Mungo National Park is around an 11-hour drive from Sydney, seven hours from Melbourne and six hours from Adelaide, and lies within NSW’s Willandra Lakes Region World Heritage Area in the southwest of the state. This place is a highly significant area for Aboriginal culture, particularly for Ngyiampaa, Mutthi Mutthi and Southern Paakantyi people. There are hundreds of stories from country and more occurring everyday as the shifting sands reveal hidden secrets.

The blacktop run from any capital city is pretty significant, but worth it. If you need a great overnight spot to launch your Mungo mission, the Murray River town of Gol Gol, NSW, is as good as any. Situated right on the banks of the mighty Murray is Rivergarden Holiday Park. It has flat campsites, cabins, a great camp kitchen, and clean, modern amenities. The park backs on to the river and is a pearler of a spot to enjoy a Murray River sunset, while the Gol Gol pub is a modern joint with good food and a one-kilometre walk down the road.

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It is a relatively short run from Gol Gol to Mungo National Park (130km) with the first 50km blacktop, then a pretty well-serviced dirt road after that. As with any outback travel, there are literally stories all along the way.

A tragedy occurred in the heat of January, 1914. A farm worker, Jack Nicholson, had a blue with the station owner where he was working. He stormed off the property determined to walk to town, around 30km away. Poor Jack underestimated his undertaking and died of thirst on the way. Where he died was marked on a Mallee tree, which went unfound for decades. A bunch of locals set about rectifying that and finally found the tree. They laid a headstone and erected a chain fence to commemorate the misadventure of Jack Nicholson. The man died in a lonely, desolate place. Keep an eye for a small stand of mallee scrub around 14km out of Gol Gol if you want to visit the gravesite.

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MUNGO NATIONAL PARK

You are greeted by a cattle grid marking the entry to the Park, immediately after Mungo Lodge. The Lodge has cabins, rooms and provides food, cold drinks and a souvenir shop, with an area to camp out the back. Compared to what is on offer a kilometre down the road in Mungo NP, there is no comparison.

Accommodation in Mungo NP is either at two camp areas or the Shearers Quarters at the Mungo Information Centre, where there are public showers and toilets. The campsites are Main Camp, on your right as you hit the Park’s entry, and Belah Camp on the Self Drive Loop. A word of warning: Make sure you book your camp spots, as Main Camp was booked out and it wasn’t school holidays.

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Main Camp is a beauty and a typical National Park maintained site. There are 33 sites available and each has its own firepit and barbecue plate, but you will need to bring your own wood. The sites are flat, with a camp kitchen, toilets and picnic shelters dotted around Main Camp. The picnic tables have small water tanks which capture rainwater and are good for a wash, but best to treat the water before drinking.

Adding to Main Camp’s charm is the prolific wildlife. You may have to escort a kangaroo off the well-groomed path to the camp kitchen, and the bird life certainly lets you know when morning has broken. Plenty of trees provide shade for campers, and this place has a beautiful outback ambience. There are a few walks from Main Camp (Mungo Lookout and the Grasslands Nature trail) and it is a quality spot to base yourself for a few days while you explore the delights Mungo has to offer.

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Belah Camp is presently shut with the partial closure for maintenance of the 70km self-drive loop, with a review on its current status announced at the end of August. For further information on this and other alerts, phone the Park’s Buronga office on (03) 5021 8900 or check the website for closures and alerts at nationalparks.nsw.gov.au

So it pays to plan your trip, as Mungo National Park is for the self-sufficient tourer. Park fees are $8 a day per vehicle, on top of camping fees which are $24.60 a night per site. You’ll need to fill out a self-registration form at the visitor centre – even if the centre is unstaffed at the time.

Once camp has been set up, the Visitor Information Centre is the hub of activity and information. It may not be staffed all the time (it is during school holidays) but you can explore it at any time. As mentioned, it also provides showers and toilets for park visitors as well as barbecue and picnic shelters. Inside the Centre is where you book tours and pick up brochures. If it is unattended, the Boronga Office can assist you (there is very limited mobile coverage, so plan ahead).

