Jayco, Australia’s largest manufacturer of caravans and RVs, is facing legal action after the Australian Competition and Consumer Commission (ACCC) launched proceedings in the Federal Court over allegedly misleading advertising around its “off-road” models.

At the heart of the case are Jayco’s Outback, All Terrain, and CrossTrak RVs, marketed to 4×4 and touring enthusiasts as built for rugged terrain, including 4WD-only tracks, beaches, and rocky, rutted outback roads. However, according to the ACCC, that’s not what buyers actually got.

The watchdog alleges that despite being promoted with imagery showing the RVs tackling unsealed tracks, water crossings and remote bush locations, the vehicles weren’t designed for such conditions – and crucially, weren’t covered under warranty if they were used that way.

“We allege Jayco misled consumers by advertising the RVs in terrain in which they were not designed to be used and were not covered by its warranty,” ACCC Deputy Chair Mick Keogh said.

“When a product is depicted in advertisements in a particular setting, or claims are made about it, consumers have a right to expect such images and words reflect the intended use of the product.”

The ACCC claims that Jayco’s own warranty documents state that the vehicles aren’t suitable for terrain with hard impacts, heavy landings or serious undulations. That includes the very conditions commonly encountered on 4WD adventures.

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_{Instagram post depicting an Outback RV being towed by a 4WD vehicle through “Kinkuna National Park”, which is only accessible by 4WD vehicles – ACCC}

Of particular concern is the All Terrain model, which, despite its name, allegedly isn’t built for “all terrain” at all. The ACCC saying, “the All Terrain RV was not designed for use on terrain with hard impacts, heavy landings, rutted roads, tight undulating tracks or roads or 4WD only tracks, and therefore was not designed for use on all types of terrain”.

The ACCC also alleges Jayco failed to properly disclose these limitations in its advertising, both online and at popular events like 4WD shows, potentially misleading consumers who believed they were buying a caravan up to the task.

“We are concerned that consumers were deprived of the ability to make informed purchasing decisions which might have led them to buy a different RV that was more suitable for their needs,” Mr Keogh said.

“RVs are a significant purchase for consumers, and as a result of Jayco’s ads, consumers may have paid a premium over and above the cost of other standard model RVs based on the alleged misrepresentation that they could be used ‘off road’.”

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_{Jayco Facebook post and embedded video, depicting a CrossTrak RV being towed behind a 4WD vehicle through a range of off-road conditions including water crossings – ACCC}

In response, Jayco has denied that any of its advertising or promotional materials misrepresented or misled consumers.

“After nearly 20 months of engagement with the Australian Competition and Consumer Commission (ACCC), and despite the ACCC seeking and being provided with detailed submissions and documentation from Jayco Corporation Pty Ltd (Jayco), the ACCC has decided to commence proceedings in the Federal Court of Australia alleging contraventions of the Australian Consumer Law,” a Jayco spokesperson said in a statement.

“Jayco categorically denies that any of its advertising or promotional materials misrepresented or misled consumers about the off-road capabilities of its Outback, CrossTrak and All Terrain recreational vehicles (RVs), when compared to the terms of the Jayco Warranty or otherwise.

“Jayco will vigorously defend the claims brought by the ACCC and thereby seek to vindicate its reputation as a manufacturer of high quality Australian products.

“Jayco has a proud legacy spanning over 50 years as Australia’s leading manufacturer of over 275,000 RV and caravans, with an unwavering commitment to quality, safety, and customer support. Jayco will continue to stand behind its products, its Warranty, its people and its customers as it defends the claims through the legal process.”

This isn’t Jayco’s first brush with the ACCC. In 2021, it was fined $75,000 for misleading a customer about their consumer guarantee rights.

The ACCC is seeking declarations, penalties, injunctions, compliance and publication orders, and costs.

Ford has added a plug-in hybrid to its top-selling ute range, and the Ranger PHEV is more than just a fuel-saver – it’s a refined, powerful and highly capable dual-cab ute that is effective for work, touring and off-road conditions.

At the heart of the new model is a 2.3-litre turbocharged four-cylinder petrol engine paired with a 75kW electric motor and an 11.8kWh battery. On its own, the 2.3-litre petrol engine makes a claimed 138kW at 4600rpm and 411Nm at 2700rpm, but combined output is a stout 207kW at 4600rpm and 697Nm at 2500rpm, fed through a 10-speed Modular Hybrid Transmission (MHT) and a full-time 4×4 system lifted from the Ranger Raptor. This includes a locking rear diff, low-range and an Auto 4WD setting that works well on mixed terrain.

Ford claims 2.9L/100km combined fuel consumption under lab testing, and a battery-only range of 45km (WLTP), but on our real-world drive – starting in Auto EV mode – we covered around 27km on battery alone before the battery was depleted and the petrol engine took over. Over a 60km mixed loop, our average fuel consumption was 6.9L/100km, which is still impressive for what is a fairly large dual-cab ute with serious off-road chops. A regenerative braking system helps charge the battery which aids efficiency in stop-start driving scenarios; there is an EV Coach in the instrument cluster aimed at helping drivers make the most of the system.

