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

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

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

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

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

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

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

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

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

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

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

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

JUMP AHEAD

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

Powertrain

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

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

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

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Model grades

The MGU9 will be available in three grades:

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

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Interior

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

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

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

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

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Exterior

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

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

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

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First drive impressions

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

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

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Warranty and ownership

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

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

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

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

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

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

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

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

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

JUMP AHEAD

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

Bullbars: Front protection

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

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

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

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

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

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

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

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

Brush bars: Guard the sides

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

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

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Rock sliders and steps

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

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

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

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

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

Underbody plates

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

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

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

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

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

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

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

Rear bumpers

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

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

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

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Paint protection

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

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

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

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

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

The new-generation Mitsubishi Triton made its Australian debut in February 2024, following a global unveiling in July 2023.

The GLX-R variant, introduced as part of the MY24.5 update in October 2024, sits between the fleet-focused GLX+ and the more feature-rich GLS. Priced from $56,740 before on-road costs, it competes directly with mid-spec rivals like the Ford Ranger XLS and Isuzu D-Max LS-M.

JUMP AHEAD

• Driving and performance
• Interior practicality
• Strengths and weaknesses
• Verdict
• FAQs
• Specs

Driving and performance

The 2.4‑litre twin-turbo diesel produces 150kW and 470Nm, sent through a six-speed automatic and Mitsubishi’s Super Select II full-time 4WD system. On bitumen, the Triton GLX-R remains composed, with a drivetrain and transmission combination that easily accommodates overtaking, towing and general daily driving.

The six-speed auto may be adequate for on-road use, but off-road it can feel a little sluggish or imprecise, especially on steep climbs or technical terrain where low-speed control is crucial – a few extra ratios would help. The engine delivers strong low-end torque, though it can sound coarse under load, particularly when towing or fully loaded.

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With 228mm of ground clearance and selectable terrain modes (Normal, Eco, Gravel, Snow, Mud, Sand, Rock), the GLX-R is well-equipped to pursue off-road tracks on the weekend. Approach and departure angles are decent for trails and tracks, but wheel articulation is biased toward on-road comfort. Underbody protection is modest, making aftermarket upgrades likely for serious off-road use.

Suspension tuning favours bitumen, giving a stable, confident ride on-road but slightly restricting compliance on technical off-road sections. Official fuel consumption is 7.7 L/100 km, though real-world driving is closer to 9-10L/100km, and higher when towing or carrying a full tray.

Interior & Practicality

The cabin is hard-wearing and easy to clean, though it already feels dated.

The nine-inch infotainment screen is small by modern standards and the interface can be frustrating when connecting phones or apps. It also lacks some mid-range mod-cons, such as heated seats and electronic seat adjustment.

On the plus side, physical controls for the 4×4 selector, drive modes, and terrain settings are large, simple and intuitive. The stock seats are comfortable and supportive; dual-cab space is ample; and there’s decent storage throughout (yes, even bottle-sized door pockets). A common gripe is the overly intrusive driver monitoring and lane-keeping systems, which persistently nag until disabled.

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Verdict

At around $60K driveaway, the GLX-R is a solid all-rounder, balancing on-road comfort with weekend off-road capability. It’s not flashy or tech-heavy, but it hits a practical sweet spot in the Triton range and comes with Mitsubishi’s industry-leading warranty.

FAQs

Is the Triton GLX-R good for towing caravans?

Yes. 3500 kg braked capacity and 470Nm torque can handle most caravans, though rivals offer more comfortable cabins for long trips.

What fuel economy does it return?

Officially 7.7 L/100 km; real-world use is closer to 9 L/100 km, rising to 13–14 L/100 km when towing.

Is it reliable for long-distance touring?

Yes. The 10-year warranty (with dealer servicing) and proven drivetrain make it capable for extended trips, though, as mentioned, the cabin is less refined than some rivals.

What are its main drawbacks?

Intrusive driver-assist systems, basic cabin with dated infotainment, and a noisy engine.

How does it compare to rivals like the Ranger or Tasman?

More affordable with a longer warranty. The Ranger offers a more modern interior and refinement; the Tasman is stronger on challenging off-road tracks thanks to superior wheel travel and traction control.

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Specs

Grays.com – one of Australia’s biggest online auction websites – is renowned for its giant catalogue of 4x4s, cars, boats, motorbikes, trucks and even earth-movers and mining equipment.

Its ever-changing selection of 4×4 vehicles ranges from tough off-roaders to practical highway tourers and everything in between – and you’ll find most makes and models. Each listing provides detailed information on the vehicle’s condition, features and specs, making it easier to find the right fit for your needs. A straightforward buying process combined with the ability to inspect vehicles makes it a relatively easy experience.

We’ve handpicked a selection of 4x4s currently listed on the site, but keep an eye on when the auction closes so you don’t miss out on a bargain 👇

2022 Toyota HiLux SR5

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This 2022 Toyota HiLux SR5 is ex-government owned and has travelled 35,161km. It comes in white with a black interior, and the vehicle includes both keys, the owner’s manual and a full service history.