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Out the back of the Visitor Centre are amazing displays, an ancient sandstone ‘Mungo story’ carving and a viewing platform. The displays contain plaster casts of footprints which have been dated back 20,000 years. The lookout platform is shaped as a sand dune and the views extend from the old Mungo Woolshed (built out of local cypress pine in 1869 and at its peak sheared 50,000 sheep a season) across Lake Mungo to the Walls of China.

The above-mentioned footprints have been arranged as they were found. Particularly interesting is the one-legged hunter’s footsteps. Ranger Tanya Charles relayed the story that he was most likely born without a foot and was able to adapt to his misfortune by bounding along on hunts with the other members of his tribe. He certainly cracked along at a good pace, as his steps are almost three metres apart!

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The highlight of a trip to Mungo is a Guided Tour. There are a few commercial options but the Walls of China tour, led by an NPWS Aboriginal ranger would be the pinnacle experience. On the tour we had, ranger Tanya Charles and ranger Lance Jones were our guides, sharing the unique stories Mungo has to offer. As the sands of the desert change, more and more stories emerge in one of the most spectacular outback landscapes in NSW. It is an incredibly spiritual place and stories are relayed with knowledge and passion, revealing an unbroken connection to country. The sunset is greeted with silence. Time on an ancient sand dune, watching the sun dip to leave a pink-stained sky is nothing short of moving. The two-hour tour should be on every visitor’s bucket list. Make sure you thank the rangers for allowing you to walk on their country.

While group tours are not for everyone, the insights provided on the National Park’s Sunset Tour is worth

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GOING SOLO

There is also the self-guided 70km Mungo Loop track that traverses the desert landscape that Lake Mungo sits in and the mallee scrub that surrounds it. As mentioned, the Mungo Loop was closed on this visit and hopefully reopens at the end of August. So, I guess that means another trip out here to experience it!

The Zanci Pastoral Loop is a 10km drive that takes you north from the Visitors Centre. It can also be easily walked as it is pretty flat, or jump on a mountain bike if you have one with you. One of the highlights is the ruins of Zanci Station which plays an integral part in Mungo’s recent history. It was established in 1934 by Albert and Venda Barnes when they purchased Mungo which included Zanci. The Barnes sold the land to the NSW National Parks and Wildlife Service (NPWS) in 1978, with Mungo National Park created in 1979. Zanci (which adjoined Mungo) was sold to NPWS in 1984.

The remnants of Zanci make for a fascinating stop on the loop, with ruins including a sturdy-looking fireplace and an underground meat-house. Farther along the loop is the Zanci shearing shed which has an historical pastoralists display inside. Always in the background are the spectacular Walls of China, thought to be named by the Chinese who sought their fortunes in the gold rush of the late 1800s. The Loop finishes back at the Visitor Centre.

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WALKING TRAILS

From Main Camp you have the short walk to the western lookout which casts your eye across the lake to the Walls of China, and the view is spectacular at sunset. Then there’s the Grasslands Nature Trail, an easy loop showing off the local grasses, mallee scrub and all its inhabitants.

The Foreshore walk leaves on a well-marked trail near the woolshed. The trail leads through the bluebush of the lake’s western shore and leads up to a red dune (all the other sand around is white) and a stand of mallee and cypress pines.

The Mallee Stop walking track was closed, but it would be one to conquer when the eastern side of the park reopens. If you like to explore in tranquillity the mallee eucalypts and spinifex-covered dunes, then add this walk to your to-do list.

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FOR THE FOUR-WHEELER

For the four-wheel driver, there’s not much in the way of challenging driving; you won’t need low range at all in the park, but don’t venture off the well-formed tracks. Running around in high range is recommended, but not essential. Drop your pressures though, as there are some corrugations in some parts and a softer footprint helps keep the tracks in good order.

One thing to remind yourself is that while you are in the middle of nowhere, there are others driving around as well. Take caution pulling out of the Visitor Centre’s car park (have a bloody look) to see if there is a vehicle coming down the road. The roads are sand based but there are sharp rocks on the edges, just waiting to slice your side walls.

Mungo has so much Aboriginal heritage that is constantly being unearthed as the winds shift the sand, and watching the sunset paint the big sky all manner of orange and pink is magical. If you get your timing right and turn eastward you can then watch the full moon pop up over the Walls of China for chills of the best kind (oh, and pack a jacket as it does get cool quickly). The view from the car park at the Walls is a great spot to watch the moon rise.