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The addition of the battery and electric motor system means the Ranger PHEV is significantly heavier than its diesel siblings, with kerb weights ranging from 2527kg in the XLT to 2692kg in the fully optioned Stormtrak – around 240-400kg heavier than an equivalent 3.0L V6 diesel model. That extra weight eats into payload, with figures dropping as low as 808kg in the Stormtrak.

It should also be noted that the quoted payload figures are without the spare wheel/tyre hanging under the tub, as this vital component is now offered as a no-cost option; we can’t help but think the reason for this is down to marketing as the deletion of the spare as standard equipment means around 20kg can be added to the payload figure across the range. While still capable of towing a 3500kg braked trailer, prospective owners will need to pay close attention to gross vehicle mass (GVM) and payload calculations if loading the tub or hitching up a heavy trailer.

JUMP AHEAD

• Model range
• Power pack
• On the road
• Off the road
• Interior and exterior
• Line-up and pricing
• Specs
• Verdict

Model range

The Ranger PHEV is available in four trim levels – XLT, Sport, Wildtrak and Stormtrak – with drive-away pricing ranging from $71,990 to $86,990.

The XLT offers the essentials, including full-time 4×4, selectable EV drive modes, and Pro Power Onboard with up to 6.9kW of AC output. Stepping up to the Sport ($75,990 drive-away) adds leather-accented trim, heated seats, wireless charging and LED lighting.

The $79,990 Wildtrak introduces matrix LED headlights, power roller shutter, unique styling and a 10-speaker B&O sound system. At the top of the range, the Stormtrak ($86,990 drive-away) includes exclusive Chill Grey accents, a flexible rack system, unique 18-inch wheels, and factory-fitted auxiliary switches for powering aftermarket gear.

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Power pack

Charging the Ranger PHEV is as easy as plugging in your smartphone.

The vehicle is supplied with a Mode 2 home charging cable and can be topped up overnight using a standard 240V wall socket. From empty to full, the 11.8kWh battery takes just under seven hours to charge on a 10A outlet, or around four hours on a 15A socket – ideal for those wanting to start the next day’s commute with a full charge and minimal fuel use.

The Ranger PHEV does not offer DC fast-charging, but if you’re away from a power source or just want to replenish the battery on the move, selecting EV Charge mode turns the petrol engine into a generator. This is ideal when you want to use the Ranger’s Pro Power Onboard system to run 240V appliances at a worksite or campsite – things like power tools, a bar fridge, a coffee machine or even a Travel Buddy oven. It also ensures you’ve got enough stored energy to charge up an electric bike or other kit when you arrive at your destination.

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There are three AC power outlets; two 3.45kW (15A @ 230V) outlets in the tray and a 2.3kW (10A @ 230V) outlet in the cabin. Once the 11.8kWh battery is depleted, it can be recharged by simply firing up the engine and selecting EV Charge mode; Ford describes it as a portable generator with a 70-litre fuel tank.

Theoretically, if you were staying at the one campsite for an extended period, you could also charge the battery from solar panels, but you would need to use an inverter and charge through the standard AC input using the supplied Mode 2 home charging cable.

On the road 

On bitumen, the Ranger PHEV feels more refined than its diesel siblings.

The petrol-electric drivetrain is smooth and quiet, with acceleration that easily rivals the V6 diesel. Put your foot down and this Ranger hauls. The electric motor fills in any gaps from the turbo-petrol engine and the result is strong, seamless torque delivery.

Even towing a 2.8-tonne trailer and digger combo, the PHEV felt untroubled. While we didn’t record fuel figures during towing, it’s clear the hybrid system helps with low-speed grunt, making for effortless take-offs and confident hill starts. There’s also a Pro Trailer Back-up Assist system on Wildtrak and Stormtrak model grades, with a dial in the centre console to aid reversing with a trailer attached.

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Handling is well sorted too. Steering is nicely weighted, body control is tight, and unladen ride quality is good. The Ranger PHEV is heftier than its diesel counterparts and much of this weight (the battery) is towards the rear of the vehicle, and this no doubt helps to settle the rear end when driving over bumpy roads. Lane-keep assist works unobtrusively and, unlike some rivals, there’s no incessant beeping.

The hybrid system offers four drive modes: Auto EV, EV Now, EV Later and EV Charge. In EV Charge mode – which uses the engine to replenish the battery – we recorded 9.6L/100km on a highway leg, and it would take around two hours of driving to fully charge from empty. This was on a vehicle equipped with optional General Grabber A/T rubber (255/65R18), so you could eke out a bit more fuel economy if you were on the standard Continental ContiCrossContact H/T tyres. Regardless, with a 70-litre tank, the theoretical touring range on the open road is more than 700km. 