The Hilux is said to be in good condition for its age and kilometres, with some medium scratches and minor dents on body panels. The engine turns over and the vehicle is mechanically sound. Registered in Victoria until 23/07/2026, registration will transfer only to a bidder with a valid Victorian driver’s licence.

• Total mileage: 35,161km
• Location: VIC
• Auction ends: September 21 at 20:00 (AEST)

2021 Isuzu MU-X LS-U

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This 2021 Isuzu MU-X LS-U is ex-government owned and has travelled 97,358km. It comes in white with a black interior, and includes both keys, the owner’s manual, and a full service history.

The MU-X is reported to be in good condition for its age and kilometres, with some dents and marks on body panels consistent with regular use. The engine turns over and the vehicle is mechanically sound. Registered in Victoria until 18/01/2026, registration will transfer only to a bidder with a valid Victorian driver’s licence.

• Total mileage: 97,358km
• Location: VIC
• Auction ends: September 21 at 20:00 (AEST)

Toyota LandCruiser BJ42

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This Toyota LandCruiser BJ42 is a heavily modified soft-top model previously written off and listed on the Written Off Vehicle Register (WOVR). It comes in black with a red interior and has travelled 460,122km. Please refer to the attached PPSR and check with your state road authority regarding registration eligibility.

The LandCruiser is sold unregistered, without plates, and is a non-runner. The engine turns over but is difficult to start and runs rough. The vehicle has visible rust, dents, and wear consistent with its age and kilometres, along with a flat battery, missing front driveshaft, and a power steering leak. Inspection is strongly recommended to assess condition before purchase.

• Total mileage: 460,122km
• Location: NSW
• Auction ends: September 21 at 20:00 (AEST)

Completed auctions

2017 Toyota LandCruiser Workmate

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This 2017 Toyota LandCruiser Workmate (VDJ76R) is a five-seat, white wagon with a 4.5L diesel engine, manual transmission, and part-time 4WD. Odometer reads 166,337km. Sold unregistered and without plates, it includes the key and spare, but no owner’s manual or service history. The engine turns over.

Condition notes: body shows dents, marks, and wear consistent with use, major corrosion is visible, and the rear step is damaged. It features an upgraded audio system. A rugged, high-mileage 76 Series Workmate suitable for buyers looking for a capable 4×4 to restore, upgrade, or use straight away in tough conditions.

• Total mileage: 166,337km
• Location: NSW
• Auction ends: August 31 at 20:00 (AEST)

2009 Toyota Prado Kakadu

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This 2009 Toyota Prado Kakadu is a seven-seat wagon with a 3.0L turbo-diesel, automatic transmission, and full-time 4WD. It has 215,033km on the clock and comes in white with a black interior.

Sold unregistered and without plates, it includes the key and spare but has no owner’s manual or service history. The engine turns over. Cosmetic issues include a worn driver’s seat, a broken driver’s window switch surround, and a damaged right-hand passenger door handle. Overall, it shows general wear consistent with age and mileage.

• Total mileage: 215,033km
• Location: QLD
• Auction ends: August 31 at 20:05 (AEST)

1963 Nissan Patrol (manual)

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This G60 Patrol has seen better days, but that’s what makes it a proper project. Under the bonnet is a 4.0L petrol backed by a manual gearbox, showing 60,399 miles on the clock. Registration is transferable to NSW licence holders only.

Make no mistake – it’s rough and will need plenty of attention. But early Patrols like this don’t surface often, and when restored, they hold strong value among collectors and 4×4 enthusiasts alike. With its simple mechanicals and rugged design, it’s the kind of rig that can be brought back to life in the shed and enjoyed for years to come. A rare opportunity to take on an old-school off-road icon and give it a new lease on life.

• Total mileage: 60,399 miles
• Location: NSW
• Auction ends: August 28 at 19:00 (AEST)

2019 Dodge Ram 2500

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This 2019 Dodge Ram 2500 requires attention to its 4WD system, which is currently not operational, but otherwise presents as a well-equipped heavy-duty ute. Finished in maroon with a black leather interior, it seats five and shows 76,955km on the odometer.

Powered by a diesel engine and six-speed automatic transmission, it comes with dual-zone climate control, heated leather seats, navigation, Bluetooth, reverse camera, park assist, UHF radio, Rhino Rack, sunroof, and electric windows. Supplied with one key, the owner’s manual, and documented service history, the engine starts and runs. Interior condition is good overall, with minor wear and a glovebox requiring attention; the exterior has small dents and scratches consistent with age and use. Sold unregistered and without plates.

• Total kilometres: 76,955km
• Location: SA
• Auction ends: August 14 at 20:00 (AEST)

2015 Mitsubishi Pajero GLX

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This 2015 Mitsubishi Pajero GLX LWB 4×4 offers seven-seat versatility and proven off-road capability, powered by a 3.2L turbo-diesel engine paired with an automatic transmission and selectable 4WD. Showing 247,101km, it’s finished in grey with a black interior and comes with the owner’s manual, service history, and one key.

