This hasn’t always ended well. Slapping your own badge on somebody else’s homework is risky business, especially when it’s a dual-cab ute we’re talking about. 

Throw in the fact that you’re playing with a well-regarded, history-laden, volume-selling model with a huge fan-base and you can see why all eyes are on the new Nissan Navara. Which is why the world tuned in to Adelaide recently for the global live-streamed unveiling of the new Nissan dual-cab.

Now it might be different if the Navara was the donor vehicle in this scenario (although the unmitigated disaster that was the Mercedes-Benz X-Class suggests otherwise) with another manufacturer stepping on board to rebadge and fill its own showrooms. But no, in this case, it’s Nissan that’s hitching a ride and it’s the new Mitsubishi Triton that’s providing the piggy-back. What could possibly go wrong?

Well, lots, actually. Witness the sales trend of the VW Amarok once it switched from a VAG product to a rebadged Ford Ranger. Right now, VW is selling one Amarok to almost 10 Rangers. BT-50 fans might also be scratching their heads at the fate of the Mazda product after it switched from the Ranger’s architecture to the Isuzu D-Max platform. Which begs the question, how the hell are the rusted-on Navara freaks going to react to this latest tear in the cultural fabric?

Certainly Nissan is pretty upbeat about the whole deal, pointing to Aussie input and development, while still using the global launch of the Navara to actually tell us not very much about the actual product. Mind you, that’s pretty normal for a global unveil, as opposed to a local launch. (We did, at least get to spend some – if not a lot – time in the actual vehicle.)

For instance, despite sitting through the press conference and Q and A session (which included management and design staff from head office in Japan) I still have no idea how the range will line up. I can tell you there will be an ST-X and at least one model under that, as well as a range topping Pro-4X model, and Nissan will double down on its locally-developed hot-rod franchise with a Navara Warrior, but that’s about it.

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Oh, and that initially, the Navara range will consist entirely of dual-cab four-wheel-drive models because, in Australia, those make up 90 per cent of all Navara sales. Will there be a two-wheel-drive, or a cab-chassis or a single-cab down the track? Nobody’s saying. Perhaps the Chinese-made Dongfeng Nissan factories are working on that. Again – and typically – nobody was talking about future product.

Prices? Anybody’s guess, as is the chance of a hybrid variant any time soon. Mitsubishi has talked about a Triton hybrid, but Nissan is saying nothing on the subject, despite being heavily invested in hybrid and EV tech across its other model line-ups. Again, the Dongfeng tie-up might be the key there.

Of course, the other big question revolves around how much Triton is in the Navara. Nissan was predictably, a bit defensive about this stuff, and when pressed refused to say if all the major body sheet-metal was carried over from Triton. Instead, we were told that the bold Navara fascia and distinctive tail-lights all helped create the Navara look and feel. Which is code for, all the sheet-metal is carried over. But still, nobody on stage would bring themselves to say as much.

As with most dual-cabs, the devil is in the suspension. So, that’s what Nissan has concentrated on to make the Navara a Nissan and not a Mitsubishi with a different badge. And, cleverly, the company has once again tapped into Melbourne-based engineering gurus, Premcar, an operation that has been responsible for some of the best off-road Nissans ever made, namely the Navara and Patrol Warrior stablemates.

I managed to corner Premcar CEO and chief engineer, Bernie Quinn, after the Q and A side-stepping to find out the skinny on what’s been changed. Fundamentally, not a whole heck of a lot, and Bernie was quite candid and enthusiastic about the basic dynamic package Nissan inherited when it jumped into bed with Mitsubishi.

“We’ve only changed the dampers, really,” he told me. “We’ve gone to twin-tube dampers because single-tubes get destroyed by flying rocks, and we’ve tuned them. But we haven’t had to change the springs or even the bump-rubbers.”

Premcar’s task was to retune the suspension for Australia and New Zealand (Oceania in Nissan-speak). Whether other markets will pick up on that and specify it for their own buyers remains to be seen and was another topic the Nissan brass didn’t want to tackle.

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But Bernie was happy to detail the process: “We knew linear steering response was important (no slop or roll before the vehicle responds) but we still had to produce a ute that could do everything a ute has to. So, we concentrated on the balance between primary (big bump) and secondary (small bump) ride control. Taking into account the payload and towing abilities we still had to provide, we’re really proud of what we’ve achieved.”

For the record, Nissan’s local testing involved 18,000km of hard running across South Australia, Queensland and the Northern Territory, taking in iconic routes such as the Oodnadatta and Birdsville Tracks, the roads around Alice Springs and even tracks around Finke. The testing took 12 months, and led to three different damper specifications chosen from no fewer than 137 damper codes and a colossal 550 individual damper shims.

What’s also interesting is the enthusiasm Bernie and his team had for the basic Triton set-up with which they started the process: “It wasn’t necessary to change spring rates, bump stops or roll centres: They were pretty much where we needed them to be. We didn’t need wholesale changes to the architecture, because that was pretty good, too.”

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Beyond the suspension tuning, the Navara is comprised largely of Triton tech. That runs to the 2.4-litre bi-turbo engine with its 150kW and 470Nm of torque. Fuel consumption is an official combined 7.7 litres per 100km, and the six-speed auto remains. The good news is that means the Navara also sports Mitsubishi’s Super Select all-wheel-drive system complete with 4-Auto for bitumen all-wheel-drive work. Okay, so Nissan is calling it Super 4WD Terrain Selector, and it incorporates seven driver-selectable modes running from Sand to Rock and everything in between. A locking rear diff will likely be optional on some versions and standard on others.

