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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For the first time at our Ute of the Year testing, we included plug-in hybrid (PHEV) utes. Each had its own strengths, but one quickly stood out from the pack: the Ford Ranger Sport PHEV.

What made it shine? Simply put, it drives like a Ranger, and that’s a very good thing in our books. Unlike some EV‑derived pickups, the Ranger PHEV isn’t a bespoke design. It’s built on the existing T6 platform that underpins the current Ranger range. This proven foundation, combined with Australian-developed and tuned suspension, ensures the PHEV feels familiar yet capable, both on- and off-road.

JUMP AHEAD

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

Key highlights

For buyers seeking a hybrid 4×4 that doesn’t compromise on capability, the Ranger Sport PHEV offers:

• 2.3-litre EcoBoost petrol engine and 75kW electric motor (207kW/697Nm)
• 11.8 kWh battery with plug-in hybrid capability
• 10-speed automatic transmission with dual-range 4×4
• 3500kg towing capacity and strong payload
• Ranger‑proven chassis and Australian-tuned suspension
• Battery can power tools and appliances off-grid

How it drives: On- and off-road performance

Significantly, the Ranger PHEV is the only model in the Ranger line-up powered by a petrol engine. Under the bonnet sits Ford’s turbocharged 2.3‑litre EcoBoost four-cylinder, the same engine used in the VW Amarok, but unique within the Ranger range.

Paired with a 75kW electric motor and an 11.8kWh battery, the combined power output is 207kW at 4600rpm with 697Nm from just 2500rpm, exceeding even the diesel V6 in torque. The hybrid system feeds a 10-speed automatic transmission and a dual-range 4×4 transfer case, giving the PHEV the same on‑ and off-road capability as the ICE-only Ranger models.

On tarmac, the Ranger PHEV feels remarkably like a conventional Ranger: Smooth, composed and confident. Torque arrives early and consistently, making highway cruising, overtaking and load-carrying effortless. The petrol engine is quieter and more refined than the diesel V6, while the electric motor fills in any gaps in acceleration, giving the PHEV a linear and responsive feel. Steering and suspension are well-tuned, so long-distance drives remain comfortable, with minimal fatigue behind the wheel.

Off-road, the Ranger PHEV benefits from the same Australian-tuned suspension and dual-range 4×4 system as other Rangers. It tackles uneven tracks, mud and steep climbs with confidence. Traction is excellent, and the hybrid torque delivery helps smooth low-speed crawling.

The additional battery weight at the rear adds stability on slopes and rough terrain, although ground clearance is slightly lower than a standard Ranger due to the battery placement.

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Towing performance

Despite being a hybrid, the Ranger Sport PHEV handles towing like a conventional Ranger.

“It felt planted, it felt safe. The tow-tech built in is still the best around, but there is one catch: When you are underway the hybrid does little to offset fuel use as you are not harvesting energy unless braking,” said towing judge, Tim van Duyl. “The net result is fuel use in the mid‑ to high‑teens when testing; not ideal when the fuel tank is only 70 litres, yet it was by far and away the best of the PHEVs for towing.”

With a 3500kg towing capacity and a strong payload, the Ranger PHEV remains a practical workhorse. The hybrid battery can also power tools and appliances directly from the vehicle, adding extra utility for off-grid or worksite use.

Some compromises include the fixed cargo tub (no cab-chassis or service-body option) and a smaller 70-litre fuel tank due to the battery placement. EV-only range is very limited, so pure electric driving isn’t its strong suit.

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Interior comfort and practicality

The Ranger PHEV retains the well-known Ranger cabin that is practical and comfortable for long drives.

Seating, controls and ergonomics are intuitive, with dual-zone climate control, modern infotainment supporting Apple CarPlay and Android Auto, and plenty of storage for gear and personal items.

While it isn’t radically different from other Sport models, the PHEV benefits from the usual Ranger refinement and build quality, making it easy to live with on workdays, touring trips or off-road adventures.