Features include climate control, Bluetooth, cruise control, reversing camera, nudge bar, roof rails, and a third-row seat, backed by a five-star ANCAP safety rating. The engine starts and runs, with body condition reflecting its age and mileage – including a large scratch and scuff on the front right bumper plus other minor dents and marks. Registered in Victoria (1EX4VH) until 26 June 2026, registration will only be transferred to a buyer holding a valid VIC driver’s licence; otherwise, it will be sold unregistered.

• Total kilometres: 247,101km
• Location: VIC
• Auction ends: August 14 at 20:00 (AEST)

2008 Toyota LandCruiser VX

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More of a risk, but this 2008 Toyota LandCruiser VX VDJ200R is an eight-seat, constant-4WD wagon powered by a 4.5L V8 turbo-diesel engine and automatic transmission. Showing a huge 428,534km, it’s finished in blue with a grey leather interior and comes with the owner’s manual, service history, and one key.

Features include climate control, Bluetooth, cruise control, leather trim, sunroof, bull bar, rear park distance control, third-row seating, and more. The engine starts and runs, but given the vehicle’s age and high mileage, a mechanical inspection is strongly recommended as it may require repairs and maintenance. Condition is consistent with use, including body dents and marks, a chipped or cracked windscreen, interior wear, and a radio that is security locked. Sold unregistered and without plates.

• Total kilometres: 428,534km
• Location: NSW
• Auction ends: August 17 at 20:10 (AEST)

Always remember there are risks involved when buying vehicles at auction, and no cooling-off period applies.

Ford has recalled 32 examples of its 2020-2022 F-150 in Australia due to a manufacturing defect that could lead to unexpected vehicle movement or loss of power while driving.

The problem centres on the rear wheel hub bolts, which may become loose or break over time. This fault can cause damage to the axle and hub splines, creating a risk of driveline failure. Ford has confirmed that while a broken bolt will not cause a wheel to detach from the vehicle, the consequences can still be serious.

A similar recall where the rear wheel hub bolts would loosen or break was issued earlier this year for more than 6400 F-150 vehicles in Australia built between 2023 and 2025.

If the issue occurs, the F-150 could move unexpectedly while in the park position, or suffer a loss of motive power while on the road. Both situations carry an increased risk of an accident that could put vehicle occupants, bystanders or other road users in danger.

Ford is in the process of contacting affected owners. In the meantime, anyone with a 2020-2022 F-150 who is unsure whether their vehicle is included in the campaign is advised to contact their local Ford dealer. Inspections and rectification work will be carried out free of charge.

This latest action comes on the back of two additional recalls announced last week. Ford issued a notice for 701 examples of the 2021 Everest over a tow bar assembly defect, while a separate recall targeted 1643 examples of the 2024-2025 Ranger due to a brake software fault that may reduce braking performance.

The latest F-150 recall covers a total of 32 vehicles in the Australian market.

Ford has unveiled a range of factory-backed accessories for its upcoming Ranger Super Duty including a heavy-duty steel tray, ARB bull bar, Warn winch and bundled packs designed for farm work, job sites and off-road use.

The accessories, engineered to work with the Super Duty’s chassis electrics and safety systems, can be fitted at the dealer before delivery and come with a five-year warranty when installed by an authorised Ford dealer. Ford has also revealed full specs for the Ranger Super Duty.

“We understand that our Ranger Super Duty customers demand the utmost in performance and reliability from their vehicles, and that extends to their accessories,” said Brad Hogg, Marketing and Sales Manager, Ford Customer Service Division.

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Heavy-duty tray for hard use

At the centre of the range is a purpose-built steel tray designed for heavy-duty workloads. 

It comes with a headboard, quick-lock drop-sides, anti-rattle latches, integrated taillight protectors and 400kg-rated lashing rings. The bolted construction reduces chassis stress compared with welded trays, while a dedicated mount kit – tested at Ford’s proving grounds – is rated to handle heavy Super Duty payloads. The tray also features moulded mudguards and quick-lock hinges.

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“Our new line of Super Duty Ford Licensed Accessories offers a one-stop solution for customers, providing fully integrated, Ford-engineered products to prepare Ranger Super Duty for almost anything,” said Hogg. “From the robust steel tray to advanced device integration, every accessory is built to meet the rigorous demands of Ranger Super Duty work and adventure.”

At launch, customers will receive a toolbox and water tank included with their tray. This offer will end on March 31, 2026.

Pre-bundled packs

Ford is also offering three accessory packs to suit different types of use:

• Farm Pack: Tray choice (galvanised, body colour or matte black), water tank, tool box, ARB bull bar and all-weather mats.
• Work Pack: Tray choice, device mounts, all-weather mats, weathershields and wheel nut indicators.
• Adventure Pack: Tray choice, all-weather mats, Warn winch and rock sliders.