Inside, you get a nine-inch central info-screen, a seven-inch driver’s display, wireless charging, wireless connectivity, digital radio, 360-degree camera, plenty of USB charge ports and the dual glove-boxes that suggest there’s very little in the cabin that’s not Triton-spec.

Safety involves the usual driver aids, but we’re still left wondering about the calibration of the driver-distraction warning which has been panned in the Triton and seemed to be triggered by some styles of sunglasses while it ignored others.

First drive impressions

Which brings us to our driving experience.

Fundamentally, I’m not going to go out on a limb here and make any definitive statements, because the drive loop lasted about 15 minutes and was carried out solely on a carefully chosen series of dry, hard-packed tracks. Operation switched between 4-Auto and 4-Low (with a locked centre diff) and there was no bitumen component whatsoever.

So what can I tell you? Obviously, not a whole lot, but I will say that the suspension tune felt really composed and comfy over small, stuttery lumps and bumps, suggesting that Premcar really knows what it’s doing. No surprises there. Even upping the speed to about the maximum at which you’d cross this sort of terrain, the Navara stayed calm and composed in the cabin, helped no end by really good front seats that seemed to be almost in phase with what the suspension was doing.

The engine is a good ‘un (but you knew that) and the rest of the driving experience is likely to be dictated to a large extent by what tyres Aussie Navaras come with, and how much gear you hurl into the tub at any one time. Certainly, though, in terms of striking a nice balance between payload and unladen comfort and providing a decent driving experience at the same time, the Navara would appear to be one of the new generation of platforms that is getting ever closer to being on target.

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Payload depends on model and spec and ranges from just under to just over a tonne. And of course there’s 3.5-tonne towing which is now the industry standard. The tray has grown a useful 46mm in length versus the Navara D23, and the whole vehicle is longer, wider (although slightly lower) than before.

The real question, of course, remains just how the Navara faithful react to all this model sharing. Will they embrace the more modern, wider cabin, the locally developed suspension and the clearly pretty good basic architecture? Or will they lament the loss of the coil-sprung rear end and the fact that their favourite ute is now a Mitsubishi under the skin? 

Hopefully, they’ll at least drive it before making that call, and understand that without model sharing of this type, there might not have been a next Navara at all. Because you get the feeling that’s more or less the reality here.

When the team at Ford Australia first told us about its upcoming Ranger Super Duty, my initial reaction was that it sounded like an answer to a question nobody had asked. As it turns out, I couldn’t have been more wrong – because Ford had been asking the question all along.

Around seven years ago – before the current-generation Ranger had even been revealed – a group of senior Ford Australia managers and engineers hit the road to speak directly with private and business owners of four-wheel-drive utes. They wanted to understand how people were actually using their vehicles and, more importantly, what they wanted from them. What would be on the wish list for the ideal working 4×4 ute?

This survey wasn’t limited to owners of midsize utes like the Ranger. It also included managers of heavy-duty ute fleets – such as LandCruiser 79 Series operators – as well as businesses running full-size US-made pick-up trucks. What they discovered aligns closely with what we hear at 4X4 Australia: the number-one issue is weight. Whether it’s a ute loaded to the hilt on a mine site or cattle station, or hauling a big caravan along the highway, most vehicles simply aren’t up to the task in standard form.

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The only real alternatives have been the heavy-duty US pick-ups – but many buyers don’t want something that large. And while those trucks can tow massive trailers, a lot of them have relatively low payloads and aren’t built for the punishing conditions of Australia’s outback tracks.

Sure, you can get an aftermarket GVM upgrade, but many buyers don’t want the added cost, complexity or uncertainty that comes with going down that path – especially the big fleet managers overseeing dozens, sometimes hundreds, of vehicles. They were tired of buying a brand-new ute, only to then send it straight to a third party for a GVM upgrade and modifications, and later having to juggle multiple providers for servicing, repairs and maintenance depending on which component needed attention.

What they really wanted was a ute with higher load and towing capacities from the factory, and the ability to kit it out using manufacturer-approved suppliers. In short, a one-stop shop for a do-it-all vehicle, whether it’s destined for work or play.

Super Duty development

The Ford team travelled across large parts of Australia talking to as many ute owners as possible, and returned to Melbourne with a solution.

The first step was to build a business plan for what they wanted, based on the feedback gathered on the trip, then get approval from the brass in Dearborn to put the plan into action. What the team wanted was a Ranger Super Duty – a nameplate only ever applied to the heavy-duty versions of the iconic Ford F-trucks. We’re talking F-250 and above here, and the Super Duty name had never been applied to a mid-size truck.

Super Duty is not a title that Dearborn hands out willy-nilly like so many sticker-pack specials we’re used to in the mid-size 4×4 ute segment. No, Super Duty has to be earned, and there are standards that must be met before a Ford truck can wear that badge of honour. In fact, you can’t even buy a Super Duty badge – the mark is stamped into the vehicle’s sheetmetal, across the hood (I mean bonnet) and across the tailgate. You can’t just walk into a parts store and buy a Ford Super Duty badge to stick on any old ute.

The Australian team was convincing and, after outlining their plan, soon got the tick of approval to proceed with the project. That was just the first hurdle – the next was how to implement it.

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Chassis and suspension upgrades

Ford Australia’s plan was to create a Ranger – still the P703 model and still on the T6 platform – but one capable of a 4500kg GVM, towing a trailer of the same weight, and achieving a legal 8000kg GCM.

This would give users a vehicle no larger than a standard Ranger, with all the usual features and conveniences, yet offering the towing capacity of the full-size trucks and a payload to out-haul them. It was a big ask, but globally Ford has a deep pool of talented engineers and proven products to draw from.