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Why it won Best Hybrid 4×4 Ute

The Ranger Sport PHEV takes out our Best PHEV Ute award because it delivers a true Ranger experience with the advantages of hybrid technology:

• Ranger capability – Proven T6 chassis, dual-range 4×4, and Australian-tuned suspension.
• Hybrid performance – 207kW/697Nm for strong on- and off-road performance.
• Practical utility – 3500kg towing, solid payload, and battery-powered appliance capability.

Yes, it comes with some compromises – limited EV range, fixed cargo tub, and a smaller fuel tank –but judged purely on its driving experience, towing ability and overall practicality, it’s the standout PHEV in a growing market segment.

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 Mitsubishi Triton is one of the stalwarts of the midsize 4×4 ute segment, and the current generation is still one of the newer models on the market, approaching two years since its launch.

The 2024 Triton introduced fresh styling, a larger cargo tub and cabin, and a fully revamped interior, marking a significant step up from its predecessor. It remains a ute that delivers reliable performance, solid build quality, and proven off-road capability, making it a favourite among both recreational users and work-focused buyers.

Its combination of towing ability, payload capacity and well-sorted suspension ensures it handles both everyday work tasks and extended touring with confidence.

JUMP AHEAD

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

Key highlights

From its twin-turbo diesel grunt to well-sorted suspension and practical, feature-packed cabin, the Triton GSR brings a complete package for work, touring and off-road adventures.

• 2.4‑litre bi-turbo-diesel, 150kW/470Nm
• Super-Select 4×4 system
• Max tow 3500kg, 6250kg GCM, ~1100 kg payload
• Leather seats, powered front seats, rear roof vents
• Nine-inch multimedia display
• Well-sorted suspension, composed on- and off-road

How it drives: On- and off-road

The Triton is genuinely enjoyable to drive on sealed roads. Its well-sorted suspension and chassis deliver a balanced blend of comfort and composure, soaking up bumps without feeling floaty or disconnected from the road.

The 2.4‑litre bi-turbo diesel is lively and responsive, providing strong low-end torque that makes overtaking and merging effortless. Even when carrying a load, the cab feels stable and planted, with minimal body roll and predictable handling. Long highway stints or daily work commutes are handled with ease, making the Triton as comfortable on the bitumen as it is ready for adventure.

When the terrain gets rough, the Triton’s Super Select 4×4 system proves its worth, offering excellent grip and traction across varied surfaces; from loose gravel to wet mud and uneven dirt tracks. The suspension remains composed under pressure, giving drivers confidence and control, while maintaining enough compliance to keep passengers comfortable.

While it didn’t top the Breaking Ground category, the Triton is capable and predictable, allowing you to attack moderate trails with confidence. Mitsubishi’s Dakar-inspired chassis engineering shines through, particularly when navigating rutted tracks or loose surfaces, demonstrating that the Triton can handle serious off-road conditions without compromising everyday usability.

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Engine and towing performance

Under the bonnet, Mitsubishi’s 2.4‑litre bi-turbo diesel received upgraded injection and calibration, producing 150kW and 470Nm.

The sequential turbo setup provides strong low-end torque with the smaller compressor spooled early and the secondary turbo kicking in under higher load, giving the Triton smooth, responsive acceleration whether lightly loaded or towing heavy gear.

“Tip your hat to the engineers of the Mitsubishi Triton GSR for not limiting it too much in its GCM and for keeping its kerb weight down,” said towing judge, Tim van Duyl. “With a max-tow-limit trailer (3500kg) behind it, the GSR still has more than 600kg of headway before it hits its 6250kg GCM. Without a trailer, she’ll haul nearly 1100kg between the tub and cabin too – the GSR is a mighty prospect for towing.

“The rear leaf springs are well balanced for low loads and stiffen nicely with 150kg on the tow ball. It felt neutral and pleasant to ride along in, and its 2.4L diesel did well. The sequential nature of the bi-turbo set up means when towing, the smaller compressor is always fully spooled and the larger secondary turbo comes on at higher rpm and loads.”