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Full list of accessory pricing

The accessory line-up also includes some big-ticket items from trusted aftermarket manufacturers, including an ARB Summit bull bar and a Warn winch neatly mounted behind the number plate. Inside, the Integrated Device Mounting System and Top Console Mount provide secure spots for phones, GPS units or dash cams, with charging ports and cable management built in.

Ford has officially released the full specifications for its upcoming 2026 Ranger Super Duty, which is set to arrive in Australia early next year. 

The reveal provides a comprehensive look at what buyers can expect across the Single Cab, Super Cab and Double Cab range, with the full rundown giving potential owners the first detailed insight into the Super Duty’s capabilities, dimensions and equipment levels ahead of its local launch.

Drivetrain

All Ranger Super Duty models are powered by a 3.0-litre V6 turbo-diesel engine producing 154kW at 3250rpm and 600Nm of torque at 1750rpm, with heavy-duty truck calibration meeting EU VI emissions standards. A 10-speed automatic transmission and full-time 4WD come standard across the range.

Weights

All Ranger Super Duty variants have a gross combined mass (GCM) of 8000kg and a gross vehicle mass (GVM) of 4500kg. Front and rear axle ratings are 1900kg and 2800kg respectively. Minimum kerb weights (excluding tray) range from 2518kg for the Single Cab to 2675kg for the Double Cab, giving payloads of 1982kg, 1885kg, and 1825kg.

Dimensions

All models share a 3270mm wheelbase and 5470mm overall length (5644mm with trailer tongue), with widths of 2197mm with mirrors extended. Ground clearance ranges from 295-299mm, approach angles from 36.1° to 36.3°, and wading depth is 850mm.

Off-Road and Towing Features

Standard equipment across all variants includes:

• Tow/Haul mode (part of selectable drive modes)
• Off-road screen
• Hill descent control
• Trail control and trail turn assist
• Front and rear rated recovery points

Optional factory-fitted equipment includes:

• Heavy-duty rock sliders
• Wheel nut indicators with centre wheel caps
• Dual battery kit
• Prestige paint

No-cost options are available for snorkel removal on all variants and rear seat removal on the Super Cab. Floor carpeting is exclusive to the Double Cab.

Suspension and Fuel

Built on a heavy-duty chassis with reinforced suspension, the Super Duty features front and rear locking differentials. Fuel systems are designed for efficiency and compliance, with a 130L fuel tank, AdBlue diesel exhaust fluid system, and diesel particulate filter regeneration control.

Interior, comfort and technology

Seating and trim

• Seating capacity: Single Cab 2 / Super Cab 4 / Double Cab 5
• Driver seat: 8-way manual adjustment
• Front passenger seat: 4-way manual adjustment
• Seat material: Cloth
• Steering wheel: Reach and height adjustable
• Floor covering: Vinyl (all), Carpet optional
• Child seat anchors (Double Cab only): ISOFIX (x2) and upper anchor points (x2)

Comfort and convenience

• Dual-zone climate control
• Front power windows (all models)
• Rear power windows (Double Cab only)
• Rain-sensing windscreen wipers
• Electrochromatic rearview mirror
• Underseat stowage (Super Cab and Double Cab)
• Rear air vents (Double Cab only)
• Auto headlamps

Technology and charging

• 12-inch colour touchscreen display
• 8-inch digital instrument cluster (configurable)
• USB ports (x3)
• Wireless charging
• 12V power outlets (x2)
• 400W Pro Power Onboard inverter (rear of console)
• Auxiliary switch bank (6 switches)
• Centre console with single lid and 2 cup holders
• Instrument panel cup holders
• Frame-mounted steel bumper
• Electric park brake
  

Ford also revealed a suite of factory-backed accessories for the Ranger Super Duty including a heavy-duty steel tray, ARB bull bar, Warn winch, and bundled packs tailored for farm, worksite, and off-road use.

The accessories can be fitted at the dealer before delivery and carry a five-year warranty when installed by an authorised Ford dealer.

Mazda Australia has given its BT-50 a mid-life makeover for 2025, and we liked it so much on the launch drive, we’ve now added one to the 4×4 shed.

JUMP AHEAD

• Part 1: BT-50 GT joins the shed
• Part 2: Quick camping getaway
• Part 3: Road trippin’
• Part 4: Woods Point
• Part 5: Tough Mudder
• Part 6: End of the road

Part 1: BT-50 GT joins our long-term garage

The BT-50 we have is actually one of the cars used for the launch, where we were impressed by the range of quality accessories now offered by Mazda – so we opted for one that has been suitably accessorised for our uses.

Our car is the GT-spec BT-50 that has a RRP of $66,170. The team at Mazda has then added almost $16K worth of factory-backed accessories, some of which are from known and respected 4×4 aftermarket brands. 

While the single-hoop steel front bumper is a product developed in Australia for Mazda, the driving lights mounted on it come from well-known brand, Lightforce. In fact, they are Lightforce’s premium ‘Beast’ LED lights that offer multiple beam patterns and exceptional performance.

