The Kia Tasman has only been on sale for a few months, and early figures suggest sales have been relatively slow – but that hasn’t stopped the 4×4 community from imagining what else the platform could become. 

A new speculative design from digital renderer, Kelsonik – a creator known for realistic vehicle concepts – reimagines the Tasman into a wagon-style SUV that could sit in the same space as a Ford Everest if it ever moved from concept to reality.

The SUV concept keeps the Tasman’s broad-shouldered stance but trades the tray for a long, enclosed body. Up front, Kia’s signature tiger-nose grille remains, paired with sharp, angular headlights that give the SUV a purposeful, confident look. Sculpted flanks and a strong bonnet add to the tough, off-road-ready impression without overcomplicating the design.

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From the side, the stretched roofline and large rear doors suggest a practical interior for passengers or gear. Subtle lower-body cladding and roof rails reinforce a sense of versatility, giving the vehicle an adventure-ready vibe without drifting into flashy, overdone styling.

At the rear, the concept imagines a clean tailgate with a full-width LED light bar and squared-off proportions. The design feels functional and deliberate – ready to carry camping gear, recovery equipment, or a weekend’s worth of luggage – while maintaining a tidy, modern appearance.

Though entirely speculative, the render shows how the Tasman could evolve into a more versatile, SUV-style vehicle. With its sturdy frame and rugged styling cues, it could theoretically appeal to 4×4 enthusiasts looking for a practical, adventure-ready wagon – one that blends utility with off-road presence.

Even if it exists only as a digital concept.

_{Source: https://www.instagram.com/kelsonik/?hl=en}

At the start of 2025, Toyota Australia sales and marketing boss Sean Hanley stated that Australia was set to reach “peak ute sales” on the back of yet another year of the Toyota HiLux and Ford Ranger dominating new-car sales in this country.

It looks like business as usual heading into the end of 2025, with the two popular utes again topping the sales charts – and that trend is set to continue into the new year, with the new HiLux coming on line and Ford introducing fresh Ranger variants.

Mr Hanley was pointing to a slowing in ute sales driven by the re-emergence of midsize all-wheel-drive SUVs such as the RAV4. This category now sits second behind 4×4 utes in overall sales and, for most private buyers, they make far more sense than a ute.

While utes are certainly practical and versatile vehicles, they are heavily compromised as daily family cars.

The cabins of midsize utes are a major compromise, particularly in the back seat, where most lack the space needed to carry adults – or adult-sized kids – in comfort over long distances. Yes, some of the newer utes are arriving with larger cabins and sliding rear seats to improve comfort, but they will never match the space or seat-back angle of an equivalent-sized 4×4 wagon.

While the internal size creates compromises, so do the external dimensions. These utes are big and getting bigger, and using one as your daily family runabout and shopping hauler can be a real pain. It’s fine if you rarely visit a shopping-centre carpark, but it quickly becomes an annoyance – and a risk of damage – if you do it regularly.

The long wheelbase of double-cab 4×4 utes also compromises their off-road ability, with low ground clearance and a poor ramp-over angle, while their IFS front ends typically lack wheel travel and traction.

While ute tubs are large enough to carry plenty of gear, they’re not secure unless you fit a canopy or roller shutter, and the GVM of most utes limits how much you can actually carry without resorting to further modifications.

I’ve always compared double-cab 4×4 utes to the venerable Swiss Army knife: they offer plenty of functions and gadgets, but none of them work as well as a single tool designed specifically for the job. The 12 utes in our Ute Of The Year test presented us with a sea of compromises.

Ford has the right idea in creating derivatives of the Ranger ute that are better suited to specific tasks. The Ranger Raptor sacrifices load capacity to deliver a superior ride and far better off-road performance, while the new Ranger Super Duty trades ride quality for unrivalled GVM and towing capacity. The Ranger SD and Raptor each have a more focused design and engineering brief, resulting in vehicles that do a far better job of their intended roles.

While regular Rangers and other utes of their ilk will be better for 90 per cent of users, they will never do any one job especially well. The Ranger Raptor and Super Duty, on the other hand, excel at the tasks they were built for.

About 60km north-west of the village of Eulo sits Alroy Station – a 60,000-acre working sheep and cattle property run by husband-and-wife team Mac and Mary Haig. 

The Haigs are old-school bush people, but they understand the need many of us have to get away from the crowd now and then. So they’ve set aside part of the vast property where visitors can get a real taste of what the outback is all about – space to camp pretty much wherever you want, with no signs telling you what you can’t do. 

The thing with Alroy is that you can stay as long as you like. For some travellers, Alroy is the destination; for others, it’s an overnight stop – or anything in between.

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Outback camping and amenities

Alroy might look a bit rough around the edges at first glance, but that’s the outback charm for you. 

The Haigs have struck the right balance, providing good, clean amenities while maintaining the ethos of bush camping. You can have a hot shower and visit a clean dunny without any qualms about hygiene. There’s also a well-set-up camp kitchen with the most impressive fuel stove I’ve seen in a long while. And for groups, catering can be arranged – think camp-oven dinners cooked over open fires beside the kitchen.

Every afternoon, either Mac or Mary will come by with a trailer full of *gidgee for your campfire. There used to be a few fireplaces here, but they were swept away in the floods that tore through between January and March earlier this year. But like most bush folk, Mac and Mary just got on with it, almost as if nothing had happened. Visiting places like this isn’t just good for the memories of your trip – it also helps the locals recover from those floods, one of the worst natural disasters to hit the Queensland outback in recent years.