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ON THE WAY

It’s always great to share good spots to overnight when you’re punching big kilometres to get into the outback. Here are a few coming from Sydney that are recommended.

Cocoparra National Park just outside Yenda and Griffith. The camp is easy to access just off the Mid-Western Highway and Burley Griffin Way. Woolshed Flats is a great camp area with a large open area for bigger groups, or a dozen small campsites. There are great facilities including shelter, information board and toilets. Cocoparra is a little gem as it’s nestled in the Cocoparra Ranges, has a few well-marked walks, picnic areas and lots of wildlife. It also has limited mobile access (Telstra 1 bar of 4G.) The Park is a 20-minute drive from Yenda.

Yenda is a great place to refuel and grab some supplies. The town is home to the Yenda Brewery, and a few pale ales around a Cocoparra Campfire is a mighty pleasant experience.

Barellan on Burley Griffin Way is another nice spot, and the pub looks fantastic and has free camping spots beside it. It’s an easy choice to pull in for a lightning overnighter on your travels. Just a lovely spot and town.

Also on Burley Griffin Way is the twin town of Harden-Murrumburrah. It’s your classic country town where the main street echoes the community’s pride. With a couple of cafes, a pub and friendly locals, it’s worth a stop if you need a stretch.

Driving through Darlington Point on Kidman Way, I couldn’t help thinking this place was a beauty. It is as clean as a whistle, with a lovely caravan park nestled in the middle of town beside the Murrumbidgee River. There are fuel and supply options aplenty and a welcoming ambience. It’s on the list for an overnighter, too.

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STARGAZING

For the stargazers amongst us, Mungo is dark-sky country and the Milky Way is luminescent. It was amazing to gaze skyward and see stars upon stars. One of the most spectacular constellations is Dark Emu (the book of the same name is a fascinating read, too). It references that the indigenous people looked through the stars, as opposed to Europeans who looked at the stars. I was lucky to have the Dark Emu pointed out to me, residing in the Milky Way and shaped by the stars. Emus were creator spirits in Dreamtime stories.

Speaking of spirits. Ranger Tanya Charles was on country when Mungo Women was repatriated. As her bones returned to country, willy-willies popped up and sped across the lakes. It is said the willy-willies are spirits and her spirit returned to country during that ceremony. For Indigenous people, the first frost of the season meant that emus were laying and crayfish were rising in the creeks and rivers. Nature’s very own surf-n-turf.

Our final camp on the trip was on private property that borders Mungo. We were treated to our own private sand dune, a spectacular dark sky and a full moon rising later in the evening. The pack-up the next morning was in the most beautiful light, it was as if the spirits were showing off.

Mungo National Park is World Heritage listed, thank goodness, and is an Australian treasure for all Australians. Add it to your bucket list and plan for four days at a minimum. There’s a lot to do, see and hear about out there.

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Five places To see

1. Lake Mungo 2. Walls of China 3. Zanci Pastoral Loop 4. Mungo Lodge 5. Gol Gol

IT’S not every day you get to drive a stripped-back base model short-wheel base four-wheel drive, with a price tag of more than $95,000. It was certainly a first for me, but it’s exactly what this D200 Land Rover Defender 90 you see before you is.

In saying that, it’s really hard to say this is a pov-pack model, far from it. In this current Defender line-up though, this is essentially as basic as it gets. And I for one, am fine with that.

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This particular example has been decked out with a bunch of factory fitted accessories, such as alloy wheels (yes, I know, you all want the white steel wheels), a folding canvas electric roof and a smart rear-view mirror.

Inside though, it’s still a mostly practical affair, clad with rubber flooring and cloth seats. This Defender as tested, is also riding on coil springs, not the optional air-suspension which we’ll touch on later.

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I wanted to focus largely on the off-road ability of the Defender 90 in this review, because this is where a SWB 4×4 should shine. But if you want to see how it performs on road, check out this review from our sister publication Wheels.

With that out of the way, let’s get down and dirty and see what the D200 Defender 90 is like to drive.