Speaking of the open road, Ford Australia was at pains to point out that it has the second-largest dealer network in the country; a subtle dig, no doubt, at the new Chinese players on the market that are eating into the market share of traditional nameplates.

Off the road

We tackled a few off-road challenges on the launch drive, including a short run on a tricky track in Lerderderg State Park on Day 1 and several off-road courses at the Australian Automotive Research Centre (AARC), a facility that 4X4 Australia has used previously for 4X4 Of The Year testing.

Like other Rangers, the PHEV variants feature driver-selectable modes (Normal, Eco, Tow/Haul, Slippery, Mud/Ruts, Sand and Sport) in addition to its EV Drive modes. The track in Lerderderg was steep and slippery in places and was good for testing the effectiveness of the Ranger PHEV’s drive modes, low-range gearing, rear diff lock, traction control, ground clearance and off-road angles. If you are familiar with the performance of a diesel Ranger off road, this will give you a fair idea of how the Ranger PHEV performs, which is to say it’s an impressive bit of kit.

On the test loop at the Australian Automotive Research Centre, the Ranger PHEV clambered up 60 per cent grades in 4 Auto mode using EV power only. The petrol engine only joined in when needed, doing so quietly and smoothly. In really tricky situations you would obviously select low range and lock the rear diff, in which case the petrol engine would automatically fire up.

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Hill Descent Control is excellent. Speed is adjustable in 1km/h increments via the cruise control buttons, and the system works quietly, without the whirring of older-generation systems. Forward camera vision is great for cresting hills, and Ford has thoughtfully added a washer jet to keep it clean.

Like other Rangers, wading depth is quoted at 800mm. It should be noted that the engine air intake is forward facing just below the lip of the bonnet, so fitment of a snorkel would be a good idea for 4×4 touring.

There’s a unique joy to off-roading in near silence. With the windows down and the electric motor engaged, you hear only tyres on gravel and the sounds of birds and bush. It’s an entirely entertaining way to experience a track, and even when the electric engine kicks in, the Ranger PHEV is still quieter than the diesel variants, and it’s this refinement that many buyers will find attractive.

Interior and exterior

Step inside and the Ranger PHEV feels familiar.

The interior mirrors that of the diesel Ranger, which means good ergonomics, supportive seats and a massive 12-inch portrait centre screen that thankfully retains physical dials for volume and climate control, making on-the-fly adjustments easier than systems buried entirely in menus.

New features include a dash-mounted button to open the fuel filler (necessary for the pressurised fuel system) and a charging port with a locking function on the passenger side. 

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Out the back you can’t remove the tub to fit a tray or canopy – the location of the battery, the integrated wiring and the 240V outlets rule that out – but the tub is otherwise well set up. There are cut-outs in the tub liner to accommodate long items, while a pair of adjustable top-rail tie-downs and a 31mm raised bed floor (to accommodate the battery) distinguish it from other Ranger trays. 

Underbody protection has been fitted to prevent damage to the battery pack when driving off road, but take a peek beneath the passenger-side sill and you’ll spot an orange electrical conduit mounted on the outside of the chassis rail, and while it doesn’t hang low, it looks like it could be vulnerable to debris strikes – a small guard here would be welcome. 

Model line-up and pricing

XLT – $71,990 drive-away

• Full-time 4WD with EV drive modes
• 17-inch alloy wheels, halogen lighting
• Cloth trim, manual seats
• Pro Power Onboard (6.9kW max output)
• Rear diff lock
• Adaptive cruise control

Sport – $75,990 drive-away

Includes XLT features, plus:

• 18-inch alloy wheels, LED lighting
• Leather-accented trim with heated front seats
• Power-adjustable driver’s seat
• Wireless charging
• Dark exterior accents
• Enhanced driver assist with Stop & Go

Wildtrak – $79,990 drive-away

Includes Sport features, plus:

• Matrix LED headlights
• Power roller shutter & roof rails
• Unique grille and sailplane design
• B&O 10-speaker premium audio system
• 360-degree camera
• Pro Trailer Backup Assist

Stormtrak – $86,990 Drive-Away

Includes Wildtrak features, plus:

• Chill Grey accents & exclusive wheels
• Flexible rack system and advanced cargo management
• Auxiliary switch bank (standard)
• Unique leather seats with Stormtrak trim

Specs

Verdict

Ford’s first plug-in hybrid ute is more than a stepping stone toward electrification – it’s a genuine dual-cab workhorse with real-world benefits.

Sure, it runs a much smaller-capacity battery than its obvious rivals, but the Ranger PHEV hauls, tows and climbs with ease. It brings strong performance, low fuel use and added refinement over diesel models, while keeping all the off-road gear intact.

While it doesn’t have quite the same electric-only range as some competitors, it makes up for it with a proper mechanical 4×4 system, full towing capacity (3500kg) and a well-integrated hybrid driveline. The onboard Pro Power system adds serious appeal for campers and tradies needing AC power on the worksite or at the campsite.