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Scattered here and there are reminders of Alroy’s past – an old traction engine and other odds and ends that hint at a time when life was a lot tougher. In contrast, a couple of open-air tubs let you soak in warm artesian water beneath an endless sky. I didn’t try it myself, but I can imagine sinking into that tub at night, a star-filled outback sky overhead – pretty special.

This is red-soil country at its best. Not everyone wants to test their skills on a long outback journey, but at Alroy you can experience that mix of adventure with just the right amount of safety thrown in – not to mention a hot shower at the end of the day.

Things to do near Alroy Station

There’s no shortage of things to do here. 

The Yowah opal field isn’t far from Alroy’s front gate, and you can spend as long as you like “noodling” the mullock heaps for any chips of opal the miners might’ve missed. Then there’s the Eulo Queen Hotel just down the road – well, about 60km, but that’s not far in these parts. An historic outback pub if ever there was one, the Eulo Queen has a colourful past and a warm, easy-going welcome.

Also at Eulo is the Date Farm. Like the town itself, it sits on the Paroo River and offers a surprising range of products – including date wine. If bush pubs are your thing, another short drive (about 97km one way) will get you to the Toompine Pub – another true outback establishment where the beer’s cold and the food’s simple but tasty. It’s under new management, and Mac Haig reckons it’s well worth the drive.

You can’t help becoming a birdwatcher here – the birdlife is everywhere. I didn’t have a bird book, but a fellow traveller wandered by the camp, binoculars in hand, and seemed to know every species. Yowah Creek flows right through the campground, and there’s a fair chance of pulling a yabbie or two if you remembered to pack a trap. We missed out this time, but it was fun having a go. There’s no shortage of walking options either, and if fishing’s your thing, you might even hook a yellowbelly.

On Alroy itself, if you ask Mac, he’ll provide a mud map of the station so you can do some exploring not too far from camp. And if shearing or other station work is underway, you’re welcome to have a look and broaden your understanding of life in the bush.

Gidgee, pronounced “Gijee”, is an outback hardwood that’s broken plenty of stout hearts and good axes. But it makes brilliant firewood – it burns hot, and you don’t need much to get a good blaze going.

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Essential information

Contact info

Alroy is a working sheep and cattle station and can be a pretty busy place at times. You can call ahead on 0427 992 889 or email [email protected] – a good idea if you’re travelling in a large group or would like catering arranged. The Haigs have handled groups of up to 120 people, so they’ll be up to the challenge.

Supplies

Fuel is available at Eulo, but it’s an automated service – you’ll need to use your credit or debit card with no attendant present. You can stock up on basic supplies at Cunnamulla, 126km to the east. Apart from any catering you’ve organised, once you’re on Alroy you’ll need to be fully self-sufficient.

Communications

Mobile phone reception – at least for Telstra – is generally good on Alroy. The station uses UHF channel 10 for management purposes; you can monitor this channel, but if you’re travelling in a group, use another for your own comms.

Love them or hate them, there’s no denying midsize 4×4 utes are the hottest new-vehicle segment in Australia – and have been for years.

The Ford Ranger and Toyota HiLux have dominated 4×4 sales for what feels like forever, often topping the overall new-vehicle charts month after month, and for good reason: they combine rugged capability, proven reliability, and practicality for both work and adventure.

But dominance attracts challengers, and the traditional 4×4 players are now under serious attack from a wave of new brands out of Asia – manufacturers better known for electronics than hard-working utes. Their vehicles are relatively cheap, and in an era where every litre of fuel and dollar counts, these newcomers are capturing the attention of buyers looking for big utility without breaking the bank.

It’s been three years since we last ran a 4X4 Australia Ute of the Year test, and with so many new contenders already in market, we didn’t wait for the next wave – we got the testing done before the end of 2025. The line-up was a mix of stalwarts and disruptors, giving us a clear picture of where the segment sits today.

Even then, the market continued to evolve as we were wrapping up. The latest HiLux and Navara hit just weeks after our testing, Foton added a pair of Tunlands, BYD announced a new engine for its Shark PHEV, and GWM continues to refine and expand its ute range. With all this activity, there’s no doubt we’ll be back on the test loop again sooner rather than later in 2026 – and it’ll be just as fierce, just as competitive, and just as interesting for serious 4×4 enthusiasts.

JUMP AHEAD

• The judging criteria
• The testing procedure
• The contenders
• The winners
• How the judges scored each vehicle

The judging criteria

As always with our 4×4 Of The Year testing, the vehicles aren’t judged against each other but against established criteria.

These five key criteria have been refined over more than 30 years to best evaluate and rate each vehicle on its own merits. This approach allows us to fairly assess a broad range of vehicles within the same test. Each is scored individually against the criteria, and the results are then tallied to determine the overall standings. Each vehicle is scored out of 10 for each of the criteria to give a total score out of 50. The five criteria are 👇

1. Value for money

Judged according to a vehicle’s equipment level, safety features and price relative to its direct competitors. Just because a vehicle has a high price doesn’t mean it’s not good value in the same way a cheap vehicle doesn’t always represent good bang for your buck.

2. Breaking new ground

This refers to advancements in technology and design. How a vehicle has raised the bar in the class it fits in and taken 4x4s to a higher level. If a vehicle has the latest safety features, worthy engine technology or an advanced driveline, it will score well here.