While the stamping says Super Duty, the core of the product is a heavy-duty 4×4 truck. That meant engineering a chassis, suspension and driveline that could handle the target capacities in the harshest, most remote conditions. The T6 platform is retained, but the chassis is now thicker and heavier-duty to support the increased loads. Ford tells us that only six per cent of the chassis is carried over from a regular Ranger – and even then, it’s limited to some mounting brackets.

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Midway down the chassis is a 130-litre fuel tank with its own crossmember for support and a heavy-duty bash plate underneath for protection. In fact, all underbody components are well protected by metal plates, while the increased ride height keeps them further off the ground.

The Super Duty chassis is so different that popular accessories such as bullbars and side steps from a standard Ranger will not fit; they must be specifically designed and engineered for the Super Duty. For axles, the team delved into the Ford parts bin, but even these production components have been re-engineered to meet the demands of the Super Duty.

The front differential is derived from a Ford Bronco Raptor but has been beefed up with heavier-duty half-shafts, CV joints, strengthened gears and other internal components. The Super Duty Ranger also gains a locking front differential for off-road performance. The front hubs were adapted from the F-250 and, significantly, use an eight-stud bolt pattern.

The Ford team says the eight-stud wheels were required because it was the only way to achieve the clamping force needed to secure the wheel at the loads the vehicle is designed for. The front suspension features Super Duty–specific upper and lower aluminium cast control arms and uprights, all rated to handle SD loads.

As for the rear axle, it shares the same stud pattern but is derived from a Ford Transit Jumbo rear end. Again, it has been beefed up with strengthened gears, larger axles and the heavy-duty components needed to cope with an 8000kg GCM, and it has been converted to a full-floating design. It’s a huge diff and worth checking out by sticking your head under the back of the Super Duty — the same goes for the strengthened front suspension hardware.

The transfer case in the Ranger SD is another upgraded component, and significantly it offers only 4×4 Auto and locked high- and low-range modes, with no 2WD setting. Ford says that with the loads the SD is engineered to carry, the AWD-style 4×4 Auto mode is the best and safest option for users.

The Super Duty has a wider wheel track than a regular Ranger, matching that of the Ranger Raptor. The wheelbase is unchanged, but the rear leaf-spring mounts have been shifted to accommodate longer leaf packs, providing increased wheel travel. All suspension and chassis mounts have been reinforced to cope with the expected loads of the Super Duty.

Steel 18-inch wheels are fitted to the standard Super Duty, with Super Duty–branded alloy wheels to come when the XLT model launches in mid-2026. The move to 18-inch wheels was necessary to accommodate a larger disc-brake package to meet SD requirements.

The tyres fitted to the Ranger SD are LT275/70R18 (33-inch) General Grabber all-terrains, again rated to handle heavier loads. The front wheel arches, and the rear arches on the XLT with a tub, have been designed to provide additional clearance for the taller tyres and longer wheel travel.

Engine, torque and towing

The capacities of the Ranger Super Duty put it in the N2 vehicle class, which required changes to the 3.0-litre V6 diesel engine we’re used to in the Ranger. The recalibration reduces peak power from 165kW to 154kW but retains the 600Nm peak torque figure.

The cooling system has been upgraded with the 8000kg GCM in mind, including a 1000W electric fan with 25 per cent more capacity than the regular Ranger V6 unit. The Super Duty radiator grille has also been designed to allow greater airflow through to the fan.

The Super Duty comes with a model-specific intake snorkel, developed and manufactured by Safari to suit the new sheetmetal and feed air to the V6. Combined with the increased ride height, it gives the Super Duty a higher wading depth of 850mm. Helping further are raised breathers for all driveline components, tucked high on the chassis to vent heat and prevent water ingress. The N2 category also requires the engine to run AdBlue, which has now been incorporated into the Super Duty.

Another insight from the Ford team’s customer road trip was that many users didn’t want the DPF to perform automatic regenerations, as the increased heat can easily start fires in dry grass or paddocks. As a result, DPF regen can now be postponed and controlled manually via a button, with a dash warning advising when a regen is required.

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Body, clearance and off-road

We mentioned the new sheetmetal where the snorkel bolts on, and this is all part of an SD-only front-end redesign. 

The guards are taller and have higher wheel openings for the increased wheel travel and tyre height. The bonnet and grille are both SD-specific items, and a metal bumper mounts directly to the front of the chassis. The bumper has mounts for accessories such as lights, aerials or a sand flag, but it’s not designed to carry a powered winch. For a winch you’ll need a bullbar or other aftermarket front bumper. Ford’s partnership with ARB 4×4 Accessories has given the brand a head start, and ARB has already developed bars and other products for the Super Duty. You can bet other manufacturers won’t be far behind with their own SD accessories.

The cab section will come in single, extra and double-cab configurations and is carried over from the regular Ranger range. The wider wheel track of the Super Duty also allows for a wider rear tray, which you can clearly see in the mirrors. Those mirrors are larger than regular Ranger items, though accessory towing mirrors are still recommended.

SD debuts a new DAT rear bar that mounts under the integrated 4500kg-rated towbar and houses all of the Driver Assistance Tech hardware such as parking sensors, cameras and tow-control sensors. These components previously had to be relocated or deleted when fitting a tray or service body, but with the DAT bar they’re fully retained with full functionality.

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Interior, tech and comfort

Cab-chassis Super Duties are available in a single specification, featuring cloth seats, the 12-inch multimedia screen, an 8-inch driver display, vinyl floor coverings, wireless phone charger, auxiliary switch panel, drive modes, and all the usual Ranger ADAS and safety tech. Smart Hitch towing aids and an integrated trailer brake controller are also included for those who tow.