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Until full electric utes catch up on range, and a comprehensive nation-wide charging infrastructure is in place, the PHEV powertrain looks to be the sweet spot – and Ford’s execution of it in the Ranger is very well resolved.

Of course, the Ranger PHEV will not be for everyone, particularly those who want to fit a tray or canopy, but despite not having the electric range of some of its competitors, including the new GWM Cannon Alpha, there’s no doubt Ford has done its homework and has developed a compelling hybrid ute for those looking at an alternative to diesel ute offerings.

The Ford Ranger Raptor has claimed its third consecutive victory at the iconic Finke Desert Race, winning the Production 4WD class.

While the result may have seemed inevitable – given that the only other vehicle in the Production 4WD class was also a Ranger Raptor – it remains an impressive feat due to the demanding nature of the 460km track that stretches from Alice Springs to Finke and back again.

The winning Ranger Raptor was driven by father-and-son duo Brad and Adam Lovell. The experienced Americans completed the race in a record-breaking time of 5:39:33.279, finishing ahead of the Ranger Raptor piloted by Geoffery Pickering (6:49:40.111). Overall, they placed an impressive 43rd out of 100 competitors.

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“Getting the third win here at Finke, especially on such a tough track and setting a new class record, is just incredible,” said driver Brad Lovell. “This Ranger Raptor is an absolute weapon. It handled everything we threw at it, proving its toughness and performance. I couldn’t be prouder of the team and this truck.”

Mark Rushbrook, Global Director at Ford Performance, added: “To see the Ranger Raptor achieve a three-peat at Finke is phenomenal. This truck is a testament to Ford Performance engineering and its ability to deliver extreme capability and durability in the harshest environments. Its undefeated record across Baja and Finke speaks volumes about its DNA.”

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This result means the winning Ranger Raptor remains unbeaten in every event it has entered (per class). It also marks the vehicle’s third consecutive win at Finke (2023, 2024, and now 2025), following a class win at the 2022 Baja 1000.

“Designing a truck that can perform like this in production class racing is what we strive for,” said Justin Capicchiano, Special Vehicle Engineering Program Manager.

“The Finke Desert Race is the ultimate test, and for the Ranger Raptor to not only win three times in a row but also set a new record shows the strength and resilience built into the race-prepared vehicle.”

Ford has employed a robotic driver to put its upcoming Ranger Super Duty through a series of brutal durability tests.

To assess the robustness of the vehicle’s engine mounts, body mounts, joints, and connectors, the Ranger Super Duty was loaded to its maximum gross vehicle mass (GVM) of 4500kg and subjected to relentless, around-the-clock testing by an autonomous robotic test driver – including on the spine-shaking Silver Creek track.

Located within the You Yangs Proving Ground in Victoria, Silver Creek features 300 randomly placed bumps of varying shapes and sizes, replicating and condensing years of real-world punishment.

“Silver Creek is our toughest man-made durability track,” said Justin Capicchiano, program manager for Ranger Super Duty. “It stressed the Ranger Super Duty from the wheels to the roof, simulating the wear and tear you’d typically experience over a decade of driving on the world’s harshest road conditions.

“The forces hammering through the truck when unladen are immense, but when it’s loaded to its maximum GVM and tested on Silver Creek, they become even more brutal. This is a critical test for a truck designed to take on the toughest jobs and most extreme adventures in the harshest environments,” he added.

Set to rival the venerable 79 Series LandCruiser, the Ranger Super Duty is expected to launch in Australia in the first quarter of 2026.

The heavy-duty ute will be powered by a 3.0-litre turbo-diesel V6 producing 184kW and 600Nm, paired with a 10-speed automatic transmission. As noted, it will offer a 4500kg GVM and an 8000kg gross combination mass (GCM). It will be available in all current Ranger body styles, including double-cab, extra-cab, and single-cab variants.

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While it will retain the standard Ranger cabin, the Super Duty will feature all-new front sheetmetal, including revised guards, bonnet, and grille. Ford is also working with Safari Engineering to develop a snorkel for the vehicle. Additional features will include a steel front bumper and underbody protection plates.

A 130-litre fuel tank will run the length of the vehicle, while the chassis will be reinforced with thicker rails, upgraded suspension mounts, box brackets, and tow bar mounts. It will also receive uprated axles and integrated onboard weighing scales. The XLT variant, arriving mid-2026, will come fitted with unique alloy wheels.

Early pricing estimates suggest the Ranger Super Duty will land around the $90,000 mark.

Out in the heart of the Hunter Valley, a quiet automotive milestone just thundered past the million-kilometre mark – and it’s not coming from some overbuilt American import or flash European badge. No, this story belongs to Mahindra. And it’s one hell of a yarn.

Valley Express, a no-nonsense freight outfit based in Rutherford, NSW, has turned heads across the country by clocking more than one million kilometres on not one, but three of its hard-working Mahindra PikUp utes – and they’re still going strong.

Let that sink in: more than 20,000km per month, per ute, for four straight years. That’s as much driving as most Aussies do in a year – every 30 days.