3. Built tough

How strong a vehicle is and how well it will cope with the rigours of tough off-road driving environments. Will it be up to the task of carrying loads and outback travel, or fall apart at the first hurdle?

4. Doing the job

Judged according to a vehicle’s design brief. Does a high-end luxury ute have all the latest in comfort and convenience features, and do those features work in the real world? How well a ute carries a load, accommodates a family or tows a trailer all come into play here.

5. Bushability

How well a vehicle is equipped for off-road travel. Suitability of the standard tyres for rough roads, touring range, available accessories and underbody protection are just some of the factors considered here. Is this a vehicle you would choose to drive around Australia the rough way, or is it best left to the suburbs?

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The testing procedure

With a dozen utes to evaluate, we shook things up from our usual point-to-point, week-long convoy. Testing was held at Lerderderg State Park, just past Bacchus Marsh in Victoria, a location chosen deliberately to prioritise consistency and repeatability in all aspects of the evaluation.

The program ran over several days and combined multiple testing environments. Vehicles were put through a dedicated off-road circuit within the park, featuring steep climbs, scrabbly rock passes and challenging grades to ensure that each ute was tested under the same controlled conditions.

Alongside this, we ran a 45-minute mixed-surface road loop composed of bitumen and coarse gravel, and a towing loop where every vehicle was hooked up to an Offline Camper to see how they handled a load in real-world conditions.

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Each vehicle was tested in various configurations – with and without diff lockers, traction aids and all relevant 4×4 systems engaged – to provide a complete picture of capability. This ensured the off-road and towing evaluations reflected both stock performance and maximum-capability potential.

Judging duties were handled by 4X4 Australia editor Matt Raudonikis, veteran automotive tester Dave Morley, and towing and trailer specialist Tim Van Duyl. Add in a full crew of photographers, videographers, vehicle wranglers, and general roustabouts, and it made for a high-energy, hands-on production.

Following each run, Matt, Dave, and Tim scored the vehicles against our judging criteria (above). Scores were then collated to determine the overall winners, giving a balanced and rigorous assessment of the latest midsize 4×4 utes.

The contenders

For 2025, we assembled a dozen of the most popular, significant, and intriguing midsize 4×4 utes to drive, test, and rate.

The line-up included perennial favourites like the Ford Ranger, Toyota HiLux, Nissan Navara, and Mitsubishi Triton, alongside a trio of plug-in hybrid (PHEV) utes and a handful of newcomers still proving themselves in the Australian market – most notably the BYD Shark and LDV Terron 9.

Some notable absences need a mention. The VW Amarok wasn’t part of this year’s test as VW didn’t supply a vehicle, while heavy-duty models such as the LandCruiser 79, Ineos Grenadier Quartermaster, and Ranger Super Duty sit outside this segment and are reserved for future evaluations. Likewise, full-size American pickups are excluded – those will feature in a dedicated test down the track. We also left out a couple of true oddballs. The Ford Ranger Raptor and Jeep Gladiator occupy niches all their own. There’s nothing else quite like them on the market.

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During testing, we ran four separate awards to recognise standout vehicles in different categories:

• Best Overall 4×4 Ute: The complete package, blending capability, comfort, practicality, and value.
• Best Hybrid 4×4 Ute: Recognising the most capable plug-in or hybrid ute on the market.
• Best Adventure 4×4 Ute: The vehicle most ready to tackle off-road trails, bush touring, and exploration.
• Best 4×4 Ute Under $60,000: A nod to affordability without compromising core capability.

This approach allowed us to celebrate both the established champions of the segment and the bold newcomers shaking things up, giving a full picture of what Australia’s midsize 4×4 market looks like at the close of 2025.he established champions of the segment and the bold newcomers shaking things up, giving a full picture of what Australia’s midsize 4×4 market looks like at the close of 2025.

Here’s how the contenders fared:

The winners 🏆

Winning a 4X4 Australia Ute of the Year award is a big deal; it means a ute has been pushed hard on rigorous off‑road loops, towing circuits and rural roads. To earn a trophy means a vehicle has proved itself across capability, comfort, practicality and value in real Australian conditions.

Best Overall 4×4 Ute: Ford Ranger V6 Sport 🏆

The Ranger V6 Sport claimed the top honour by balancing power, refinement and practicality. Its V6 diesel delivers strong torque and smooth performance – whether towing, hauling or cruising – and its capable chassis and driveline suit a full range of duties from on‑road commuting to off‑road work. Across our testing loop, it proved the most complete package overall.

Best Hybrid 4×4 Ute: Ford Ranger Sport PHEV 🏆

In the hybrid ute class, the Ranger Sport PHEV beat the pack. The petrol‑electric powertrain offers a potent combined output while keeping the familiar Ranger handling and 4×4 capability. For buyers wanting hybrid efficiency without compromising towing or terrain ability, this was the standout.

Best Adventure 4×4 Ute: Nissan Navara PRO‑4X Warrior 🏆

The Navara PRO‑4X Warrior earned this title thanks to its off‑road‑ready upgrades, which include suspension tweaks, underbody protection, all‑terrain tyres and locking differentials. It proved strong, capable and ready to handle real bush tracks straight from the showroom.

Best 4×4 Ute Under $60,000 – KGM Musso 🏆

The KGM Musso took out this category for 2025. Despite its modest price, it delivers a well‑rounded ute package: 4×4 capability, a spacious and feature‑rich cabin, and surprising towing and load‑carrying numbers. For buyers after maximum bang for minimal buck, the Musso proved a standout.