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Interior comfort and practicality

The Triton GSR’s cabin is roomy, functional and well laid out, with tactile controls that are easy to use in all conditions. Top-spec features include:

• Leather seats with powered front pews.
• Rear roof vents for passenger comfort.
• Nine-inch multimedia display with wireless Apple CarPlay, Android Auto, and inbuilt sat-nav.
• Large physical dials for audio and track control.

While the screen is smaller than newer 12.3‑inch units in some rivals, the cabin is practical, spacious and intuitive, with improved ergonomics and comfort over previous generations.

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Why it stands out

Despite being edged out in the Breaking Ground category, the Triton GSR scored high marks for Doing the Job, Built Tough and driver enjoyment, making it a solid all-rounder in the midsize 4×4 segment.

• Proven diesel performance – 150 kW/470Nm with smooth sequential twin-turbo setup
• Capable towing – 3500kg max, strong GCM, and nearly 1100 kg payload potential
• Well-balanced suspension – composed both on road and off, instilling confidence
• Comfortable cabin – leather, powered seats, practical layout, infotainment with Apple CarPlay/Android Auto

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.

The Isuzu D‑MAX is fast becoming one of the older utes in the midsize 4×4 segment, but that brings benefits – it remains a relatively simple, rugged vehicle. The current generation is four years old and received a significant refresh two years ago to keep it as up to date as possible.

The top-of-the-range X-Terrain model is loaded with features and trim, and while the lane departure system still manages to annoy even after being revised, under the skin the D‑MAX is a solid, working-class ute. Its durability and straightforward engineering make it a favourite among those who need a dependable towing and touring companion.

Beyond its reliability, the D‑MAX benefits from a tried-and-tested 4JJ 3.0-litre turbo-diesel, robust chassis, and simple, capable suspension setup that make it predictable and confident both on the road and off. For buyers who prioritise ease of maintenance and proven capability over flash styling or cutting-edge tech, the D‑MAX remains a compelling choice.

JUMP AHEAD

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

Key highlights

From its durable turbo-diesel engine to practical, well-equipped cabin and capable towing setup, the D‑MAX X-Terrain delivers a rugged, no-nonsense package for work, touring, and off-road adventures.

• 3.0‑litre 4JJ turbo-diesel, 140 kW/450 Nm
• Aisin six-speed automatic
• 3500kg max towing, soft leaf-pack suspension
• Eight airbags, full ADAS suite, Rough Terrain button
• Leather-accented trim, practical and intuitive cabin

How it drives: On- and off-road

The D‑MAX X-Terrain feels solid and predictable on the highway, with suspension tuned for a careful balance of comfort and load-carrying ability.

The cab remains composed even when cruising at speed or overtaking, and while acceleration isn’t blistering, the 3.0‑litre turbo-diesel delivers steady, usable power across a broad torque band. Its Aisin six-speed automatic provides smooth, reliable shifts in all conditions, and the chassis maintains a planted, confidence-inspiring feel whether the ute is empty or carrying a full load. For longer highway runs or mixed touring days, the D‑MAX rewards you with a stable, fatigue-free driving experience.

Off the bitumen, the D‑MAX is competent and dependable rather than flashy. The Rough Terrain button sharpens the electronic traction control for low-range 4×4 use, helping when tackling uneven tracks, soft soil, or rocky sections. Its leaf-sprung rear suspension is forgiving over bumps and undulations, offering a comfortable ride for passengers while maintaining control when carrying a load.

While it doesn’t match the ultra-composed handling of newer rivals, the D‑MAX remains predictable, capable and confidence-inspiring on moderate trails. Its simple, robust engineering means it can be relied upon.

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Engine and towing performance

At the heart of the D‑MAX is Isuzu’s 3.0‑litre turbo-diesel 4JJ engine, one of the largest-capacity units in its class. It delivers 140kW and 450Nm, providing plenty of low-down grunt for towing or loaded driving.