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Valley Express isn’t some cushy city courier. These folks specialise in urgent, long-haul deliveries, often servicing the mining industry and sending their fleet as far as Alice Springs, Far North Queensland and Western Australia, from their Hunter Valley base.

From satchels to massive mining parts, the pressure’s always on. That kind of workload would chew up and spit out most vehicles. But not the Mahindra PikUp.

“We’ve been really pleased with the Mahindras,” said Megan Hinds, Valley Express director. “They’re reliable, they get the job done, and the value for money is unbeatable. You’re looking at two PikUps for the price of one of the big-name brands.”

Every ute gets a full service weekly by the local team at Hunter Valley Mahindra. It’s preventative maintenance done right – Aisin gearboxes swapped every 250,000km, tyres and brakes as needed. But the engines? Still original. So are the fuel injectors, turbochargers, alternators and power steering pumps.

To mark the occasion, Mahindra Automotive Australia turned up at Valley Express with custom glass plaques and a heartfelt thank-you.

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“This kind of longevity doesn’t happen by accident,” said Mahindra’s auto sales manager Shivank Bargoti. “It’s what the PikUp was built for – dependable performance and rugged value for real-world Aussies.”

In an age where utes are often sold more on lifestyle branding than bush cred, the Mahindra PikUp is proving its worth where it counts: On the job, under pressure, and across Australia’s harshest terrain.

It might not be the flashiest badge on the block, but for tradies, regional businesses, or anyone chasing dependable performance without the showroom premium (total operational cost is about 30 percent less than some other brands, meaning cost per kilometre has beaten all expectations), the Mahindra PikUp is making a persuasive case.

It’s a reminder that true 4×4 toughness isn’t about how shiny your wheels are – it’s how many kilometres you can clock without letting your team down.

And if three utes cracking a million kilometres doesn’t prove that, nothing will.

In this day and age of high-tech, computer-controlled, electronic diagnostic capabilities of modern 4x4s, it makes sense… and cents… to carry a diagnostic tool for roadside troubleshooting. But wait, there’s more.

Not only is my new toy – okay, let’s call it a tool – capable of scanning my 4×4 for error codes, telling me what the code is and clearing that code, but it’s also a powerful set of gauges that’ll tell me everything about my vehicle while driving. For instance, ScanGauge 3 will advise me on my instant and average fuel consumption, distance to empty, MAF sensor readings, engine and air intake temperature, trip average speed, trip cost, throttle position sensor and more. 

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Vehicle-specific gauges can also be added to track transmission and oil temperature, extra trip data and other information. Once the setup is complete, you only need to scan your vehicle to access these extras – it’s automatic and it’s easy.

The capacitive touch screen is customisable for colour, various alarms and configuration of gauges, with up to nine gauges per screen to allow for personalisation. With visual and audible alarms, plus the ability to preset parameters, you won’t need to always watch the gauge. If something is amiss, it’ll let you know immediately with all the information required to assess the situation. 

Multi-vehicle

Initially, I’ll be using my ScanGauge 3 in my 2013 turbo diesel HiLux. When I head out on a big trip in my home-on-wheels 4×4 converted HiAce campervan, I unplug the gauge from the HiLux OBD2 port and plug it into the HiAce port. Plus, I can also plug into my wild customised 4×4 Holden One Tonner – one man can never have too many 4x4s! While I’ll have to preset a few parameters on each vehicle to make the most of the tool, the same gauge can be used in most vehicles.

If, by chance, I’m out and about and find a stranded vehicle, I can plug the ScanGauge 3 into that vehicle’s OBD2 port (most vehicles built from 2010 onwards have one) for a diagnosis and to clear any error codes. That’s not to say we will be able to fix or rectify a major problem, but at least we might be able to make the vehicle driveable, to enable it to get to a mechanic.

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Clearing not fixing

One thing we all need to remember when searching and clearing error codes is that by clearing the code, we are not always fixing the underlying problem. At times, when an error is cleared, the fault will not reappear. But, say it originated from a wet or bad contact in the wiring system and that moisture has dried out, clearing that code will more than likely ensure it does not reappear.

If the error is something major, the error code will most likely reappear. At least with ScanGauge 3, it’ll explain the error code, which points you in the right direction when searching for the physical fault. If you can then fix the actual problem, then bingo, the gauge is worth its weight in gold. Even if you can’t fix the underlying fault, having this testing and diagnostic tool on board is priceless.

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Reducing anxiety

I’ve been reading the ScanGauge 3 outputs for fuel economy and distance to empty on both vehicles to date. It’s been a boon in the HiAce, as it sports a 175-litre fuel tank and the readout on the dash’s fuel gauge thinks it’s still operating with a standard small tank. Knowing exactly how much fuel I have on board and how much further I can push on through remote areas with few fuel stops is perfect, and it minimises stress and anxiety levels knowing the amount of fuel I have left.