Keep an eye out for our first drive impressions landing TOMORROW MORNING!

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2026 range and prices

Ford has revealed updates for its 2026 Ranger and Everest, with expanded engine options, refreshed styling, and revised model line-ups to be implemented across both ranges.

The 184kW/600Nm 3.0‑litre V6 turbo-diesel is now available on additional variants including the Ranger XL and the all-new Everest Active, which replaces the previous Ambiente and Trend base models. In addition, the 2.0‑litre turbo-diesel has been revised with a new timing chain and fuel injection system, producing 125kW and 405Nm. A 10‑speed automatic transmission is now standard across all variants.

Styling updates bring darker exterior and interior finishes, gloss and matte black trim, revised wheels, and bolder body lines – with these changes applying to Ranger XLT, Wildtrak and Platinum models.

“The Ford Ranger has always set the standard for capability and versatility, and now we’re raising the bar again,” said Ambrose Henderson, Marketing Director, Ford Australia. “We’re giving customers more value, more power, and the trusted, clever features they rely on, whether they’re on a job site or heading out for a weekend adventure.

“At the same time, the Everest has become a favourite of adventure-ready families around the country. We’ve listened to those customers and added more equipment as standard to our entry model, the Everest Active.”

Order books for the MY26.5 Ranger and Everest models will open in December 2025, with first customer deliveries scheduled for mid-2026. Let’s take a closer look!

2026 Ford Ranger updates

Ford has refreshed its Ranger line-up with new variants, engine options, and updated equipment across the range.

• Ranger Black Edition is now permanent, available with 2.0L turbo or 3.0L V6 engines.
• Ranger Sport has been discontinued.
• Ranger XLS is now offered only as a double cab-chassis with the 3.0L V6, adding side steps, carpet flooring, driver floor mat, and 17-inch alloy wheels with all-terrain tyres over the XL.
• Ranger XL can now be optioned with a V6 for the first time and comes standard with a 12-inch infotainment screen, dual-zone climate control, and rear air vents. V6 XL models also receive 17-inch steel wheels with all-terrain tyres, rear disc brakes, an e-shifter, and adjustable drive modes.
• Wildtrak remains the sporty flagship, now with Ignite Orange paint, 18-inch wheels, Matrix LED headlamps, and a 10-speaker B&O audio system.
• Platinum adds Acacia Green paint.

Plus, cab-chassis variants now include the Driver Assist Technology (DAT) bar, providing BLIS with Cross-Traffic Alert, digital reversing camera, reverse brake assist, rear parking sensors, and lane change warning and aid. XLT cab-chassis models also include trailer coverage.

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Other range-wide updates include:

• Heavy-duty suspension standard on XLT double cab-chassis.
• 12-inch infotainment touchscreen standard on XL, XLS, and XLT.
• Dual-zone climate control standard on XL, with second-row vents on double cab variants.
• Matrix LED headlamps and 10-speaker B&O audio standard on Wildtrak.

Optional equipment revisions:

• Flexible Rack System now cheaper at $1990.
• Auxiliary switch banks available on all 3.0L XLT and Wildtrak models.
• Cargo Management System now a standalone option on Wildtrak.
• Touring Pack limited to 3.0L XLT and Tremor.
• XL 17-inch Wheel Pack available on 2.0L XL variants.

Ranger Wolftrak coming in 2026

The Ranger Wolftrak will be introduced as a limited-edition dual-cab pick-up. It will feature exclusive Traction Green paint and 17-inch Asphalt Black alloy wheels with ‘Zest’ accents, along with a long-legged sports bar, honeycomb grille and LED headlamps.

Power comes from the 3.0L V6 turbo-diesel paired with a 10-speed automatic transmission and full-time 4WD. Heavy Duty Terrain Management adds Mud/Rut and Sand modes.

Equipment will include Pro-Trailer Backup Assist, 360-degree camera with Trailer Guidance, cargo management system, two front tow hooks, all-weather floor mats, power-fold mirrors with heaters and puddle lamps, and an overhead auxiliary switch bank. Inside, vinyl seats carry ‘WOLFTRAK’ embroidery with Traction Green accents on doors and tailgate.

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Ranger Tremor returning in 2026

The Ranger Tremor will return with the 3.0L V6 turbo-diesel, 10-speed automatic and full-time 4WD. It will feature 17-inch Asphalt Black wheels, General Grabber AT3 all-terrain tyres, large wheel arch mouldings, and a 30 mm wider track.

Off-road suspension and steering include Bilstein position-sensitive dampers with external reservoirs, upgraded springs adding 26mm of ground clearance, and heavy-duty EPAS. Off-road driver-assist features include Trail Turn Assist, Trail Control, and Rock Crawl mode.

Other equipment includes front steel bash plate, composite side steps, long-legged sports bar, two front tow hooks, tow tongue hitch, honeycomb grille with auxiliary LED lamps, overhead auxiliary switch bank, and all-weather floor mats with Tremor branding. Interior vinyl seats have Tremor embroidery, 3D tailgate badging and Command Grey as a hero colour option.

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2026 Ford Everest updates

The Everest Ambiente and Trend trims will be discontinued and replaced by the Everest Active. Available with 2.0L or 3.0L engines, the Active comes standard with leather-accented seats, 12-inch infotainment screen, 18-inch alloy wheels, privacy glass, LED headlamps, and a tyre pressure monitoring system. It is priced from $58,990 and comes standard with five seats, with a seven-seat option available.

Existing variants – Sport, Tremor and Platinum – will continue in the line-up, with the Sport available with 2.0L and 3.0L engines, and the Tremor and Platinum the V6 only.