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POWERTRAIN & PERFORMANCE

WITH 500Nm of torque and 147kW available, the D200 Defender 90 is no slouch. Far from it.

Combine that with an 8-speed automatic gearbox, the 3.0L twin-turbo in-line 6-cylinder engine moves 2236kg of Land Rover around with brisk ease. Power delivery is smooth and linear, the engine actually sounds nice in the process as well.

Interestingly, Land Rover provide a claimed top speed for the D200, which they say tops out well over the speed limit at 175km/h. Naturally, we can’t confirm nor deny this.

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This engine, Land Rover’s marketing team have dubbed as the Ingenium series, also features a mild hybrid (MHEV) system, which I’m not going to pretend to understand. But I also don’t understand how to rebuild the carburettor on my Suzuki Sierra.

The gist of it from my (limited) understanding, is this system generates, stores and makes available energy that would otherwise be wasted during deacceleration. This in theory should provide better fuel economy, and offer a boost in stored energy for power hungry inclusions such as Stop/Start function and the electronically controlled power steering. It requires no input from the driver thankfully, which was my first question upon picking this Defender up.

It must be said though, this certainly is now a complicated vehicle, a far cry from the Defender of old which could be fixed with a brick and a positive attitude. On the flip side, it’s refined and powerful; something the previous generation Defender never was nor could be.

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ON-ROAD RIDE & HANDLING

I FIND it a bit strange, that this Defender 90 actually has a wheelbase of 101.9 inches. It goes against the heritage of the original Defender 90, but considering how nicely this vehicle rides on road, I can forgive this.

It steers, drives and stops better than any SWB four-wheel drive I’ve ever piloted. And I’ve owned a few. Putting this down solely to the longer wheelbase wouldn’t be accurate, but it certainly helps the cause.

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While I was disappointed that this test vehicle wasn’t equipped with adjustable air suspension at first, but this was also a great opportunity to see how the coil sprung D200 performs.

I must say, the ride and handling characteristics of the D200 are spectacular for what it is. While having adjustable ride height at the push of a button would be handy off road,

I can confirm there’s no reason to not recommend the coil suspension from a ride point of view if looking for something simpler, cheaper and arguably more reliable. Personally, I’d pay the extra for the air suspension.

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Steering feel is well-weighted, and the all-wheel drive system grips to the road with stubborn tenacity. One look at the brakes fitted behind the 18-inch wheels, and you know they mean business.

And they do, braking performance is first class. This is a very long way removed from the last Defender 90 I drove in terms of on-road ability, love it or hate it. But does this improved on-road comfort come at the cost of the Defender’s off-road ability?

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OFF ROAD

THIS thing is properly capable off road. There, I said it. As I expected from a short(ish) wheel base 4×4 with independent coil suspension on all four corners though, this Defender didn’t have much suspension travel.

It picked up a wheel or two easily. Yet, somehow felt incredibly stable in the process. Fun even! What it lacks in suspension travel, it makes up for in ride comfort over rough terrain.

I can only dream about driving one with high-quality aftermarket remote res shocks and a bit of lift on dirt at pace. Still, in standard trim this 90 was at home on the dirt.

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As things started getting more serious, I worked out pretty quickly that as long as one wheel was on the ground, thanks to the insanely good traction control system found in the Defender, it will just keep pushing forward.

There wasn’t the need to feed large amounts of throttle input to engage tyres with grip either. It’s easy to navigate the various traction modes via the touchscreen once you know how, and I found myself switching between these modes religiously depending on what terrain I was experiencing.

I’m also a massive fan of the inbuilt cameras when set in off-road mode. This was some sort of wizardry you have to experience for yourself, it was an absolute asset to be able to see where the tyres were pointed at all times, resulting in no scratched rims on this press car.

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At no stage did I feel like traction was an issue, clearance though is the limiting factor in how hard I felt comfortable pushing a $100,000 vehicle that didn’t belong to me.

The underbody seems well tucked up, but could definitely do with more ground clearance in rough terrain. This is where ticking the box that says I’ll have the adjustable air suspension please, would have definitely come in handy.