How the judges scored each vehicle

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The switch from SsangYong to KGM marks a new chapter for the Musso, but underneath the branding update lies the same reliable, well-rounded 4×4 ute that’s quietly earned a loyal following among Aussie buyers.

For years, the Musso has flown under the radar, consistently delivering value, capability and comfort that rivals often struggle to match – particularly in the under-$60K segment. While many mainstream utes have crept up in price as manufacturers chase ever-higher specifications, the Musso has held its ground.

It may not be the flashiest ute on the market, but it offers a balanced package of space, equipment and towing ability that appeals to buyers who need a practical workhorse during the week and a comfortable, tech-equipped family vehicle on the weekend.

That combination of affordability, capability and thoughtful equipment is exactly why the Musso claims our Best 4×4 Ute Under $60K award for 2025 – proving that even an older platform can still deliver serious value in today’s competitive 4×4 ute market.

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Verdict

Big ute with luxe features

One of the Musso’s enduring strengths is how much physical ute you get for the money. Its footprint is generous, and so is its spec sheet. The cabin is genuinely roomy and surprisingly upmarket for the price. Most competitors don’t offer this level of kit until well beyond the $60K mark.

Highlights include:

• Black interior highlights and leather-look upholstery
• 8-way power-adjustable, heated and ventilated front seats
• Heated rear outer seats
• Dual 12.3-inch screens (multimedia + driver display)
• 3D 360° camera
• Powered sunroof
• TPMS

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How it drives: On- and off-road

The Musso Ultimate drives with more refinement than its price suggests, delivering a quiet, stable cabin and predictable steering.

The 2.2‑litre turbo-diesel isn’t explosive, but paired with the Aisin automatic it provides smooth, usable power for overtaking, towing and everyday driving. Suspension is firm but controlled, giving the ute a planted feel at speed, while the generous interior, comfortable seats and minimal wind and tyre noise make long trips far less taxing than many other budget-based dual-cabs.

On the dirt and off-road tracks of the test loop, the Musso Ultimate remained honest within its limitations. Its part-time 4×4 system with low-range gearing, solid ground clearance and generous torque allowed it to tackle rutted tracks and steep inclines with confidence. The chassis and suspension feel robust, though it’s not a sophisticated off-road suspension set-up like more expensive rivals – so ride harshness is noticeable over corrugations.

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Engine and towing: modest outputs, big numbers

Under the bonnet is KGM’s familiar 2.2-litre single-turbo diesel producing 133kW at 4000rpm and 400Nm of torque. It’s not a powerhouse, but paired with the Aisin automatic, it’s dependable and capable.

Where the Musso surprises is its load-hauling ability with a caravan hooked up behind it. With a GCM of 6480kg and a kerb weight of around 2200kg, it can tow its full 3500kg capacity while still retaining roughly 750kg of remaining GCM headroom – something many rivals simply can’t match. However, as Tim explains, the Musso’s 2.2L diesel had to work extremely hard.

“The 2000kg trailer put a lot of strain on the 133kW 2.2L diesel – so much so, I could smell it was getting a bit hot, so I took it easy. Maybe it was taking it easy that did it, but the Musso was one of the most efficient for fuel use when towing. I saw around 12L/100km on our loop,” – Tim Van Duyl

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Why it wins

The Musso takes out our Best 4×4 Ute Under $60K title because it delivers genuine substance where it matters: Price, equipment and capability.

• Value for money: Sits comfortably under $60K MLRP while offering a spec sheet rivals struggle to match.
• Well-equipped: Heated/ventilated seats, dual 12.3-inch screens, 360-degree camera and more.
• Towing practicality: High GCM allows full 3500kg towing while retaining payload capacity.

Yes, it’s built on an older platform and the dealer network isn’t as extensive as mainstream brands. But judged purely on what you get for the price, the Musso provides more equipment, comfort, practicality and capability than anything else in this bracket – and that’s why it wins.

It was interesting to see that the GWM Cannon Alpha PHEV landed right behind the Ford Ranger PHEV in the overall scoring.

In fact, it was a tight call between the two hybrids – and it ultimately came down to the Ranger’s simplicity and solid build to split them. The Cannon Alpha is the big brother in the Cannon line-up, and in Ultra trim it comes fully loaded.

From the outset, it impresses with its cavernous cabin, advanced tech and standard off-road features. For a hybrid ute, it’s a rare combination of sheer power and practical capability, offering front and rear locking differentials, a dual-range 4×4 system, and plenty of torque to get through tough tracks without breaking a sweat.

What makes the Cannon Alpha particularly notable is that it feels like a purpose-built 4×4 rather than just a hybrid variant. While other PHEVs may prioritise efficiency or city driving, the Cannon delivers a genuine off-road experience, making it a strong contender for anyone looking for a tech-rich yet capable hybrid ute straight out of the showroom.

JUMP AHEAD

• Key highlights
• How it drives
• Towing performance
• Specs
• Interior
• Verdict

Key highlights

Packed with power, tech and off-road capability, the Cannon Alpha PHEV comes straight from the showroom ready to tackle the rough stuff.