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Similarly, the colour-matched canopy is unbranded for Mazda; the slide-out drawer system comes from US-brand Decked; and the seal-kit to keep dust out of the tray and drawers was developed locally. 

The BT-50 GT comes very well-equipped with standard equipment including but not limited to black leather seats; eight-way power adjustment on the driver’s seat; heating on both front seats; a blacked-out interior; nine-inch multimedia touchscreen with Apple CarPlay and Android Auto (wireless and USB); rear seat air-con; remote engine start; front parking sensors; reversing camera and sensors; adaptive cruise control with stop-and-go; Emergency Lane Keeping with road edge detection; Rear Cross Traffic Brake; LED headlights, sat-nav; TPMS; and 18-inch alloys. It’s a fully loaded package befitting the model that sits second on the model line-up.

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The powertrain is the familiar Isuzu 3.0-litre diesel backed by a Aisin six-speed auto and part-time/dual-range 4×4 with a rear diff lock and Rough Terrain mode button. It’s well proven and, while it might not be at the pointy end of performance, it gets the job done without messing around.

Initial impressions tell us we’ll appreciate the luxury features and spec of the GT model, as well as the added functionality and security that the accessories add to the car. We’re hitting the highway for an interstate road trip with the Mazda over the Easter and Anzac Day break, so there are a few adventures planned to break up the day-to-day workload the BT will be helping us out with. 

• Total kilometres: 2211km
• As-tested price: $66,170

Factory-backed accessories

• Paint: $695
• Accessories: $15,864
• Tub drawers: $4597
• Canopy (lift windows): $4688
• Bull bar (Premium single hoop): $3940
• Lightforce LED Beast driving lights: $1811
• Dust seal kit: $828

Part 2: Quick camping getaway

With an unusually long dry Victorian summer, It was an opportunity, making the quick decision to grab a night away in the Mazda before life returns to more indoors activities.

Searching for a location a few hours from Melbourne that’s dog friendly and scenic I found a campground that looked the perfect fit, in Loch Valley, Gippsland. Whilst solo camping is okay, having a buddy for Cleo and I would be more fun. Karen, who often minds Cleo enthusiastically accepted, bringing Piper, for furry buddy adventures. 

Camping regardless of the amount of time away requires “Stuff”, and with the BT-50’s  Canopy and large Decked draw, it’s a throw it all in affair. Tent, sleeping mats, chairs, water, tables, large esky and dog paraphernalia. With all this the canopy was fairly full but not Tetris level and the draws still empty.  If the Mazda was a permanent car I’d kit out the draw set up with all my standard camping requirements, pantry, kitchen utensils, jet boil and the like. I love the side lockable windows, being able to access things towards the back of the canopy without having to repack has huge benefits. 

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Of course, the weather decided to turn for the worse belting down rain overnight prompting some additional gear to be packed, Morning rises and still drizzling I duck around the corner collecting the fellow travellers. With dogs on board the DOOG Car seat cover was essential for keeping the rear clean of dogs wet feet and hair.  Immediately after climbing in Karen notes I can’t charge my phone, it’s the wrong plug type. There’s no standard USB fitted nor a charge pad, its plug in Carplay only in the BT-50. The technology is changing quicker than the weather, resulting in turning back home to collect usb-c cords. 

Finally heading down the M1 towards Druin, hitting the adaptive cruise, it sets easily with a touch of a couple buttons. The lane assist is active, it’s noticeable in the Mazda’s but not annoying and with a simple one touch, it can be deactivated. 

With pooches in the rear seat who love hanging out sniffing the air, one definitely needs a front window open to avoid the thumping noise that most new cars create. 

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After an easy run we turn off heading into the hills towards Noojee, the BT-50 handles well on the twisting roads, it feels confident with all the terrains gripping the wet black top, unfortunately there’ll be no real off-roading on this trip. The leather steering wheel feels nice to grip and the seats are really comfortable, which I’m sure will be great on longer trips. 

We roll into Noojee village hoping to grab some firewood, but there’s no servo, opps should’ve planned a bit better, we’ll have to hustle to find dry wood, but we’re starving so head straight to the recommended lunch stop, Toolshed Bar & Bistro. 

Chowing down on a towering Steak Sanga and huge country sized Parma we get chatting to local farmer Baz and his pooch Tex, conveniently he happens to be the local wood chopper/collector. Minutes later he kindly offers us free DRY firewood, even drops it at the BT-50 on his way out. Loading it in the only remaining space,  the draw, the large logs fit easily in its deep well. The only thing I wonder is how do you keep the draw from sliding closed?  Must work that out at somestage. 

It’s late arvo and we head to camp. The Poplars campground has tall towering gums, a meandering creek, large grassy camp areas, fire pits and drop toilets makes for a great quick weekend away.  I set up tents while Karen, a self proclaimed fire manic,collects kindling and cranks an awesome fire. 

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The drizzle has stopped but both pooches are suitably wet and we huddle in close for a quiet night around the flames, snacks and a glass of red or two.