No tools are required to fit this gauge. It’s simply a matter of plugging into your OBD2 port, running the 1.8m cable up to the dash or screen, or where you want to fit the gauge with the supplied suction mount. Power is taken from the OBD2 port, so no batteries are needed. Best of all, the gauge automatically determines your vehicle’s protocol and connects ready for use. That means there is nothing for the user to program in order for the unit to start working on your vehicle.

For the price of $445 (RRP), I can’t see why a tool like this shouldn’t be included in the list of accessories we add to our new 4x4s.

Our recent drive of the Defender D350 was done as part of the Defender Experience offered by Land Rover Australia to existing and potential customers and owners.

It’s a paid four-day experience on Arkaba Station in the stunning Flinders Ranges where participants not only get to drive the Defenders on the steep and rugged tracks of the property but also get to enjoy the luxury offerings of the station while learning about the land, its history and what the current owners of Arkaba are seeking to achieve.

Arkaba Station is just a short drive from Hawker in South Australia and like most settled land in the Flinders Ranges, it was once a pastoral property running sheep in the harsh conditions. Today it is owned by Wild Bush Luxury, a member of Luxury Lodges of Australia, and farming has made way for conservation and low-impact visitation to allow the land to return to its pre-farming state.

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The sheep are long gone and goats, rabbits and other feral non-native animals are being eradicated as the team has turned to conservation and seeks to return the land of Arkaba back to what it was prior to settling and the damage caused by stock. 

This conservation project includes maintaining fences only to keep ferals out, not stock in, replanting native trees, shrubs and grasses and reintroducing species that were thought to be lost to the area.

A visit to Arkaba can include guided walks where you learn about the country and what is being done to restore it, and guided drives to mountain ranges and ridgetops where you will enjoy spectacular sunsets (or sunrises if you are keen) and wildlife spotting. 

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The Arkaba Homestead has been beautifully restored and includes just five rooms for guests so the numbers there at any one time are very limited. The homestead has a full kitchen with an excellent chef to prepare meals featuring local produce and native ingredients. Local South Australian wines are also a key part of the experience. 

Away from the homestead are remote camps that are used when on multiday walks or guided 4×4 tours . Unfortunately there are no self-drive tours of Arkaba available to four-wheel drivers.

While you might not be able to drive your 4×4 around arkaba Station unless you are on a Defender Experience trip, a surefire way to fully experience the property and all it has to offer is by joining the three-day walks that run through the cooler months of March to October, which are the peak times to visit the Flinders Ranges.

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Led by experienced and informative guides, the walk takes you from Wilpena to Arkaba taking in the sights, sounds and smells of the Flinders, where you’ll learn about the terrain, flora and fauna, as well as the conservation work being done. It uses the camps set up on the station and your bags and clothes are transported to each camp by vehicle so you don’t have to carry everything yourself. The walk is graded as moderate, meaning it should be accessible to most able walkers.  The Arkaba Walk finishes at the homestead with accommodation in the luxury rooms and a farewell feast. 

On our Defender Experience at Arkaba, we spent our first night at the homestead where, after a drive to a highpoint to watch the sun set, we learnt about the history of the property and the work being done there, which was followed by a delicious meal.

Day two saw us exploring the ranges and tracks before stopping at a remote campsite where accommodation was in swags in open-ended shelters that looked out onto the bush. Again, the meal was fantastic and we enjoyed it out in the open while the last rays of the sun disappeared with a golden glow on the steep rocky ranges.

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After an open-air shower in the morning and a short but informative bushwalk, we were back in the Defenders exploring the furthest reaches of the property including its border with Wilpena National Park, where we were in the shadow of the amazing Wilpena Pound. 

An interesting part of this day’s drive was where we stopped at a high point in the terrain that offered a view of the adjoining property that is still running stock as Arkaba had in the past. The difference between the two properties couldn’t have been more stark with the dry brown dirt of the pastoral property contrasting to the much greener and lush scrub on Arkaba. This demonstrates the great work being done by the team at Arkaba in restoring the land there.

Our last night on Arkaba as part of the Defender Experience was a huge camp with large tables and plenty of food and refreshments. Again we slept under the stars, although this time it was atop the Defenders in rooftop tents. Certainly a great way to wrap up a few fabulous days.

You can do the Defender Experience at Arkaba as a standalone trip or as part of an extended stay in the Flinders Ranges, or when passing through on a longer adventure.

Land Rover Australia is currently planning its 2026 Defender Experiences and is looking at new locations to run them, as well as at Arkaba Station.

The modern Land Rover Defender has now been with us for more than five years and it’s been easy to forget about it since it arrived on the market to replace what for most people was the classic Land Rover. 

With unibody construction, fully independent air suspension, modern powertrains and features, plus a much higher price than the original commercial-grade model, the new Defender fell off the radar of many 4×4 buyers. But more importantly, it has attracted a swag of new buyers to the marque with its mix of unique design, luxury and capability. 