• 2.0‑litre turbo petrol + electric motor, 300kW/750Nm
• Dual-range, on-demand 4×4 with front and rear locking diffs
• Nappa leather seats front and rear, ventilated, heated, front massage
• 14.6-inch infotainment screen with Apple CarPlay and Android Auto
• Spacious cabin with rear seat slide/recline functionality
• Large cargo tub with barn-door/fold-down tailgate
• Heavyweight build delivering confident off-road presence

How it drives: On- and off-road performance

The Ultra PHEV’s driveline pairs a turbocharged 2.0‑litre petrol engine with an electric motor mounted in the transmission bell-housing alongside the torque converter.

Together, they deliver 300kW and 750Nm, sent through a dual-range, on-demand 4×4 system. It’s a potent combination that launches the hefty Cannon with surprising authority, shrugging off its weight and giving the PHEV a “cannonball off the mark” feel.

On tarmac, the Cannon Ultra PHEV feels impressively composed, with the hybrid torque smoothing acceleration. It’s an easy ute to drive on highways and suburban roads, though its size and weight are noticeable when manoeuvring at low speeds.

Off-road, the Cannon’s front and rear locking differentials make it unrivalled on rough tracks. However, some functions feel complex, and the ETC calibration is slightly jerky, so the ute relies on its lockers to negotiate offset wombat holes and tricky terrain. Its weight works against it at times, but in the hands of an experienced driver, the Cannon’s capability is undeniable.

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Towing performance

With such massive torque on tap, the Cannon Alpha PHEV pulls away from the lights with confidence, even with a trailer in tow.

“I loved the seats in the Alpha, and more points to the frankly obscene 300kW and 750Nm of power and torque, which make pulling away from the lights, trailer in-tow, like a drag race,” said towing judge, Tim van Duyl. “But the Cannon fell to the mid-pack as a towing proposition as it’s thirsty. I saw high teens, bordering on 20s per 100km travelled when towing.”

The cargo tub is spacious, although the PHEV battery and spare tyre placement reduce some capacity. The barn-door/fold-down tailgate is a quirky, if not strictly necessary, addition.

Interior comfort and technology

Inside, the Cannon Ultra PHEV impresses with Nappa leather seats front and rear, ventilated and heated, with a massage function on the front pews. Rear passengers enjoy electric slide and recline functionality, easing the typically upright dual-cab seating position.

A 14.6-inch infotainment screen dominates the dash, integrating Apple CarPlay and Android Auto, system settings, and controls in a large, clear display. Storage, ergonomics and overall cabin comfort place it closer to the top end of the dual-cab segment.

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How it stacked up

While some off-road functions are complex, the Cannon Ultra PHEV demonstrates that hybrid utes can be serious 4×4 performers. It’s not quite as simple or intuitive as the Ranger PHEV, but its sheer capability, tech and comfort make it a formidable contender in the hybrid 4×4 market.

• Hybrid power – 300kW/750Nm output.
• Off-road ready – Standard front and rear lockers, upgraded suspension and capable tyres.
• Feature-packed cabin – Nappa leather, ventilated/massage seats and 14.6‑inch infotainment screen.

The Navara PRO‑4X Warrior was a surprise package in this year’s test; although, in truth, it shouldn’t have been.

Previous testing of the now ageing and soon‑to‑be‑superseded D23 Navara has shown it to be an excellent all‑rounder, one you can confidently take straight from the showroom to the trails. By teaming up with Melbourne‑based engineering specialists Premcar, Nissan has transformed what might otherwise have been a mid‑pack performer into a ute that all our judges genuinely enjoyed driving.

What sets the Warrior apart is how seamlessly Nissan and Premcar have combined proven D23 reliability with targeted off-road upgrades. The bespoke suspension raises ride height and improves articulation, underbody protection shields vulnerable components, and all-terrain tyres on custom wheels ensure the ute is ready for rough tracks straight from the showroom.

JUMP AHEAD

• Key highlights
• Premcar upgrades
• How it drives and tows
• Specs
• Interior
• Verdict

Key highlights

When it comes to what makes the Navara PRO‑4X Warrior stand out, it’s the combination of rugged upgrades and proven Nissan engineering:

• 2.3‑litre bi‑turbo diesel engine, 140kW/450Nm
• Seven‑speed automatic transmission
• Premcar suspension upgrades with extra ground clearance
• Underbody protection and steel front bumper
• Cooper all‑terrain tyres on bespoke Warrior wheels
• Bush‑ready straight from the showroom
• Functional, durable interior for touring and work

Bush‑ready upgrades by Premcar

It’s the modifications that Premcar makes to the Navara PRO‑4X to create the Warrior that set it apart from every other ute in this test.

Suspension components were specifically developed for the Warrior, transforming the chassis while adding extra ground clearance. Additional underbody protection helps prevent damage when that clearance eventually runs out. A steel front bumper adds further protection, while the fitment of Cooper all‑terrain tyres on bespoke Warrior wheels ensures it rolls straight out of the showroom with bush‑ready rubber.

“Premcar has done all the mods I’d normally do to a 4×4 for outback touring; and they’ve done a better job than I would have,” said Dave Morley. “The Warrior is ready to do a lap of the country straight out of the box.”

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How it drives: On- and off‑road

The Warrior’s 2.3‑litre bi‑turbo diesel engine delivers 140kW and 450Nm.

Modest by class standards, the twin‑turbo setup gives a broad torque band, helping the ute move confidently across highways, dirt tracks, and rugged terrain. Its seven‑speed automatic transmission pairs perfectly with the engine, offering smooth shifts whether cruising or crawling.