The morning brings fog, lifting late as we’re in the valley this  means a slow start, fending off the pooches while cooking the bacon is a laughing affair.  Finally packed up we head for some sight seeing at the speccy Toorrongo Falls, after the loop walk we decide to head home, stopping off at a winery for a tapas lunch as the sun shines all afternoon.

Whilst this was a short stint behind the wheel, thus far the BT-50’s so user friendly and certainly comfortable to drive and live with, bar one gripe. I like auto locking systems as I mentioned with the previous long termer I tend to carry too much at once and the auto lock/unlock helps but in this case with the key in hand it autolocks way too soon.. Getting out, walking away you’re not even a metre away from the vehicle. Just walking round the back the Mazda auto-locks and before my passenger or pooches can get out. 

This aside, enjoying the ride the BT-50 is heading north for a long road trip stay tuned. 

• Kilometres since last update: 1342km
• Average fuel use: 9.2L/100km

Part 3: Road trippin’

There’s nothing like a longer-than-usual road trip to break the routine, so we did just that. We decided to chase the sun with a road trip to Northern New South Wales.

This was never going to be an off-road adventure, but with the canopy fitted to our BT-50 we deemed it to be the perfect vehicle in which to load up and hit the highway, and like any good east coast road trip, we stopped at all the ‘Big’ roadside icons along the way. With my stuff and photographer Ellen Dewar’s gear securely loaded into the back of the BT – making good use of the Decked drawer fitted in the tray – we hit the Hume and headed north. 

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Our BT-50 GT is only one step down from the top of the range and is very nicely equipped for comfortable long-distance touring. Heated leather seats, a thick leather-wrapped steering wheel and a decent head unit with Apple CarPlay meant the hours behind the wheel went by in comfort, with fresh tunes all the way. We were headed for the Bluesfest music festival in Byron Bay and were able to find many of the artists that would be performing at the event and check out their music on the road trip. This was a great way to while away the hours and plan which acts we wanted to see at the festival. 

The BT-50’s Isuzu-sourced 4JJ 3.0-litre turbo-diesel engine made light work of highway travel and was fairly economical over the return journey, logging just less than 11L/100km for the trip. It has adequate power but can be a bit harsh and noisy when you put your foot down to overtake, or when you want to maintain speed on long hills, but it gets the job done with minimal fuss.

I’ve said before when driving the Mazda and Isuzu utes equipped with the Aisin six-speed automatic transmission that the calibration is too aggressive, resulting in iot downshifting too early when decelerating. I resorted to tapping the gear shifter across to the manual gate every time it did this and tapping it back up a cog or two, but really, you shouldn’t need to do this. This is a working 4×4 ute, not a sports car where you might want such an aggressive shift protocol.

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The only other complaint we have with the Mazda is the sensitivity of the parking and proximity sensors, which again prompted us to disable them to shut them up. While driving in the left lane the rear sensors go off whenever a car approaches to overtake on the right, and the front sensors go off randomly when stopped at traffic signals, even when there is no movement of the BT-50 or other vehicles around it. At one point we drove through a heavy rain shower and the front sensors went off constantly. I think this might have something to do with the calibration of the sensors in the steel bumper and we will get them checked at the next scheduled service. 

There aren’t many places on Highway 1 where you can use driving lights but when driving on the unlit backroads of the Byron Hinterland at night, the Lightforce BEAST LED spotties were a godsend, lighting up the otherwise dark and winding back roads ahead of us. 

Having the Mazda-backed accessories like the driving lights, steel bumper, canopy and storage drawer made using the BT-50 for an extended road trip much more practical and safer on both the highway and back roads.

We did get the Mazda off road for a quick beach run in Coffs Harbour where we found that using the Rugged Terrain button sharpens up the ETC nicely for better performance in the soft sand, but this was the only time we got it into 4×4 on this trip. We’ll have to rectify that for next month’s update.

• Kilometres since last update: 4424km
• Average fuel use: 10.9L/100km

Part 4: Woods Point

When one thinks of an average work day, many brace for the inevitable peak-hour traffic, hoping it’s not bumper to bumper and that we make it to the office on time. But the 4X4 Australia office can be anywhere, with some day commutes best described as epic adventures. 

A couple of months in and the BT-50 had really put on the kays. On this particular day the work commute started at 6.30am for a short 1.5 hour jaunt to meet Wheels feature writer Andy Enright at Warburton at 8am.

We grabbed a quick coffee and headed east following the Yarra up the endless wriggly blacktop of Reefton Spur, slowly twisting upwards with the rattle of the diesel cutting into the music from the sound system. Engine noise was not excessive, just noticeable when slowing then accelerating from bend to bend that seemed to go on and on.

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We stopped along the way to capture some action imagery, with mist hovering amongst the trees. The BT-50’s side panels proved flat enough to accommodate the suction cups required to mount the camera to capture rolling imagery solo.

When we arrived at Cumberland Junction, the road turned to dirt, and darkened into wilderness before we hit Matlock. Having off-road capability allowed us to duck up a little dirt side track to look for visually pleasing options. Here the track was quite overgrown and the front parking sensors beeped furiously and activated the AEB – note to self: “I really need to figure out how to deactivate that through the settings menu”. 