While you can spend more than $300,000 on a new Defender OCTA (no, that’s not a misprint!) there are more sensible options for adventurous buyers at the bottom of the range with pricing, specification and capabilities in line with alternatives including the Toyota LandCruiser 300 and Nissan Patrol Warrior. 

JUMP AHEAD

• What do you get?
• Off-road performance
• On-road performance
• Verdict
• Specs

What do you get?

Take the Defender D350 X-Dynamic SE we are driving here, which starts at just $108,795 +ORC. The D350 is now the entry-level model for the 110 five-door Defender wagon (excluding the Hardtop) but with its superb 700Nm/258kW inline-six cylinder diesel engine, fully independent height adjustable air suspension and a high level of luxury, it could hardly be considered an entry-level vehicle.

The D350 replaced the D300-spec Ingenium engine late in 2024 and most significantly upped the torque output from 500Nm to 700Nm. This sizable step up in grunt makes the Defender 110 a nicer and easier vehicle to drive on both the open road and mountain tracks, all while maintaining a high level of refinement.

As has become the case with modern Land Rovers, the base price isn’t a true reflection of what you will end up paying, as there are pages of option packs that when added jack up the final figure significantly.

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This particular Defender was equipped with the Capability Plus Pack which adds Terrain Response 2 (configurable) and All Terrain Progress Control (ATPC). The Air Suspension pack adds the height-adjustable suspension and adaptive dynamics; the Off Road Pack gives the D350 an Active Differential with Torque vectoring by braking, off-road all-terrain tyres, wade sensing, a domestic plug socket (GPO) outlet and black roof rails.

Inside, the Premium upgrade interior pack adds a full Windsor leather interior, leather steering wheel, power adjustable steering column, leather gear shift, 14-way heated and cooled electric memory front seats with four-way manual headrests, while the cold climate pack adds a heated steering wheel, windscreen and washer nozzles.

Add on the $4629 bull bar, front underbody shield, roof ladder, exterior side-mounted gear carrier, integrated air compressor, privacy side windows, a tow hitch receiver, body-coloured spare wheel cover, wheel-arch protection, rubber floor mats, mudflaps and tow hitch, and it jacks the total price for this particular Defender up to $144,891 +ORC.

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Almost $40k worth of accessories isn’t unusual for anyone doing a full fit-out on a touring 4×4 but these are all factory Land Rover accessories that are made specifically for the vehicle and covered by factory warranty. And, let’s be honest, there are a few in there that you could live without.

Standard kit includes a full suite of safety electronics including TPMS, a premium sound system that gives you inbuilt sat-nav plus Apple and Android mirroring and wireless phone charging, five seats with an optional third row, heated and cooled front seats, 20-inch alloy wheels, and a funky design inside and out that is sorely missing from most new 4x4s these days. 

The second-row seat folds flat to give a long, flat cargo area; it’s large enough that I have rolled the swag out on it on a wet and windy High Country night on a previous trip, and I’m 185cm tall!

Off-road performance

There was no such inclement weather for this Defender drive in South Australia’s stunning Flinders Ranges. Much of the drive was done on Arkaba Station which provided a wide variety of terrain and track conditions.  

The tracks allowed us to sample the various drive modes of the Defender in both high and low range, and to play with the suspension height settings to feel how they affect the wheel travel and hence the tractive ability of the vehicle.

When driving in the full-raised off-road height setting, the suspension runs out of travel sooner and can create a small amount of slip from the tyre, whereas covering the same terrain in the standard height setting (where ground clearance permits) allows the suspension to work better in keeping the tyre on the track. You shouldn’t think of this as a negative though, and the raised ride height gives the Defender more ground clearance than almost anything else in this class, and the rear locking diff quickly accounts for any loss of traction. 

Land Rover invented Terrain Response when it introduced it on the Discovery 3 way back in 2004, and it has been copied by just about every 4×4 manufacturer since then but never bettered. Like many, I prefer the earlier Terrain Response interface, as it was easier to operate on the run with its tactile dial for simple mode selection. 

Choosing the right Terrain Response mode for the conditions ahead optimises all the chassis and control systems for the best performance. For example, selecting the Grass, Gravel, Snow mode for the loose tracks on Arkaba instantly raises the ride height via the air suspension, sharpens up the activation of the electronic traction control (ETC) to better react to loose surfaces, and dulls down the throttle response for better control under your right boot.

Select a more aggressive mode like Rock Crawl and Terrain Response sets the centre and rear diffs to their most aggressive intervention level, gives maximum ride height and dulls the throttle pedal right down. Driving around the varied terrain on Arkaba showed that the most aggressive settings are not always the best for all tracks, and selecting the correct mode for the terrain will make your journey easier and more comfortable.

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I’d be lying if I said I wasn’t concerned about the low-profile tyres on the sharp rocky tracks at Arkaba, but the Goodyear all terrains stood up to the punishment and gave us no problems. There’s a wider range of off-road tyre options for large diameter wheels these days than in the past, even if they are not ideally suited to gravel and rocky surfaces. You could fit 19-inch wheels to this spec Defender but there are more tyre options available for the 20s. The factory 18s will not fit on this Defender but there are some aftermarket 18-inch options that will. 