Off‑road, the Warrior feels planted and confident. The Premcar suspension absorbs bumps and ruts, while the increased ride height and underbody protection allow it to tackle uneven trails with minimal fuss. For a D23 chassis, it punches well above its weight compared with newer, larger competitors.

“One of my favourite rigs off-road also does well when hooked up – just don’t expect to tow a massive load as its kerb weight (2298kg in auto) and low GCM (5910kg) means when you hook up its max tow capacity, you are left with only 112kg before you cap out on your GCM,” said Tim van Duyl of its towing prowess.

“That being said, the suspension is magic. Premcar’s use of progressive-rate springs that stiffen as load is added has fixed the towing issues found in the regular Navara for a trailer like we had, with around 150kg of ball weight and 2000kg total weight.”

Interior Comfort and Practicality

Being an older model, the D23 Navara is a little smaller than newer utes like the Ranger, Tasman and Terron 9, but front occupants still enjoy good space and comfort. The rear seat, however, is best suited to smaller passengers or shorter trips.

The dashboard shows the Navara’s age, with its smaller screen, dated design, and limited feature set, yet the cabin remains functional for touring or work. While it may lack the bells and whistles of newer competitors, the interior is durable, practical and easy to live with, reflecting the Navara’s utilitarian roots.

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Why it won Best Adventure 4WD

The fact that the Warrior performed so well against newer and larger competitors is a testament to the success of the Nissan‑Premcar collaboration:

• Bush‑ready straight from the showroom – Premcar suspension, underbody protection, steel bumper, and all‑terrain tyres.
• Engine and drivetrain balance – 2.3L twin‑turbo with 140 kW / 450 Nm, seven‑speed auto, broad torque band.
• Proven D23 reliability – Handles rough terrain and long drives with confidence.

Yes, it’s older and smaller than some rivals, and the interior is dated, but for buyers seeking a ready‑to‑go off‑road ute with proven reliability, the Warrior offers more capability and enjoyment than its age would suggest.

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As the only V6-powered ute in this year’s test, the Ford Ranger V6 Sport started with a clear advantage over the competition.

In a segment dominated by four-cylinder diesel engines, the V6 gives the Ranger not just more power, but a smoother, more relaxed driving experience that’s immediately noticeable behind the wheel. The only other V6 diesel in this segment is the closely related Volkswagen Amarok, but VW didn’t respond to our request to supply a vehicle for testing – leaving the Ranger as the class benchmark.

Yes, choosing the V6 over the four-cylinder comes with a higher purchase price at the dealer, and fuel consumption is inevitably higher. But the benefits of the V6 powertrain far outweigh the extra costs.

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Interior
• Verdict

Powerful, capable and comfortable

The Ranger V6 Sport isn’t just about brute strength – it blends capability with comfort and practicality. Its V6 powertrain gives it smooth, torquey performance for towing, hauling, and everyday driving, while the Sport trim ensures the cabin remains comfortable and usable for long days on the road or in the bush.

Highlights include:

• Smooth, torquey 3.0‑litre V6 diesel with 10-speed automatic
• Full-time 4×4 with dual-range transfer case
• Integrated brake controller and Tow/Haul Mode for effortless towing
• Near-tonne payload and 3500kg max tow capacity
• Practical, comfortable Sport trim with durable materials
• Spacious, well-laid-out cabin suitable for long drives and off-road touring

How it drives: On and off-road

The V6 Ranger is smoother than any other ute in this group.

The engine is torquey and composed, with a relaxed gait whether you’re cruising the highway, tackling a mountain road, or hauling a load. Paired with its superb 10-speed automatic transmission, the V6 Ranger remains unsurpassed in this class.

Torque arrives early and consistently, and the engine runs smoothly under load. The Ranger maintains composure whether you’re on a long highway cruise, threading through winding mountain roads, or towing heavy gear off the beaten track. For anyone who wants a ute that feels effortless to drive, carries a load without fuss, and has genuine on-road and off-road capability, the V6 Sport immediately stands out as the class leader.

Full-time 4×4 via a dual-range transfer case, combined with a suite of clever towing technologies, ensures that even heavy tasks or off-road challenges feel controlled and manageable. Whether loaded or light, the Ranger V6 instils confidence behind the wheel, giving the driver a sense of command no matter the terrain.

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Engine and towing performance

The Ranger V6 scored strongly across our key categories: Doing the Job, Bushability, and Built Tough.

Fuel consumption is slightly higher than the smaller engines – around 12–14 L/100 km on our cycle – roughly 2 L/100 km more than the most economical competitor. But when you factor in the Ranger’s ability to carry north of 500kg while towing near its limits, the numbers are impressive. This combination of capacity, control, and smoothness makes the Ranger V6 the clear leader for serious towing work.

The 3.0‑litre V6 turbo-diesel engine produces184kW at 3250rpm and 600Nm of torque from 1750-2250 rpm, paired with a 10-speed automatic transmission. This powertrain delivers smooth, torquey performance for towing, hauling, and everyday driving, while the Sport trim ensures the cabin remains comfortable and usable for long days on the road or in the bush.

It was the standout performer when towing the Offline camper, maintaining impressive poise and composure even on the roughest sections of the drive loop. As Tim states, the V6 Ranger emerged as the clear winner.

“Owners can expect to use a bit more fuel than smaller engines – we saw around 12-14L/100km on our cycle which was about 2L/100 more than the best performer on the day – but go back to the numbers and this is one of the few utes that can carry north of 500kg (not taking into account ball weight) while towing at its limit… rare, impressive. It’s the clear winner” – Tim van Duyl

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Interior comfort

The Ranger’s interior is beginning to show its age when lined up beside some of the newer contenders, but it remains supremely comfortable, practical and easy to live with.