As we continued, so did the gloomy vibe, with fog rolling in and the gravel road issuing more and more potholes and gnarly corrugations, likely caused by the timber jinkers that come through here in place of the gold-mining carts of days gone by. Even with 30psi in the rtyres the BT-50 handled the conditions well, with the stability control kicking in nicely when necessary. Not only was dodging potholes along here, but also the lyrebirds darting in and out of the scrub.

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The rear left side of the canopy door didn’t latch fully when I was loading up earlier that morning and it let a fair amount of dust into the tub, something to note if you’re planning a lap of Oz. The latch is easily adjustable and if I had more time I would have sorted it properly before setting off. 

The day was quickly disappearing as we rolled into Woods Point, just as the local copper was grabbing a quick snack from the General Store before shutting shop. With sunset earlier this time of year, I grabbed my last few photos. “Just one more…” as the saying goes.

We started our descent with a dark run home ahead of us. We were eight hours into a long day but the BT-50 led the way with its spotties at the ready. Driving and photographing on the way up I didn’t pay much attention to the number of bends in the road – there are literally hundreds of them. On the descent I noticed the BT-50 likes to downshift gears early on, which normally I find a little unnecessary, but in this instance meant less braking was required ensuring smoother approaches to the dizzying bends. 

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I had the headlights set to Auto at first and they would dip, turn on and off, off and on, causing a lot of confusion and loss of vision. After going a little stir crazy, I switched the lights to full beam rather than Auto, which quickly sorted that out. On this twisty dark road the spotties came into their own; very bright with a good throw and spread of light.

Also bright, however, was the reflection of the infotainment screen on the rear glass of the canopy, shining back at me in the rear view mirror. You need to tone down the brightness as much as possible or it feels like someone is hovering over your shoulder. 

I was grateful for the comfy heated seats on the long drive home and finally rolled into the driveway at about 8.30pm. I unload the BT-50 feeling both pleased and relieved; it performed its duties superbly in challenging conditions.

• Kilometres since last update: 1342km
• Average fuel use: 9.2L/100km

Park 5: Tough Mudder

When winter hits Victoria, many of the mountain tracks stay wet for months on end.

That’s why much of the High Country shuts down for the season – but not all of it. A handful of tracks remain open, offering the chance to explore the backcountry and maybe even score some snow driving while you’re at it.

The standard tyres on the BT-50 have handled highway and formed-road duties without issue, but winter brings a different challenge. With muddy conditions and the risk of getting bogged increasing once you’re off the beaten track, it was time to step up to a more aggressive tread pattern better suited to the season.

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We asked the team at Mazda if they had a suitable tyre option for tackling the tougher stuff, and they came back with a set of Cooper Rugged Trek all-terrains – fitted up on a neat-looking set of 17-inch black alloy wheels as a bonus. The LT265/65R17s offer a taller sidewall than the standard 18s, and their Light Truck (LT) construction makes them tougher and more durable than the factory highway rubber.

Cooper reckons the Rugged Trek is the best 4×4 tyre it’s ever made – a bold claim given the brand’s long history and extensive off-road range. It’s an aggressive all-terrain that sits between a traditional A/T and a mud-terrain, promising the off-road grip of an M/T without the usual downsides like road noise and higher fuel use.

As with any move from highway tyres to something more off-road focused, there are always trade-offs – so it’s worth weighing up your needs. In the case of the BT-50, there’s a slight increase in road noise with the Rugged Treks, but it’s only noticeable at highway speeds and barely worth complaining about.

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The chunkier tread and heavier construction will likely have some impact on fuel consumption, so we’ll be keeping an eye on that over time. But for us, the main thing is having confidence in the tyres when we get off track in muddy conditions.

We put the new rubber to the test on a recent trip into the hills for some gear testing. Fresh snowfalls and school holiday traffic had turned the tracks into a soggy mess, but even at road pressures the Coopers felt planted in the slop – delivering the kind of surefootedness you want when heading off the blacktop.

When the BT-50 went back to Mazda to have the wheels and tyres fitted, we also asked them to check the front parking and ADAS sensors. They seem to be overly sensitive – often beeping while stopped in traffic with nothing in front of the vehicle. I’ve had more AEB warnings in this ute than any other I’ve driven, and it can be alarming. I figured the optional front bumper might have been interfering with the sensors, but Mazda assured us everything is within spec and operating as it should.

The current BT-50 shares much of its underpinnings with the Isuzu D-MAX – and unfortunately, that includes the overly sensitive ADAS setup. It’s long been a gripe with the Isuzu, and it’s clearly carried over to the Mazda as well.

• Kilometres since last update: 2260km
• Average fuel use: 9.8L/100km

Park 6: End of the Line

We specced our BT-50 GT to handle both work and play, and it arrived fitted with a stack of Mazda Genuine accessories.