Other updates include:

• 360-degree camera standard on Sport and Tremor.
• Tyre Pressure Monitoring System added to Sport.
• Tremor premium seat pack now standard.
• Optional removal of third-row seating for Tremor.
• Updated colours: new Acacia Green and Alabaster White; Equinox Bronze discontinued.

The Everest Active sets the new entry point, while Sport, Tremor, and Platinum retain higher-spec and off-road capable options.

2026 Ford Ranger 4×4 pricing

2026 Ford Everest pricing

The three-door Jimny is set to return to local showrooms early next year, following a brief production pause this year.

The pint-sized fan favourite will be priced from $31,990 (Jimny Lite), with the standard Jimny starting from $33,990 (manual), and topping out at $36,490 (manual) – all RRP.

Suzuki Australia has confirmed the three-door Jimny will re-enter the market after production was temporarily halted in 2025 while the model awaited updates to meet Australian Design Rules. That delay has resulted in safety and technology upgrades across both available variants – the Jimny Lite and the standard Jimny.

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The most notable changes centre on safety and in-car tech. The Jimny Lite now gets a seven-inch touchscreen with Apple CarPlay and Android Auto, while the regular Jimny steps up to a nine-inch unit. Both grades now include front and rear parking sensors, Dual Sensor Brake Support II (DSBS II), lane-departure prevention and adaptive cruise control.

In a loss for anyone born last century, the Jimny Lite drops its CD player, previously one of the last factory-fitted units still offered in a new vehicle on the Australian market.

“We’re excited to be reintroducing the updated Jimny to Australian roads for 2026,” said Michael Pachota, General Manager, Automobile, Suzuki Australia. “Our customers are incredibly passionate about this model, and the new safety and connectivity updates make it even more appealing. The Jimny has always stood out as an iconic, capable, and authentic 4×4.”

The three-door Jimny sticks to the classic short-wheelbase formula – lighter, smaller and more manoeuvrable off-road, but with limited rear-seat access and tighter cargo space. The five-door stretches the wheelbase and body to add noticeably more room for passengers and gear, making it more practical for daily use and touring, though with a slight trade-off in overall agility on tougher tracks.

Earlier this year, Suzuki Australia also temporarily paused sales of its Jimny XL. Customer deliveries have resumed, but the hold was put in place after Suzuki’s head office in Japan flagged a potential quality control issue. 

The updated Jimny three-door is expected to arrive in dealerships from February 2026.

If you’re decking out a BYD Shark for proper off-road work, the Utemaster Centurion Canopy is a serious game-changer. 

We bolted one onto our Shark and quickly realised it’s more than just a tidy piece of kit – it’s a proper bit of gear that not only makes the tub more usable but also gives the ute a sharp, rugged look.

At first glance, the Centurion’s styling might catch you off guard – it did for me. But after living with it, especially the smooth, full-width doors shaped to match the Shark’s lines and those built-in lights, I was sold. The canopy isn’t just about storage; it’s about style, practicality and real-world functionality. After taking it across the Simpson Desert, through the High Country, and on a few Victorian runs, it has proved itself time and again.

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It’s not all perfect, though. The dust seals could be tighter – we found a bit of red dust sneaking in on the desert crossing. Hit it side-on with a pressure washer and you might notice a little water creeping past the seals, but a top-down wash keeps things mostly dry. The rain channels do a solid job of keeping water away from your gear once you know how to manage it.

Where the Centurion really shines is strength and security. Built to handle a 200kg dynamic and 600kg static load, it’s rooftop-tent ready once your GVM upgrades are sorted. The bandit-proof concealed locks are exactly that – no exposed latches, solid central locking, and peace of mind that your gear is safe. Out bush, the gas-strut doors and integrated lighting make camp setups a breeze. One touch and the whole tub is lit, whether you’re in the Simpson or just parked for the night.

It’s also built in New Zealand, carries a five-year warranty, and is engineered with practical features that matter to tradies and weekend warriors alike. Smooth doors, full-width access, rain-proofing, and a rugged build make it clear this isn’t just a cosmetic upgrade.

There are a few quirks, sure, but the Centurion Canopy stands out as one of the best options for the Shark. If you’re looking for secure storage, serious load capacity, and a canopy that actually makes touring easier, this one’s a beast. I’m keen to see more Sharks running them on the trails.

BYD has secured Australian approval for a Shark cab-chassis, targeting fleet operators, tradies and tourers who prefer to customise their vehicles.

Reports indicate that certification documents confirm the new variant sticks closely to the dual-cab ute’s front-end design and fundamental dimensions, including its 3260mm wheelbase and 2500kg braked towing rating. The key change is at the rear: the factory tub is gone, leaving a bare chassis ready for custom trays, tool modules or canopy setups.

Dropping the tub reduces tare mass to 2565kg – 110kg lighter than the tray-equipped modeL – while gross vehicle mass remains at 3500kg. That gives the cab-chassis a usable payload of 935kg before any tray or storage system is fitted, a considerable lift over the pick-up’s 790kg figure.

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Underneath, the drivetrain is unchanged. The Shark continues with its plug-in hybrid setup centred on a 1.5-litre turbo petrol engine paired with electric motors for a combined 321kW and 650Nm. A 29.6kWh battery supports around 100km of electric-only driving in the pick-up; range figures for the cab-chassis haven’t been detailed.

Pricing and an exact on-sale date are still to come, though the cab-chassis is expected to become the most affordable Shark variant when it lands. BYD has not announced timing, but approval suggests a launch in the near term.