“The D-MAX has been a favourite of mine for towing for years, and although well beaten by the Ranger V6, it remains a worthy contender and runner-up as best tow ute,” said towing judge, Tim van Duyl.

“The 4JJ engine has what you want for towing – low-down torque – and it’s efficient, with my testing showing around 13L/100km over our loop. The gearbox is an Aisin six-speed that, again, is simple and reliable. The X-Terrain uses the softer of the leaf-pack options in the D-MAX, and it rides well with a load on the tow ball,” added Tim.

The D‑MAX benefits from a well-proportioned kerb weight and durable chassis, making it capable of hauling trailers near its 3500 kg tow limit while maintaining composure. The softer rear leaf springs are appreciated for both towing and off-road comfort, though the D‑MAX is less composed than newer rivals such as the Ranger, Triton, or Navara when pushed hard.

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Interior comfort and practicality

The 2024 updates brought a fresher look to the front cabin and improved safety features, including eight airbags, AEB with Turn Assist, Forward Collision Warning, Adaptive Cruise Control, Lane Departure systems, Blind Spot Monitoring, and Rear Cross Traffic alerts.

Inside, the X-Terrain is well-equipped and practical, with leather-accented trim, intuitive controls, and a layout designed for both work and touring. While it’s not as modern or luxurious as some rivals, the interior remains functional, comfortable, and user-friendly, with all essential 4×4 and towing controls within easy reach.

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How it stacked up

The X-Terrain sits at the top of the D-MAX range and carries a premium price, so value is better in lower grades with the same drivetrain, chassis and suspension. Still, here are its strongest points:

• Simple, rugged platform – proven D23 chassis and 4JJ diesel engine
• Towing-friendly – 3500 kg trailer, soft leaf springs, low-down torque
• Reliable and efficient – ~13 L/100 km on our loop, straightforward automatic gearbox
• Safety-focused – extensive ADAS suite, eight airbags, updated traction control

The BYD Shark bit into the Australian ute market like its namesake tears into a school of baitfish.

It entered aggressively with sharp drive-away pricing, a high level of specification, and the claim of being the first 4×4 PHEV ute on sale in Australia. The tactics worked, with strong sales putting the Shark among the best-selling utes in its class and boosting the BYD brand toward its top-five target.

The Shark is a large midsize ute with a spacious, well-appointed cabin in the single grade currently offered. Its interior sets a high benchmark for other utes to follow, with generous space, a clean design, and features that will impress buyers on a test drive – especially when paired with its competitive price.

JUMP AHEAD

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

Key highlights

For buyers focused on lifestyle and tech, the Shark offers a well-equipped, spacious, and quiet cabin, rapid electric acceleration, and plug-in hybrid efficiency. But for 4×4 enthusiasts, towing or heavy-duty off-road work, it’s a compromise.

• First PHEV 4×4 ute on the Australian market
• Spacious, well-appointed cabin with modern design
• 321kW combined output and 650Nm torque
• Plug-in hybrid efficiency and urban agility
• Terrain modes and electric AWD intervention

How it drives: On- and off-road

The Shark is driven by a pair of electric motors – one on each axle – plus a petrol engine that primarily charges the batteries powering the motors.

Up front sits a 135kW/260Nm turbocharged 1.5-litre four-cylinder petrol engine paired with a 130kW/330Nm electric motor. The rear axle is powered by a 150kW/340Nm electric motor, completely isolated from the front. Combined, this gives the Shark 321kW and 650Nm, but the way that output reaches the wheels limits its effectiveness off-road.

Unlike conventional dual-range 4×4 systems, the Shark’s rear electric motor only engages when the throttle is floored or when wheel slip triggers all-wheel-drive intervention. That delay, combined with fully independent suspension using very short control arms, limits wheel travel and causes the wheels to lift easily over rough terrain. Terrain modes improve responsiveness slightly, but fundamental mechanical and drivetrain design limitations hold it back.