It was also good to see a tyre pressure monitoring system built in, however it did seem like it was unhappy with me when tyre pressures were lowered for off-road work. Lights on a dash tend to worry me, but easily forgotten when you know they are doing their job.

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As you can see from the boxy rear end, the departure angle on the Defender 90 seems more impressive in the field than the 37.9 degrees listed in the sales brochure. Front-end clearance is a limitation though, despite a claimed approach angle of 31 degrees.

If you managed to get the front through an obstacle, you knew the rear end would follow. And while the breakover angle wasn’t superb, again everything is well tucked up allowing you to slide through.

It was also good to see the exhaust tips were tucked up high and protected at the rear end. I also really enjoyed the long-travel accelerator which is a throwback to the first 4×4 I ever drove, a 1988 Range Rover Classic. It’s a handy feature when driving in technical terrain; you can ease the throttle on-or-off with greater control. It must be mentioned that Land Rover claim a wading depth of 850mm with these coil-sprung models – not a bad figure at all.

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CABIN & ACCOMMODATION

GENUINELY, I feel this is one of the nicest modern interiors layouts (that still had a rubber floor covering) I’ve had the privilege of sitting in. Practical, yet still makes you feel special.

You want to jump back inside, because it’s a nice place to be. The seats are comfortable, and the width of the vehicle provided a spacious feel. You could drive all day in this Defender (with regular breaks naturally) and not feel sore or tired.

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I like the central layout with all switches, gear selector and touchscreen mounted close to each other, and the unique walk-through design; sort of like a van. One of the genuine accessories fitted to this test vehicle, was the electronically folding canvas roof which is a brilliant addition. Easy to use and when opened, provided a near soft top experience, but without the wind noise and messy hair.

Considering this option costs $4810 you’d expect it to be nice, and as Editor Matt said to me, you’d have to really want that feature for that money. I’m also curious about the longevity of such a product in the harsh Aussie sun, but I’m keen to hear your thoughts about it. Would you pay nearly $5000 for this option?

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PRACTICALITIES

IF you have a family, this probably isn’t the right vehicle for you. But you already knew that. Sure, it has five seats and they are comfortable but with the rear seats up, there is very limited cargo space behind them.

I managed to fit an ARB twin compressor in a hardcase depth wise, and that was a squeeze (to put the space in to perspective). I think if you wanted a Defender 90, and had to use the back seats for passengers, you’d need a trailer to do anything useful.

It’s rated to tow 3500kg braked, so would be a valid solution. There is plenty of height though, so you could possibly get creative with a cargo barrier to capitalise on this real estate.

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I live on a steep hill and with the spare tyre mounted on the tailgate, it was rather difficult to close said tailgate when parked on said incline. It’s heavy. Not a deal breaker if you’re stronger than me, but worth mentioning as it could present a challenge. I didn’t have this problem with the Suzuki Jimny, with a rear mounted tyre on the same patch of concrete.

Something that certainly could be a deal breaker, is the distinct lack of blanks to mount switches for aftermarket accessories. There was only one that I found, which was already occupied with a Redarc Tow Pro dial.

And while I know you can’t get many aftermarket accessories for the Defender in Australia yet, and there doesn’t seem to be many plans to change this, what if you just want a basic set of driving lights? You will need to look at an accessory management system, and a way to mount it to avoid making swiss cheese of the lovely looking dash. I’m not mad, just disappointed Land Rover. A missed opportunity indeed.

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CONCLUSION

THIS Defender 90 D200 isn’t anything like the Defender of old. In my opinion (ducks for cover while pop rivets get hurled in my direction) it’s better than the previous 90. Sure, it’s more complicated and expensive, but everything these days is essentially.

The D200 is a great mix between being practical and classy, easy to steer during the week and very capable in the bush on weekends.

It’s powerful, comfortable and I feel looks brilliant in 90 guise compared to the 110 Defender (again, in my opinion). But let’s be honest, many feel it’s really just a Defender by name. And it is early days for this platform.

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What I don’t like, is the lack of aftermarket accessories available, as I feel you could have a lot of fun building one up for proper off-road work. Fingers crossed the aftermarket industry in Australia comes to the party eventually.

