defender. The vehicle we have on test here is the entry-level X-Dynamic SE P425, which is priced at $132,400 plus on-road costs.

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As with most modern Land Rover vehicles, accessory packs are a big part of the selection process. This particular Defender benefits from the Off-Road Pack, which adds an electronic active differential with torque vectoring, 20-inch all-terrain tyres, a domestic 230V power socket in the cargo area, black roof rails and Wade Sensing for an additional $1239.

Then there’s the Advanced Off-Road Pack, which adds Terrain Response 2, Configurable Terrain Response and All Terrain Progress Control (ATPC). The Premium Upgrade Interior Pack adds extended leather trim, a leather steering wheel and gear shifter, an electrically adjustable steering column and 14-way heated and cooled front seats with driver’s memory for $3691.

Light Cloud perforated Windsor leather seats with a matching Light Cloud interior add another $2048. There’s also a matte protective vinyl wrap, dark alloy wheels, privacy glass, a blacked-out roof and several other extras, bringing the price as tested to $154,031 plus on-road costs.

That might sound like a lot of money, but when you compare the Defender with a similarly equipped and specified LandCruiser 300 Series, it actually has a lower purchase price.

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Supercharged V8 

The 5.0-litre V8 might be relatively new to the current Defender, but it’s not new to Land Rover and Jaguar, having been used in various models since the British brands were owned by Ford.

It shouldn’t be confused with the turbocharged V8 found in the Defender OCTA and some Range Rover models. That engine comes from BMW, while the OCTA is another story altogether. The supercharged V8 pumps out 313kW and 550Nm through an eight-speed automatic transmission and all-wheel-drive system.

That’s more than enough to make the Defender step up and boogie on the open road, while the fully independent air suspension does a brilliant job of controlling the big, tall wagon through the twisties. There’s a hint of supercharger whine when you put your foot down, but it is soon drowned out by the bellowing V8 as the revs and speed rise. The same air suspension gets the job done on gravel roads, where it feels firm but doesn’t transmit small, high-frequency bumps and corrugations through to the cabin as some stiffly sprung vehicles do.

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With the roads wet, and travelling alone on modest all-terrain tyres, we didn’t venture onto any serious off-road tracks. However, the extra ground clearance provided by the height-adjustable suspension came in handy when getting over mounds and logs lying across the track. Only the centre and rear differentials are auto-locking in the Defender, although we didn’t need the extra traction they provide on this drive.

The inclusion of All Terrain Progress Control – similar to crawl control and other such systems – is a worthwhile addition that makes driving across rough and technical terrain easier, especially for novice drivers. Wade Sensing is also clever, showing the driver the water depth during a crossing, while the camera provides a clear view of any obstacles that might be hidden mid-stream.

It was interesting to drive this Defender in the week after we tested the new LandCruiser Performance Hybrid 300 Series, and to consider how buyers wanting more than a diesel engine in a large 4×4 are now spoilt for choice.

Inside the Defender 

The interior of the L663 Defender has evolved since the model’s launch, with more premium materials and soft-touch surfaces throughout the cabin than in the more basic models offered at the start of this generation.

This is especially evident when it is equipped with premium option packs, as this example is. We’re not sure many owners will select the Light Cloud leather seats if they plan to use their Defender off-road, but they look good while they’re new and the heating function was appreciated during our midwinter travels.

The cabin has a premium feel, with distinctive design and clever storage options. It’s a refreshing change from the generic cabins found in so many vehicles from Asian manufacturers, and it’s great to see design and style playing a part without sacrificing usability.

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Most of the controls are easy enough to navigate, although it took some searching through the menus to find the FM radio. The controls for the Terrain Response drive modes are also now hidden within the touchscreen and are not as easy to use without taking your eyes off the road as the rotary dial fitted to previous versions. It’s just as well Terrain Response now has an Auto mode that adjusts the vehicle’s settings to suit the driving conditions.

The recent update brought a larger 13.1-inch multimedia screen, while the Meridian sound system delivers suitably premium audio. The Defender’s tall cabin provides plenty of headroom for passengers in both rows, while the cargo area is large and has a hard-wearing floor. The second-row seats fold flat to create a longer load space that is big enough for most people to sleep in if needed.

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Verdict

Whether powered by a supercharged petrol V8, turbo-diesel six or petrol-electric hybrid, the Defender remains a capable off-road wagon across any terrain, yet adds elements of style and luxury that give it a truly unique presence.