While the Shark delivers quick, comfortable, and gadget-packed driving around town, it falls short in typical 4×4 situations. On gravel, loose surfaces, and moderate trails, the isolated rear motor and short-travel suspension make the Shark feel unsettled. It is competent for light dirt roads but lacks the confidence, traction, and mechanical robustness required for serious off-road work.

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Towing performance

The limitations of the setup were also noted by towing judge, Tim van Duyl when he hitched the Offline camper behind the Shark.

“It is nice to see a Tow Mode in the Shark, but if the battery is running at less than 50 per cent, the petrol engine will rev so hard that will drive you nuts on a long haul,” he said. 

“Once charged beyond 50 per cent it will settle down unless you are pushing it, and with 2000kg you are almost at its tow-limit of 2500kg, which for me rules it out of contention instantly. The Shark doesn’t have the payload or tow capacity to compete as a viable towing ute.”

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Interior comfort and practicality

Inside, the Shark impresses with space, tech and presentation.

The cabin layout is clean and modern, anchored by BYD’s signature rotating 12.8-inch touchscreen, which can switch between landscape and portrait modes. It houses most vehicle controls – climate, drive modes, camera systems and EV settings – giving the interior a sleek, minimalist feel.

The digital instrument cluster is crisp and easy to read, while the steering wheel and switchgear feel more passenger-car than commercial ute. Seat comfort is excellent up front, with electrically adjustable, heated and ventilated front seats, a rarity at this price point. Rear passengers also score generous legroom thanks to the Shark’s longer wheelbase, and the bench has a more relaxed backrest angle than many traditional dual-cabs.

Cabin storage is plentiful, with a deep centre bin, large door pockets, twin wireless charging pads and several USB-A/USB-C outlets spread throughout. Fit and finish is strong too, with soft-touch trims, ambient lighting and a level of refinement that pushes the benchmark for the segment.

Practicality in the tub is slightly compromised by the hybrid layout, but the Shark still offers decent space for weekend gear.

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Why it didn’t win

The BYD Shark is a bold, innovative entry and shows what PHEV technology can do in a midsize ute – especially around town or for light duties. It wins on tech, interior space, and driveability for urban users, but it falls short on the traditional 4×4 criteria due to:

• A slow-reacting, part-time AWD system with no mechanical link between axles
• Limited wheel travel from its short-arm independent suspension
• Modest payload capacity compared with traditional dual-cab rivals
• Lower towing limits and less stability under load
• Heavy reliance on battery charge for consistent performance

The Toyota LandCruiser 70 Series has earned a reputation as one of Australia’s toughest workhorses. Its raw and unfiltered character is a big part of why the Toyota 79 Series still holds such a loyal following across remote stations, mine sites and touring circles. 

However, even the most devoted owners will tell you the old-school charm comes with a few compromises. The basic cabin trim, thin sound proofing and agricultural ergonomics all remind you this is a vehicle designed for durability first and comfort second. Case in point, long hours behind the wheel make the awkward driving position obvious and the lack of storage or natural armrest placement leaves plenty to be desired on the daily commute.

None of these quirks are a surprise to seasoned 70 Series fans. They are part of the package and have been for decades. But with so many Australians using their 70 Series as a touring rig, trade ute or family adventure truck, the need to improve comfort, practicality and cabin functionality has never been greater.

This is where brands that specialise in the platform step in with practical, engineered solutions that fix the bits Toyota never updated. Which brings us to the 70 Series Store, a business dedicated entirely to improving the ownership experience of the Toyota 70 Series and 79 Series.

Interior comfort and usability

Toyota modernised the 70 Series drivetrain, but the cabin remains basic and short on comfort. Long stints behind the wheel highlight the awkward driving position, the lack of functional armrests and the limited storage. The following upgrades address those shortcomings directly and give the driver a more comfortable, usable space without taking away the rugged character of the 70 Series.

Cup Holder Armrests

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These armrests are a simple but transformative upgrade, fixing the lack of cup holders while doubling as a comfortable armrest. Easy to install without drilling, they are made from durable materials and sold as a pair for both front seats. One of the most installed 79 Series upgrades, they enhance daily driving comfort by keeping drinks secure and elbows supported on long trips or rough roads.