It’s also too expensive, but I also said that about the Suzuki Jimny (for what it is), so maybe I’m just cheap?

It begs the question though, is the Defender 90 the most capable SWB four-wheel drive on the market today, or would the Suzuki Jimny or Jeep Wrangler take that title? That is one shoot-out we’d be more than happy to organise, and I feel the results would be closer than you’d think.

Land Rover Defender 90 D200 specifications

Land Rover Defender 90 D200 off-road specs

The Toyota HiLux has dominated sales figures in August 2021 across the board, selling more than any other model on sale in Australia.

However, if you look purely at 4×4 utes, the Ford Ranger has outperformed the HiLux – selling 3609 units to Toyota’s 3324.

Rounding out the top three 4×4 utes – Isuzu has sold 1187 units of its 4×4 D-Max in this period, while Mazda is close behind selling 1037 4×4 BT50s.

VW’s Amarok has been consistent, selling 986, meanwhile the Nissan Navara has outsold the Mitsubishi Triton 4×4 models – shifting 662 compared to 624 from Mitsubishi.

LDV sold just one unit less than Mitsubishi, with 623 T60 4×4 ute sales proving the budget-friendly option is increasing in popularity with the Australian 4×4 market.

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New vehicles sales are up 33 per cent over results from the same month last year, with a total of 81,199 sold in August.

So, despite COVID-19 restrictions in place for many parts of the country, this hasn’t hampered enthusiastic buyers looking to snap up a new 4×4.

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NSW is leading the charge with new vehicle purchases – 21,794 new vehicles were sold in August 2021. Victoria isn’t far behind with 21,167 sales recorded in total, with QLD taking third place with 19,139 units.

If you look at increases from this same period last year though, Victoria has seen a huge 153.6 per cent jump compared to last year – whereas NSW has seen a decline of 7 per cent.

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When it comes to large wagons, it’s not surprising Nissan has outsold Toyota in the large 4×4 category. There were 506 Y62 Patrols shifted compared to 311 LandCruisers. In the mid-size wagon category, Toyota Prado sales have been impressive at 2731 units. That’s an increase of 452.8 per cent over last year, according to official VFACTS figures.

The team at Land Rover’s Special Vehicles Bespoke division has been busy doing its best ‘Q’ impressions, coming up with a bespoke Defender V8 to celebrate the next James Bond film.

Inspired by its vehicles, which will star in ‘No Time to Die’, the Defender V8 Bond Edition is an exclusive all-black version of the regular Defender – featuring a few unique touches to set it apart from the rest of the LR range.

Available as an option on both the short wheelbase Defender 90 and long wheelbase Defender 110, the Bond Edition package features the extended Black Pack with 22-inch gloss black alloy wheels, signature xenon blue front brake calipers and a ‘Defender 007’ badge on the rear.

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Other bespoke treats include special ‘007’ puddle lamps and a James Bond-themed start-up animation on the Defender’s Pivi Pro infotainment screen, while the regular V8’s 5.0-litre supercharged engine remains untouched, still putting out 386kW and 625Nm.

Despite being the rough shape of a brick and weighing as much as a small cottage, the Bond Edition retains the V8’s ability to outrun – or catch up to – most cars with a 0-100km/h sprint time of five seconds and a top speed of 240km/h.

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Unfortunately none of the 300 Bond Edition Defenders are set to come Down Under, with even the UK only securing 15 units of the available run.

‘No Time to Die’ is set to be Daniel Craig’s fifth and final film as the franchise’s hero, with copious amounts of Aston Martin and Land Rover chases set to feature when the 25th James Bond movie is released in cinemas at the beginning of next month.

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The upgraded 2022 Ram 2500 has officially arrived in Australia and in local showrooms, just a handful of months after the updated 1500 launched in May.

As the first major update for the truck in more than five years, skin-deep changes include a new bonnet, bumper and interior, while a bigger intercooler helps the 2500 now pump out 1152Nm of torque, a 68Nm increase over the previous model.

On top of a comprehensive upgrade to its in-car systems, the Ram 2500 has also shed 64kg thanks to lightweight materials being used in its new frame and body panels, not quite making it a featherweight – but still providing a marked improvement from the outgoing 2500.