Earlier this year, BYD filed a patent for a smaller ute to sit beneath the Shark in its model hierarchy. Emerging in European patent filings, this model appears to use a monocoque, car-based platform, prioritising comfort and on-road performance rather than heavy-duty off-road use.

A federal proposal to reduce default speed limits on unsigned rural roads has sparked strong criticism and raised concerns among remote-area travellers. 

The plan emerged during a national road-safety consultation that attracted more than 11,000 submissions, according to a report by the ABC. Under the proposal, the default speed limit on sealed rural roads with no signage could fall to 70, 80 or 90km/h, while unsealed roads could shift to 70 or 80km/h. 

The review forms part of the government’s road-safety action plan, though no final decision has been made and speed-limit setting remains the responsibility of individual states and territories.

Unsurprisingly, the heavy-vehicle sector is pushing back, with the Livestock and Rural Transporters Association of WA telling the ABC that slower limits on unsealed roads would lengthen already demanding journeys across remote regions. Longer hours on the road, the group argued, would heighten fatigue risks for drivers and increase stress on transported animals – issues well understood by anyone who covers long distances on rough country roads.

WA Labor senator Glenn Sterle also voiced his opposition, arguing the proposal is too much of a blanket approach. He said drivers needed the flexibility to “drive to the standards, drive to the conditions, drive to the surrounds,” rather than being constrained by a universal cap that doesn’t account for the vast variation in road surfaces, widths and sightlines across rural Australia.

Supporters of lower limits point out that low-standard, low-traffic country roads are over-represented in serious crashes. Jurisdictions such as WA and the Northern Territory – where unsigned rural roads can default to 110 km/h – consistently record the highest regional road-death rates. For safety advocates, lowering defaults is a quick lever to pull while slower, long-term infrastructure upgrades progress.

The federal government has stressed that the consultation does not reflect final policy and that states will determine what, if anything, is adopted. With thousands of submissions and clear disagreement between transport bodies, regional representatives and safety advocates, the future of unsigned-road speed limits is far from settled.

For now, the government is reviewing the feedback before deciding its next steps – a process that will be watched closely by rural communities, freight operators and off-road travellers who rely on Australia’s sprawling network of unmarked roads.

Source: https://www.abc.net.au/news/2025-11-16/labor-senator-opposed-reducing-speed-limit-on-unsigned-roads/105997390

Most people think they know Litchfield National Park. Just over an hour south of Darwin, it’s a Territory institution – a playground of waterfalls, safe swimming holes and magnetic termite mounds that features on almost every NT itinerary.

Ask the average traveller what Litchfield means to them and you’ll hear the same names repeated: Florence Falls, Buley Rockhole, Wangi Falls, Tolmer Falls. And they’re right – those spots are magic. But what if I told you there’s a side to Litchfield that doesn’t make the brochures? A part of the park that requires a key to enter, where the crowds don’t follow, where campsites are limited to just a handful, and you can literally roll out of your swag into your own private swimming hole.

That’s Central Valley – a 4×4-only pocket of paradise, recently opened to the public, fiercely loved by locals and, in my mind, one of the best new camping destinations in the Top End.

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Central Valley access: Keys, permits and 4×4 needs

I’ve explored plenty of national parks around the country, but Central Valley was the first time I’d needed to collect a key from Parks and Wildlife before heading in.

You book online through the NT Parks website, then pick up the key from either the permits office in Palmerston, Territory Wildlife Park in Berry Springs, or by prior arrangement from the NT Parks office in Katherine. You’ll need to show ID and pre-authorise $250 on a credit card before signing out the key.

There’s something old-fashioned about it. In a world where everything’s gone digital, here you are signing your name in a logbook and pocketing a physical key. You’ll need it to unlock the heavy steel gates that mark the start of the Central Valley access tracks.

The key system might seem like a hassle, but it’s actually a stroke of genius. It limits numbers, prevents the campground from being overrun, and preserves that special feeling of discovering a rare oasis. It also stops ghost campers. You’re not just turning off the highway onto another tourist track – you’re unlocking something most people will never experience. And here’s a tip: you can return the key to the Parks office at Batchelor on your way out, which is handy if you’re looping back north.

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The Lost City: Litchfield’s top 4×4 detour

If you’re making the effort to grab the key and bump your way into Central Valley, you’d be mad not to add the Lost City to your itinerary.

Sitting just off the same 4×4 access track, this collection of towering sandstone pillars feels like stumbling across an ancient civilisation hidden in the scrub. Of course, it’s not the ruins of a long-lost civilisation – it’s a natural sandstone formation shaped by millions of years of wind and water erosion. The result is a sprawling maze of stone towers, narrow passages and sheer cliffs that eerily resemble crumbling city walls. Time your visit right and the low sun sets the rock ablaze in deep oranges and reds, creating an otherworldly atmosphere.

The track to the Lost City is the same one you’ll take into Central Valley – rough, slow-going and strictly 4×4 only. It’s about a 10km detour, with rocky sections and washouts that may call for low-range and careful tyre placement. Caravans and camper trailers are definitely a no-go.

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Once you pull up at the small car park, you’re free to wander among the formations. There aren’t formal walking tracks – it’s more about carefully picking your way between the sandstone towers and soaking it all in. The silence is profound, broken only by the rustle of a wallaby or the calls of cockatoos overhead.

Kids will love scrambling through the nooks and crannies, while photographers could spend hours chasing the play of light and shadow across the stone. Aim for early morning or late afternoon, when the colours are at their richest and the whole place feels even more mystical.