Centre Console Armrest Pro or Lite

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The factory centre console in a 70 Series sits low, which becomes uncomfortable over time. This upgrade raises the armrest to a more natural height and adds extra storage in the process. The Pro version also includes built in cup holders for added convenience across touring and work use.

Centre Console Fridge

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Replacing the factory console entirely, this unit adds a 7L compressor fridge along with extra storage, a phone holder and USB charging. By combining cooling, organisation and charging in one space, it keeps essentials accessible both around town and out bush.

Stainless Steel Door Trims

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The factory door sills wear quickly, especially in dusty or muddy environments. These trims upgrade the weak plastic with 304 grade stainless steel and a checker plate surface for safer footing as you climb in and out. Rubber edging protects the paint and helps the trims last in harsh conditions.

Practical Everyday Upgrades

Even small changes can significantly improve day-to-day comfort in the 70 Series. These upgrades target the most common complaints owners mention, from wind noise to shift feel, and help the cabin feel more refined without losing the Cruiser’s workhorse DNA.

Soundproofing Door Seal Kit

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This kit replaces worn factory door seals with a snug, rubber sealed system that closes the gaps around the doors. It fixes wind noise, improves insulation and gives the cab a noticeably quieter feel on the highway. Installation is straightforward and requires no specialist tools.

Gear Stick Extension

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The gearstick in a 70 Series sits low, forcing the driver to reach down awkwardly when shifting. This extension raises the lever to a more ergonomic position for more accurate shifts and less shoulder and arm fatigue. It works particularly well when paired with upgraded armrests.

Leather Gear Knob Kit

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The stock plastic knob is functional but not comfortable on long drives. This hand stitched leather replacement offers a softer, more tactile feel and makes shifting more pleasant day to day. It is a simple, direct swap that instantly improves cabin quality.

Exterior and Touring Essentials

Not every improvement takes place inside the cabin. These exterior upgrades focus on usability when maintaining the vehicle, preparing for a trip or dealing with everyday weather conditions.

70 Series Bonnet Gas Struts

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These gas struts replace the factory bonnet prop and make lifting the bonnet a simple one handed operation. Servicing, pre trip checks and general maintenance become easier and safer with the bonnet held securely open.

Weather Shields

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These Aussie-made weather shields let you crack your windows for airflow even during rain. They help reduce cabin heat, limit moisture build-up and are made from UV resistant acrylic for durability.

Dash Mat

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A dash mat is a practical upgrade for any long term 70 Series owner. It protects from UV damage, prevents fading and reduces glare while driving. A custom fit design ensures it stays in place even on corrugated roads.

Storage and Organisation

If you use a Toyota 79 Series dual cab for work or touring, you already know how limited the rear cabin storage is. These upgrades help organise gear more effectively without sacrificing passenger space.

Rear Side Consoles

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The rear side consoles make use of wasted cabin space by fitting on either side of the rear bench. They add storage pockets, cup holders and optional USB ports while remaining slim enough to keep foot room and entry clear.

The 70 Series remains one of Australia’s most trusted platforms, but it benefits greatly from smart upgrades that improve comfort, usability and long haul drivability.

These changes do not alter the core character of the vehicle. They simply enhance the way modern owners use their vehicles today and help address the well-known compromises that have been part of the platform for decades.

Specialist suppliers like the 70 Series Store play a clear role in bringing these improvements to life. Its catalogue is built around solving real issues that long-time owners recognise the moment they climb into the cab. Better storage, improved ergonomics and more functional interior components make a noticeable difference from the first drive.

We will be testing a selection of 70 Series Store upgrades on our own 4X4 Australia 79 Series project ute as part of our long-term evaluation. As always, we will report back with real-world results from bush tracks, highways and everyday driving.

Stay tuned as we see which upgrades make the biggest impact on everyday 70 Series ownership.