The Sport specification strikes a sweet spot between the popular XLT and the high-spec Wildtrak, offering everything you’d want for bush touring along with just enough luxury features to make long days behind the wheel a pleasure.

Inside, the cabin is thoughtfully designed for both work and adventure. Supportive seats with partial leather trim and durable materials make extended hours behind the wheel less fatiguing, while the ergonomic controls and large, clear displays keep essential functions within easy reach. Practical touches such as plenty of storage cubbies, USB ports, and an intuitive 12-inch touchscreen make life easier on long trips

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Why it wins

The Ranger V6 Sport takes out our 2025 4×4 Ute of the Year title because it delivers genuine substance where it matters – power, capability and practicality.

• V6 performance: Smooth, torquey 3.0‑litre diesel with 184 kW and 600 Nm makes towing and highway cruising effortless.
• Towing and load-carrying: Near‑tonne payload and 3500kg max tow, backed by integrated brake controller and Tow/Haul Mode.
• Balanced specification: Sport trim hits the sweet spot between comfort and practicality, with a well-laid-out, durable cabin for long drives and bush touring.

Yes, fuel consumption is slightly higher than smaller engines, and the interior styling is starting to show its age. But judged purely on what you get for the price, the Ranger V6 Sport offers unmatched towing ability, off-road composure, cabin comfort and everyday usability – and that’s why it wins.

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Making a stunning debut at our 4×4 Ute of the Year testing was Kia’s all-new Tasman.

This is Kia’s first attempt at building a midsize 4×4 ute in the style so popular in Australia, and for a first effort, the Tasman is an impressive result. While the styling has proven controversial (that’s putting it politely), it’s what’s under the skin that makes the Tasman stand out.

Available in four model grades with either a ute bed or a cab-chassis, Kia is covering all bases with its new offering. For our Ute of the Year test, we selected the top-spec X-Pro, as it’s the model with more of an off-road focus in its equipment and specification. At around $75K, the X-Pro sits at the higher end of the spectrum, making it one of the most expensive utes in this year’s line-up.

JUMP AHEAD

• Key highlights
• How it drives
• Interior
• Towing performance
• Specs
• Verdict

A great all-round package

While the Tasman isn’t the most powerful or stiffest-sprung ute in the field, it delivers a capable, well-rounded package that suits both bush adventures and everyday driving. Key highlights include:

• 2.2‑litre single-turbo diesel, 154kW/440Nm
• Eight-speed automatic transmission
• Part-time, dual-range transfer case with on-demand 4×4
• Ladder-frame chassis with independent front suspension and leaf-sprung rear
• Off-road tech: traction control, selectable rear diff lock, high ground clearance
• Spacious, well-equipped cabin for touring or work

How it drives: On- and off-road

The Tasman X-Pro is built on a ladder-frame chassis with independent front suspension and a leaf-sprung live rear axle.

This is paired with a 2.2-litre single-turbo diesel engine producing 154kW and 440Nm. An eight-speed automatic transmission feeds a part-time, dual-range transfer case that also offers on-demand 4×4 for full-time all-wheel drive when needed.

It’s a powertrain that’s smooth and strong, even if it doesn’t quite match the peak numbers of some rivals. It delivers exactly what’s needed 99 per cent of the time when you’re behind the wheel. Only in that last one per cent – when you’re flat-footed or towing heavy loads – does the Tasman feel like it could use a bit more grunt.

Off-road, the Tasman’s traction control and selectable rear diff lock work well with the suspension to deliver competent performance in rough terrain. The absence of side steps on the X-Pro gives it more ground clearance than utes fitted with steps, meaning it didn’t scrape over steep humps where others did.

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Interior comfort and practicality

The Tasman X-Pro’s interior is wide and spacious, fully loaded with all the trimmings and features you’d expect from a new top-of-the-range model.

Seats are supportive and upholstered in durable leather-look material, with heated front seats and adjustable driver settings for long-distance comfort. The cabin also includes a multifunction steering wheel, touchscreen infotainment, Apple CarPlay/Android Auto, and plenty of storage cubbies for gadgets, paperwork and touring gear.

Controls are intuitive, the cabin is practical for long days on the road, and the overall layout is well thought-out for both touring and work. Visibility is good, with large mirrors and a clear sightline to the bonnet and corners, and the rear cabin offers ample legroom for passengers or gear.

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Towing and load-carrying

According to our resident towing guru, Tim van Duyl, Kia had every opportunity to make the Tasman the best ute on the market when it came to towing, but they chose to compromise on power and suspension.

“With only 140kW the Tasman is underdone, if saved a little by the best-in-class eight-speed gearbox. The suspension, which is lauded for its compliant ride around town and off road, is just too soft for loads,” said Tim. “The Offline Camper’s 150kg ball weight didn’t fully compress the Tasman’s rear leaf suspension but it put a big dent in it.

“It’s not all bad though – the Tasman has some good tow-tech like an integrated brake controller, tow mode and basic pre-departure checklists. It has a strong GCM limit of 6300kg, which combined with a reasonable 2300kg kerb weight means it can actually (on paper) tow at its limit while carrying more than a driver alone. For those reasons it scraped into the top three for me.”