The Lost City is the perfect warm-up or wind-down for Central Valley. It’s a short detour that adds another layer to your Litchfield adventure – one minute you’re crawling through rocky 4×4 tracks, the next you’re standing in the middle of a natural wonder that looks like it belongs on another continent. Best of all, it’s quiet. Like Central Valley, the Lost City doesn’t see the tour bus crowds. It’s strictly for 4×4 travellers, which keeps the numbers down and the experience all the richer.

When planning your trip to Central Valley, allow an extra couple of hours to explore the Lost City. It’s a reminder of just how diverse Litchfield is – not just waterfalls and swimming holes, but geology on a grand, almost surreal scale.

Central Valley track: What to expect

The sealed road through Litchfield takes you past the well-known attractions, but as soon as you swing onto the Lost City track, the game changes. The bitumen ends, the corrugations begin, and you’re firmly in 4×4 country.

From the moment you leave the gate behind, the drive itself becomes part of the adventure. The track isn’t the toughest in the NT by any stretch, but it’s rough enough to demand respect. Expect washouts, deep ruts, rocky sections and a couple of creek crossings. If you’re towing a camper trailer, you’ll need to know your rig and your clearances. Caravans? Forget it – they’re not permitted, and for good reason.

Campground 1, in particular, is only accessible to high-clearance 4x4s. This is low-range country – the sort of track where dropping your tyre pressures makes all the difference. If you’re running a long wheelbase or low sidesteps, be prepared for a few belly scrapes.

By comparison, Campgrounds 2 and 3 are easier to reach, though you’ll still want proper 4×4 gear under you. They’re a good choice if you’re not keen on testing your bash plates but still want that secluded bush-camp feel.

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Central Valley campgrounds guide

Central Valley is neatly divided into three campgrounds, with a total of just 32 sites. That’s it – 32 campsites across a massive valley, which means space, privacy and the kind of quiet you’ll never find at Florence Falls.

Campground 1: High-clearance 4×4 access

Campground 1 is the toughest to reach, but it’s also the most rewarding once you get there. The sites are small, shaded and strung along the East Reynolds River, with several backing directly onto the creek. That means private plunge pools right at camp – picture stepping out of your swag or off-road camper at sunrise, boiling the billy, and sliding straight into crystal-clear water without another soul in sight.

This is the campground for purists. No caravans, no big groups – just a handful of hardy travellers with well-set-up rigs. If you’re chasing solitude, this is the pick.

Campground 2: Family-friendly camping

A short drive further in, Campground 2 is more forgiving. The sites are larger, more spread out, and the river widens here into broad, shallow swimming holes perfect for kids. There’s still enough depth for adults to cool off, but the sandy-bottomed shallows are safe for little ones to splash about under supervision.

You’ll also see more off-road camper trailers here. If you’ve got a family rig and want a balance between adventure and comfort, Campground 2 strikes it beautifully.

Campground 3: Shady, easy access

Campground 3 is the most accessible of the three, but that doesn’t mean it lacks character. Tucked under big paperbarks and eucalypts, the sites are shady, private and only a stone’s throw from the river. If you’re not up for the rougher track into Campground 1 but still want the Central Valley experience, Campground 3 is ideal.

Each campground offers the same basic facilities: pit toilets, fire pits and the occasional picnic table. There are no showers, no water taps and no generators. It’s bring-your-own everything – exactly as it should be.

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Central Valley swimming: Croc-free spots

The East Reynolds River is the real star here. Unlike many other Top End creeks where saltwater crocodiles are a constant concern, Central Valley’s swimming holes are croc-free during the dry season.

That’s a game-changer – no second-guessing before diving in. Each campground has its own safe swimming spots, from sandy-bottomed pools where you can sit waist-deep with a cold drink to deeper rockholes where you can stretch out and float.

The water is cool, clear and utterly irresistible in the heat of the NT dry. Late afternoons are pure magic – the paperbarks glowing gold, dragonflies skimming the surface and kookaburras calling through the valley. At night, the pools reflect the stars, and if you’re lucky, you might even hear the splash of a freshwater fish breaking the surface.

Central Valley wildlife

Camping in Central Valley means sharing the space with the locals – and not just the Territorians who’d rather keep it secret.

In the early mornings, agile wallabies graze on the edges of camp, while goannas meander through the pandanus. The birdlife is outstanding – I spotted rainbow bee-eaters, azure kingfishers and a noisy squadron of red-tailed black cockatoos overhead.

At night, the bush comes alive. The eerie wails of bush stone-curlews echo across the valley, sugar gliders dart between the trees, and if you’re lucky, you might spot a bandicoot scurrying through the undergrowth. For wildlife photographers, this place is a goldmine.

Country and culture in Central Valley

It’s important to remember that Central Valley, like all of Litchfield, sits on Limilngan-Wulna and Koongurrukun Country. This land has been cared for and respected for thousands of years, long before national parks were marked on maps.

The East Reynolds River, the surrounding escarpments and even the campsites themselves all form part of cultural landscapes with deep significance. Parks and Wildlife, working with Traditional Owners, manage Central Valley carefully to protect both its natural and cultural values. As travellers, the best way to show respect is to tread lightly, follow the rules and leave no trace.

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Why locals love Central Valley

Talk to anyone from Darwin who’s spent time in Central Valley and you’ll hear the same thing: don’t tell too many people about it!

And it’s easy to see why. For years, Darwin locals have treated Litchfield as their backyard getaway, but with the main falls and swimming holes often packed with tourists, Central Valley offers something different – space, peace and the feeling you’ve got a corner of the park to yourself.

The key system keeps numbers down, and the limited campsites mean it’ll never be overrun. It’s become the weekend escape of choice for those in the know. Outside school holidays, bookings are usually straightforward, and you might end up sharing a campground with just a handful of others.