Ford Australia will expand its Ranger Super Duty range next year, introducing new Pick-Up and XLT variants by mid-year.

The new Pick-Up and XLT variants slot into the MY26.5 line-up at $93,990 for the Double Cab Pick-Up, $95,990 for the Double Cab Cab-Chassis XLT, and $99,990 for the Double Cab Pick-Up XLT – all MLP.

The Pick-Up essentially adds a factory-fitted tub while retaining the heavy-duty specifications of the cab-chassis models – 4500kg GVM, 8000kg GCM, 4500kg towing capacity, 154kW at 3250rpm, and 600Nm at 1750rpm. It will also carry over the existing 1710mm track width and wading depth of 850mm.

“This is the truck for the customer who needs to tow a heavy work trailer or carry a massive payload during the week, but wants to load up the tub and head off-road with the family on the weekend,” said Ambrose Henderson, Marketing Director, Ford Australia. “It effectively bridges the gap between a dedicated workhorse and a premium touring vehicle, giving owners the freedom to work hard and play harder without compromise.”

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The XLT will be available on Double Cab Cab-Chassis and Double Cab Pick-Up variants and gets premium features including 18-inch eight-stud alloy wheels, leather-accented heated and ventilated front seats, leather-accented rear seats, carpet flooring, and front all-weather mats.

Ford will also broaden its factory options for MY26.5, including an 8.9-inch digital rear-view mirror, Aeroklas twin in-bed drawer system, and commercial or stylish canopy options. A new exterior colour, Traction Green, joins the MY26.5 range as an optional Prestige Paint choice. Full options include 👇

“The Ranger Super Duty was born from a direct need to do more for our customers, and the reaction since our initial announcement has been extraordinary,” said Andrew Birkic, President and CEO, Ford Australia. “By introducing the Pick-Up body style and the XLT series, we’re taking that massive towing and hauling capability of Ranger Super Duty and making it even more versatile for Australian drivers.

“We know that for many customers – especially those touring our great, vast nation – comfort is just as important as capability. The XLT grade, combined with the flexibility of a factory-fitted tub or cab-chassis, opens up the Super Duty to recreational users who want a vehicle that can tow just about anything, anywhere, without sacrificing the refinement needed for long-distance touring.

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“The Ranger Super Duty has already captured the imagination of Australians who need serious capability. With the arrival of the Pick-Up body style and the XLT series, we’re making that capability even more accessible for everyday life.”

Existing pricing for Single Cab, Super Cab, and Double Cab Cab-Chassis models remains unchanged. Full specifications including weights, dimensions and payload will be released closer to arrival. 

Order books are now open, with deliveries expected in mid-2026.

Luxury off-road caravan manufacturer Zone RV has been placed into administration, leaving hundreds of customers and staff in limbo just weeks before Christmas.

Rahul Goyal, Kate Conneely and Stephen Earel of restructuring advisory firm Cor Cordis were appointed Administrators of Zone Manufacturing Pty Ltd and Zone RV Holdings Pty Ltd on Monday, December 1, 2025. The appointment, initiated by the director of Zone RV, comes as the company faces financial difficulties.

Zone RV, based in Coolum on Queensland’s Sunshine Coast, employs around 250 staff, who were sent home on Monday and are owed entitlements including holiday pay.

The administrators said they are conducting an urgent review of the company’s financial and operational position. Their primary objective is to preserve value for all stakeholders, including employees, customers, and suppliers, and to determine the strategic options available. 

During the administration process, Zone RV will continue to trade in a substantially reduced capacity, while Cor Cordis works with management, staff and key stakeholders to stabilise operations and explore restructuring opportunities.

“Zone RV has built a strong reputation as a leading caravan manufacturer, renowned for its innovation, design excellence and commitment to comfort, while pioneering advancements in four-wheel technology,” said Rahul Goyal, partner at Cor Cordis. “Our immediate priority is to assess all viable options that maximise outcomes for all stakeholders while exploring avenues for a sustainable future for the brand.”

Zone RV has deactivated its Facebook page.