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Why the Tasman X-Pro made the Top Three

The Tasman X-Pro earns a top-three placing in our Ute of the Year testing due to three core reasons:

• Off-road competency – Traction control, selectable diff lock, and solid suspension make it confident on rough tracks.
• Practical specification – Spacious cabin, well-sorted tech, and feature-rich X-Pro trim suit touring and long days in the bush.
• Towing potential – 2.2L diesel, integrated brake controller, and strong GCM give it credible towing ability despite some suspension limitations.

Yes, it lacks the outright power and rear suspension firmness of some competitors, but judged on overall capability, comfort and off-road practicality, the Tasman X-Pro more than earns its place among the top utes of 2025.

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There’s a good reason the Ford Ranger and Toyota HiLux consistently top Australia’s sales charts – they’re the best-built and best-equipped utes in their class by a fair margin, even if the competition is slowly closing the gap.

At the end of testing, the Ranger Sport and HiLux SR5 were separated by just one point – and it was the Ranger’s V6 engine that made the difference. Had we been testing a four-cylinder Ranger, the result could easily have gone the other way.

The HiLux may be one of the oldest models in this field, soon to be replaced by an updated version as we write, but it remains an enduring workhorse – whether for business or pleasure. It might not be as well equipped, refined, or up to date as some of the newer models, but it gets the job done efficiently and without fuss.

But isn’t there a new HiLux?

Yep, there is. But for this year’s testing, we used the MY25 HiLux SR5+, simply because the all‑new 2026 HiLux was still several weeks away from launch and not available for testing!

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Interior
• Verdict

Proven capability

When it comes to what makes the HiLux SR5 tick, it’s all about proven capability, practical features, and a durable setup that works on and off the road. Highlights include:

• 2.8‑litre turbo-diesel engine (150kW/500Nm)
• Aisin six-speed automatic transmission
• Part-time 4×4 with low-range gearing and rear diff lock
• Ladder-frame chassis with independent front suspension and leaf-sprung rear
• SR5 Premium Pack
• Practical, well-laid-out cabin with ample storage and connectivity
• Strong towing ability

How it drives: On- and off-road

The HiLux SR5 remains predictable and reassuring behind the wheel, whether on sealed highways or dirt tracks.

The 2.8-litre diesel delivers smooth power with strong mid-range torque. While not as refined as the latest rivals, it cruises confidently on highways and mountain roads, with a suspension that balances comfort and composure for long workdays or touring trips.

Off-road, the HiLux is capable and confidence-inspiring across rough terrain. The ladder-frame chassis and leaf-sprung rear remain composed over ruts and humps, while the independent front suspension soaks up bumps without upsetting balance. Bush tracks, moderate climbs, and uneven surfaces are all handled with the reliability you’d expect from a tried-and-true HiLux.

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Engine and towing performance

Under the bonnet, the HiLux SR5 runs with the familiar 2.8‑litre turbo‑diesel (1GD‑FTV). That engine delivers 150kW and 500Nm from about 1600rpm through to 2800 rpm – enough mid‑range punch for towing, overtaking and general 4×4 work.

It feeds through a six‑speed automatic transmission to a part-time 4×4 system with low‑range gearing and a rear differential lock – a drivetrain setup that remains well-proven in rugged Australian conditions.

On the tow‑loop the SR5 proved capable and confident. For example, when pulling the camper, the 2.8L pulled smoothly and the chassis stayed composed, even though the Hilux doesn’t come with fancy tow‑tech.

“Straight up the Lux felt like it had more power than Toyota lets on,” said Tim Van Duyl, our main tow tester. “The SR5 could get up and go with the Offgrid Solitaire 14 on the back. The 2.8L has a good top-end and torque comes on hard. The Aisin six speed might be outgunned by the 10-speed in the Fords, and eight-speed in the Kia, but it’s a fine thing for towing.

“Where it is let down is in its GCM (5850kg), kerb weight (2150kg) and claimed 3500kg tow capacity. Like almost every one-tonne ute out there, sure, it can tow 3500kg, but that leaves you with a little over 200kg to play with before you hit your GCM limit.”

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Interior comfort and practicality

The HiLux SR5 cabin strikes a balance between durability and comfort, giving drivers and passengers a practical space that works for both work and touring.

With the Premium Pack, the SR5 adds leather-accented seats, heated front seats, and an 8‑way power-adjustable driver seat with lumbar support, making longer drives far more comfortable.

Controls are intuitive and within easy reach, with dual-zone climate control, a multifunction steering wheel, and a practical layout that keeps gadgets, paperwork, and touring gear organized. The SR5 also offers USB ports, cup holders, storage cubbies, and a cooled glove box, reflecting thoughtful usability for extended trips or workdays.

Infotainment is straightforward but modern(ish), with a touchscreen supporting Apple CarPlay and Android Auto, while visibility remains strong thanks to large mirrors and clear sightlines, making driving in the bush or on the highway easy. Rear passengers benefit from generous legroom and a 60/40 split-folding rear bench, keeping everyone comfortable without compromising utility.

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Why it nearly won

The HiLux SR5 proves that a tried-and-true formula still works in 2025:

• Bush-proven reliability – Handles rough tracks and long drives without fuss.
• Practical, simple interior – Leather seats, upgraded sound, intuitive layout.
• Towing competence – 2.8L diesel delivers strong torque for everyday towing.

It might not be the flashiest or most powerful ute in the field, but its durability, practicality and predictability make it a top choice for those who need a vehicle that works hard and lasts a long time.