Why Central Valley stands out

For me, Central Valley sums up everything I love about four-wheel driving in the NT.

It’s not about conquering extreme tracks or covering massive distances – it’s about finding places the bitumen doesn’t reach, where you can still feel that sense of discovery, and where the effort to get there pays off in spades.

Sitting by the East Reynolds River with a fire crackling and the night sounds of the Top End all around, I felt like I’d stumbled onto something special. And in many ways, I had – a part of Litchfield the locals would rather keep secret, a place where you need a key to enter and where the reward is peace, solitude and endless swimming holes. Yes, Litchfield is famous for its waterfalls, but the real treasure might just be hidden in its Central Valley.

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Fast facts

• Where: Central Valley, Litchfield National Park, NT
• Access: 4×4 only via the Lost City track. Key required.
• Bookings: Online through NT Parks – nt.gov.au/parks/find-a-park/Litchfield-national-park/central-valley
• Keys: Collect from the permits office in Palmerston, Territory Wildlife Park in Berry Springs, or the NT Parks office in Katherine (by prior arrangement). Keys can also be returned at Batchelor.
• Season: Dry season only (May–Nov). Closed during the wet – check NT Parks for updates.
• Facilities: Pit toilets, fire pits, picnic tables. No water, showers or power.
• Campsites: 32 sites across three campgrounds. Unpowered.

Ideal set-up

• Vehicle: A high-clearance 4×4 is essential. Low range is handy, and a snorkel’s a bonus if water levels rise early in the season.
• Tyres: Drop pressures to around 22–24psi for the rougher sections. Carry a compressor to reinflate once you’re back on the blacktop.
• Towing: Off-road camper trailers are fine if you’re confident, but caravans aren’t permitted.
• Camping gear: Swags, rooftop tents or compact setups work best. Sites aren’t huge, so leave the annex walls at home.
• Supplies: Bring all food, water and firewood. There are no bins, so pack it in and pack it out.

Toyota Gazoo Racing has confirmed it will field a new GR HiLux at the 2026 Dakar Rally.

The Dakar Rally will kick off the FIA World Rally-Raid Championship season, with the gruelling endurance race to be held from January 3 to 17.

The new, stronger HiLux is equipped with a reinforced transmission and a new tubular chassis, which is said to not only increase torsional stiffness and reduce weight, but improve serviceability for quicker track-side fixes. Toyota says the vehicle is currently undergoing a “comprehensive testing programme to prepare it for the punishing demands of the Dakar Rally”.

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The Australian connection with the DKR GR Hilux lies with Toby Price, who will make his TGR W2RC debut at the Dakar Rally. Price has previously tasted success at the event, being a two-time winner of the rally in the bikes category. In 2025, he swapped two wheels for four, driving a privately entered Toyota HiLux.

Price will be joined by navigator Armand Monleón, who sat alongside Lucas Moraes to win the 2025 drivers’ title for TGR W2RC. The duo is joined by fellow TGR HiLux drivers, Henk Lategan and Seth Quintero.

“This is one of those pinch-yourself moments in my motorsport career,” said Toby Price. “Dakar at this level is something only a very small group of people get to experience, and I’m extremely grateful to Toyota, Red Bull, Peter Kittle Motor Company, and all our partners for making it happen.

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“I’m really looking forward to heading back to Dakar for redemption after how our debut ended last year. Letting our partners down and seeing Sam suffer a concussion was tough, but it’s only added to my motivation. Teaming up with Armand is incredible. He brings so much experience, and I truly believe we’re in a great position to take it to the Dakar greats,” he added.

The three DKR GR Hilux vehicles will debut at Dakar, before competing in Portugal (12-22 March), Argentina (24-29 May), Morocco (28 September-3 October) and Abu Dhabi (22-27 November) throughout the five-event 2026 W2RC season.

Hyundai has unveiled its menacing CRATER concept at the 2025 Los Angeles Auto Show. 

Designed at Hyundai America Technical Center in Irvine, California, the CRATER is a compact off-road SUV concept built on a compact monocoque architecture. It features steep approach and departure angles, 18-inch hexagonal wheels fitted with 33-inch off-road tyres, a wide skid plate, roof platform for auxiliary equipment, limb risers, and protective rocker panels.

Off-road capabilities include front and rear locking differentials, traction and braking management, downhill brake control, trailer brake control, compass, altimeter, and a tactile gear-style off-road controller. 

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The exterior design is finished in Dune Gold Matte, inspired by California coastal terrain, with anodised orange accents. Lighting includes parametric pixel elements and auxiliary roof-mounted off-road lights. The CRATER incorporates Hyundai’s Art of Steel design language, with chiseled bodysides, sheer fender surfaces, and protective elements intended to convey strength and resilience.

Inside, the cabin is designed for function-first off-road use. It features wraparound seats with three-dimensional padding, cylindrical cushions, supportive headrests, and a four-point seatbelt system. A functional roll cage, integrated grab handles, fire extinguisher, first-aid kit, and removable Bluetooth speaker are included. 

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The full-width head-up display, BYOD interface, and terrain mode selector with Snow, Sand, Mud, Auto, and XRT settings support adaptable driving in different conditions. Materials such as black leather, Alcantara, and brushed metal, along with topographic surface patterns, are used for durability and practicality.

Hyundai unveiled teaser sketches of the vehicle earlier this week, hinting at its extreme off-road design before the official debut. The concept follows Hyundai’s existing XRT models, including the IONIQ 5 XRT, Santa Cruz XRT, and Palisade XRT Pro.

The CRATER is on display at the 2025 LA Auto Show through to November 30.