The supercharged V8 gives the Defender stronger on-road performance and just a touch of V8 mongrel without compromising its off-road capability, while enhancing its all-roads driveability. This drive reminded us that the Defender remains a serious alternative to popular large 4×4 wagons such as the LandCruiser 300 Series and Nissan Patrol, with the quality, capability and heritage that emerging luxury brands can only dream of.

Like all models in the Land Rover line-up, the Defender is covered by a five-year, unlimited-kilometre warranty and five years of roadside assistance. A five-year/130,000km service plan is available for $3900, whichever comes first.

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Specs

As we eagerly await the arrival of the Nissan Y63 Patrol in early 2027, we’ve been spending some time with a couple of the Patrol’s most likely petrol-powered 4×4 wagon competitors in the form of the Toyota LandCruiser 300 Series Performance Hybrid and the Land Rover Defender P425.

The Australian 4×4 market is heavily diesel-biased, as the more efficient fuel best suits the long distances and style of outback driving we enjoy. However, there appears to be a push to bring more petrol-powered vehicles into Australia. Part of this comes as we’re importing more vehicles built in China and the USA, where petrol is the dominant fuel and diesel has become a bit on the nose. With the US Government relaxing vehicle emissions regulations, who knows how far the country will devolve?

While regular unleaded petrol is generally cheaper than diesel, many of the latest petrol engines are turbocharged or supercharged and require premium unleaded, bringing the price much closer to diesel at the pump.

The new petrol engines are much more efficient than they were in the past, with modern engine management systems and forced induction helping out. Even so, a petrol engine will still consume more fuel than a diesel on the same trip. Add a heavy load or trailer to your petrol-powered rig and fuel consumption will really climb, meaning more fuel stops or larger fuel tanks.

Forced induction and other technologies have also made petrol engines more complex and potentially more susceptible to problems. We used to say a simple, naturally aspirated petrol engine was less complex and more reliable than a common-rail turbo-diesel, but can we still say that now both engine types use these technologies?

Service intervals and costs for petrol engines should still be lower than for diesels, while purchase prices have become much closer between equivalent models.

Aside from the American pick-up trucks and some of the new hybrid models, Australia’s popular ute market remains primarily diesel-powered. Volkswagen is the only brand to offer a petrol-powered midsize 4×4 ute, and it’s a slow seller here. I wonder if Ford offered the same 2.3-litre petrol engine in the Ranger line-up whether it would do any better.

I do think a petrol-powered Ford Everest would be a good option, but whether there would be enough sales to justify it remains the big question.

Would you choose petrol over diesel for your next 4×4?

The JAC Hunter PHEV will arrive in Australia with a locally developed vehicle dynamics tune, with engineer Michael Barber of Multimatic brought in to tailor the ute to local roads and conditions.

The plug-in hybrid ute is planned to launch in Australia in the third quarter of 2026, with Barber’s work forming part of the development program ahead of its arrival.

Barber began by testing and evaluating the Hunter in Australia before travelling to JAC’s facilities in China to work directly with its engineering team on implementing the changes into the production vehicle. His previous experience includes senior engineering roles with Holden Special Vehicles and Multimatic. 

“We asked Michael to tell us exactly what the Hunter needed to perform at its best on Australian roads,” said Ahmed Mahmoud, Managing Director of JAC Motors Australia. “JAC listened, acted and implemented every one of his recommendations. Nothing was selectively adopted or deferred to a future update. There were no shortcuts.”

JAC says the complete dynamics tune will be fitted to production vehicles from launch, rather than having some changes introduced later as part of a model update.

The company has spent several million dollars on the Hunter’s Australian development program, including local testing, engineering and validation. The work has focused on steering response, stability, body control and ride quality.

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According to JAC, the changes should deliver more precise steering, greater stability at higher speeds and improved control over uneven surfaces, along with a more settled ride.

The Hunter PHEV will be sold in Australia in two 4×4 variants. The Hunter Pro is priced at $49,988 plus on-road costs, while the Hunter X costs $54,844.

Both variants use a 2.0-litre turbo-petrol engine and dual electric motors, producing a combined 360kW and 1010Nm. The ute has a 915kg payload and 3500kg braked towing capacity, while JAC claims up to 100km of EV-only driving and combined fuel consumption of 1.6L/100km.

The Australian-developed tune will also be used in other markets, with New Zealand the first overseas market confirmed to receive the Hunter with the same vehicle dynamics package. JAC says it is also planned for multiple other international markets.