As steep and rugged as Arkaba’s tracks are, the Defender D350 dodn’t raise a sweat and its off-road capability was never really challenged. Even when we intentionally took the wrong line on a track to try and trip up the Defender, it took it all in its stride and pushed on through without fuss. 

On-road performance

The road drive component of our Defender D350 test was on the open country between Hawker and Adelaide, and again the Defender showed its abilities by effortlessly overtaking  slower vehicles, capably avoiding roadkill that sometimes required quick action, and delivering vehicle occupants safely and in comfort. 

Phone pairing was a no-fuss affair providing tunes and navigation for the drive; the dual zone climate control kept the cabin temperature as set; and the drink bottle holders accommodated large vessels. It really is a fantastic long-distance tourer. 

While the Defender range offers more powerful and refined petrol I6 and V8 engines, there’s absolutely nothing wrong with the Ingenium I6 diesel in the D350 – 700Nm of torque is nothing to be sneezed at, and it is delivered in a much smoother way than the LandCruiser 300’s V6 engine can manage.

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Verdict

Optioned up as this vehicle is with the various packs and accessories, it makes an excellent touring and off-road wagon that offers more style and comfort than the popular Toyota or Nissan alternatives. The Defender might not be for everyone, but at this spec and price it deserves more attention from touring 4×4 buyers. 

MG’s entry into Australia’s competitive ute segment appears one step closer to reality, with the upcoming MG U9 reportedly receiving Australian Design Rule (ADR) certification.

While the model is yet to be officially unveiled, reports suggest the certification documents outline two dual-cab variants slated for Australian release. The key difference between the pair lies in weight: one variant lists a GVM of 3500kg with a tare mass of 2398kg, while the other is slightly lighter, with a GVM of 3320kg and tare mass of 2498kg.

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Both are said to feature an eight-speed automatic transmission and an automatic all-wheel drive system. Already confirmed by MG, the U9 will be powered by a 2.5-litre four-cylinder turbo-diesel engine producing 160kW and 520Nm.

The U9 is expected to measure 5500mm long, 1997mm wide and 1860mm tall, riding on a 3300mm wheelbase. A ground clearance of 220mm and wheel options from 18 to 20 inches add to its off-road-ready appeal.

As part of a rigorous local testing program, the U9 has reportedly travelled “from Broome to Albany to Cooktown and everywhere in between.” MG says the program was led by its in-house engineering team, aimed at ensuring the vehicle can handle Australia’s diverse and demanding conditions.

On the tech front, the U9 is expected to include the brand’s MG Pilot safety suite, offering 360-degree cameras, sensors and advanced driver-assist features. It will also come with MG’s iSMART app for remote access, along with wireless Apple CarPlay and Android Auto as standard. A hidden rear foldable step adds a practical touch.

With a Q4 2025 launch on the cards, full pricing and specifications are yet to be confirmed. However, if MG’s recent track record is anything to go by, the U9 could land with a price tag that significantly undercuts its more established rivals.

After a brief stint on the sidelines, Ram has officially announced the return of its 5.7-litre HEMI V8 engine.

Discontinued in 2024 and replaced by the 3.0-litre Hurricane twin-turbo inline-six for the 2025 model year, the HEMI V8 will be revived in the 2026 Ram 1500. European order books open from July this year.

It has been confirmed that the V8-powered Ram 1500 will be sold alongside the Hurricane inline-six in Europe, although it’s still unclear whether the HEMI will return to Australian showrooms.

“Everyone makes mistakes, but how you handle it defines you. Ram screwed up when we dropped the HEMI – we own it and we fixed it,” said Tim Kuniskis, CEO, Ram. “We’re not just bringing back a legendary V8 engine, we’re igniting an assertive product plan and expanding the freedom of choice in powertrain for our customers.”

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The 5.7-litre V8 produces 294 kW and 596 Nm, paired with an eight-speed automatic transmission. Its eTorque mild-hybrid system replaces the traditional alternator with a belt-driven motor generator unit powered by a 48-volt battery pack, providing up to 176Nm of additional torque during initial throttle input.

The V8 engine powering MY26 models will have a maximum towing capacity of up to 5200kg (European homologation up to 3500kg) and maximum payload capacity of 793kg.

As per the below table, the .3.0-litre Hurricane straight-six delivers significantly higher engine outputs. 

“Ram will continue to offer the more powerful and more efficient Hurricane Straight Six Turbo, but we heard loud and clear from consumers: there is no replacement for the iconic HEMI V8. At the end of each month, we count sales to customers, not statisticians or ideologues. Data be damned –  we raise our flag and let the HEMI ring free again!” Kuniskis said.

The HEMI V8 will be available in MY26 Laramie, Sport (late availability) and Limited variants.