These included a tub canopy to secure the cargo area, a set of Decked composite roller drawers in the tub, a loopless front bull bar, tow bar and trailer brake controller, plus a set of award-winning Lightforce Beast driving lights.

With this kit on board, the BT has served us well – spending time as Ellen Dewar’s rig for photographic shoots across the state, as a support vehicle on road tests, on weekend camping trips with friends, off-road day trips, holiday travel and long stretches of highway touring.

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The 3.0-litre Isuzu diesel has proved both economical and strong enough for everything we’ve thrown at it – from towing a vintage car to hauling loads of firewood. Inside, the well-appointed cabin has been much appreciated, with its high level of equipment and touches of luxury. I particularly enjoyed the leather-wrapped steering wheel every time I drove the Mazda, and the heated seats were fantastic throughout winter.

It’s great to see Mazda using well-known, high-quality brands for its factory accessories, and the Lightforce lights were a real standout. On several occasions we had to drive interstate overnight in the Mazda, and the Beast lights quickly became my favourite setup to drive behind – and that was even before they won our LED light test.

In the tub, we carried a few different items in the Decked drawers and storage boxes. One drawer was dedicated to recovery gear – which proved handy when the BT had to pull a test vehicle out of a sticky situation on one occasion.

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The only problem we had with the accessories – or the ute itself – was that the rear window/door on the canopy wouldn’t lock securely and kept coming out of adjustment. This limited what we were prepared to leave in the back of the Mazda when in town. The only other annoyance was the constant beeping from the parking sensors and ADAS system, which always seemed a little over-active.

For our last month with the BT we fitted a set of Cooper Discoverer Rugged Terrain tyres to cope with the wet and boggy winter conditions, mounted on a set of optional black alloy wheels. The tyres produced a bit of hum on the highway – as you’d expect from a more aggressive tread pattern – but they came into their own when we headed into the hills and struck snow and mud. The right tyres give a driver the confidence to take a 4×4 like the BT-50 places you’d never attempt on highway rubber.

Overall, we’ve grown to love the BT-50 and we’re sorry to see it go – it’s been good to us in so many ways.

• Total kilometres: 122,898km
• Average fuel use: 10.2L/100km

Toyota Australia (TMCA) has given us a first look at the Performance Hybrid version of the popular LandCruiser 300 Series – along with a brief taste of its performance both on- and off-road. 

While you’ll have to wait until next week before we can tell you how it drives, we can fill you in on more details of the new variants set to go on sale early in 2026 – with the actual timing yet to be revealed.

The Performance Hybrid powertrain marks the return of petrol power to the LC300 range, but it will only be offered in the high-spec GR Sport and Sahara ZX models, both limited to two-row seating for five passengers. TMCA has confirmed there will be a price premium for the petrol-hybrid LandCruiser but hasn’t revealed how much, saying only that more details will come closer to the 2026 launch. For reference, the Sahara ZX and GR Sport currently list for $146,910 and $146,160 (+ORC) respectively – so the hybrid versions won’t be cheap.

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Toyota didn’t have to look far for a hybrid powertrain to slot into the 300, adapting it from the Tundra full-size pick-up, where it’s the only engine offered. Both the Tundra and LC300 share the TNGA-F chassis platform, so the adaptation process should have been relatively straightforward.

The hybrid powertrain is led by a 3.5-litre twin-turbo V6 petrol engine producing a claimed 326kW and 790Nm, paired with an electric motor mounted between the ICE and a conventional 10-speed automatic transmission. Drive is fed through the LandCruiser’s standard full-time dual-range transfer case, rather than the part-time system used in the Tundra.

The Hybrid variants retain all of the LandCruiser’s off-road attributes which, in the case of the GR Sport, means front and rear locking diffs, KDSS, MTS and Crawl Control.

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Externally and internally, the hybrids are almost identical to their diesel-powered counterparts, the only difference being a slightly raised cargo-floor height to accommodate the battery mounted underneath.

Toyota calls this system its Performance Hybrid, distinguishing it from the Efficiency Hybrids found in most of its passenger-car range. The Performance Hybrid combines petrol and electric powerplants via a clutch that manages switching between power sources depending on load and driver input, with the petrol engine always operating at speeds above 30km/h. Below that, the system can run on electric power alone.

With its tuning centred more on performance than fuel efficiency, the system delivers strong acceleration, responsive power and plenty of torque for towing. Official fuel-consumption figures for the Performance Hybrid 300 are yet to be released.

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While this is the first application of the Performance Hybrid for Toyota in Australia, the company is quick to remind us it has long been a hybrid pioneer here, with five generations of technology under its belt since the first Prius launched 28 years ago. In that time, TMCA has sold more than 500,000 hybrid vehicles locally, and today nine models in its line-up are exclusively hybrid-powered. Hybrids now account for almost half of Toyota’s total sales in Australia.

The Performance Hybrid LandCruiser 300s are set to go on sale in the first half of 2026, but check back here next week to read about how it went on our short drive of the GR Sport hybrid model.