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2022 Ram 2500 pricing (excludes on-road costs)

As the first update to the 2500 in a number of years, the 2022 model has undergone a price increase across the range, with both variants jumping up by more than 10 per cent.

Options

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Features

Although there’s been a lot of mechanical changes to the 2500, it now has more tech and equipment than before with features such as:

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Engine, drivetrain and capacity

Perhaps the smallest change for the 2022 Ram 2500 comes in the form of its engine, retaining the Cummins-built 6.7-litre, straight-six pushrod which has previously featured.

Power remains unchanged – 276kW @ 2800rpm – but torque is now up from 1084Nm to 1152Nm @ 1600rpm, courtesy of a larger intercooler and revised tune.

Mated to a six-speed torque-converter automatic gearbox, the 2500’s high torque figures and BorgWarner four-wheel drive system gives it a braked towing capacity of up to eight tonnes.

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Availability

Australian Ram dealers now have stock of the 2022 2500, with the larger 3500 also expected to arrive later this year.

Rivian Automotive has confirmed two of its cars – believed to be the R1 S SUV and R1 T dual-cab ute – have arrived in Australia.

The company told Australian EV blog The Driven two units have indeed come Down Under for climate testing.

It would seem that this is rather late in the development cycle for the two machines, as the cars will be launched in the US this month – with prices starting under US$70,000 (AU$95,700) for the four motor, 588kW load-lugger.

A pair of Rivians were spotted in New Zealand near the Southern Hemisphere Proving Ground outside of Queenstown in late June and early July – making it likely the same cars have been shipped here to continue testing on our roads.

The company confirmed in 2018 that right-hand drive is part of the company’s business plan for the UK, Japan and Australia. A move into the European market sometime in 2022 is also on the cards with a manufacturing base mooted in the UK. However, with the UK now separated from the European Union, the plans have been thrown into doubt.

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Rivian is also following Faraday and Lucid into the stockmarket, with an expected IPO in November – aiming to raise somewhere in the region of US$80 billion (AU$109bn). The firm has raised a total of US$10.7 billion (AU$14.6bn) over the last decade, some as debt and some for equity.

Its last US$2.5bn (AU$3.4bn) round included Ford Motor Company, Amazon, Cox Automotive and the Climate Pledge Fund among the investors. Amazon has a large order for EV delivery vehicles ready to sign, according to various reports.

A Rivian spokesperson told The Driven it had noted the “intense interest” in Rivian vehicles from the Australian market, echoing our enthusiasm for the Ford F-150 Lightning and, to a certain extent, the Tesla Cybertruck.

Keep your eyes peeled for the Rivian pair and be sure to let us know if you see them. Given the heavy duty winter testing in New Zealand, perhaps the Northern Territory’s higher temperatures and adventurous road conditions could be part of the program.

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Isuzu UK has pulled the wraps off its 2022 D-Max AT35 and we’re asking –why can’t we have one?

While Isuzu Ute Australia is currently selling every one of its D-Max 4×4 utes it can get in the country and the waiting lists are extending out to months for some models, the one variant we wish IUA would introduce here is the D-Max AT35.

Isuzu in the UK has had a long relationship with Iceland’s Arctic Trucks which build some of the coolest, glacier climbing, big-wheel 4x4s on the planet. This has seen the UK market getting specifically engineered AT versions of the D-Max for a few years now, and the company has just pulled the covers off its AT35 version of the current model D-Max, set to go on sale there early in 2022.

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Like the AT35 models of the past, the new D-Max AT35 is fitted with 35-inch off road tyres and to make them fit, Arctic Trucks modifies the D-Max with a strengthened chassis, Bilstein suspension and the all-terrain wheel and tyre package.

“Our partnership with Isuzu now stretches back years and during that time, we have had several versions of the Isuzu D-Max AT35 however this is the best yet,” says Peter Smith, Arctic Trucks UK Managing Director.

The D-Max AT35 isn’t just about big tyres and off road performance. Based on the top of the range, D-Max V-Cross (UK) it features a leather trimmed interior with Arctic Trucks branded headrests and floor mats plus all the luxury and safety feature that the D-max comes with as standard.

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The AT35 is sold through Isuzu UK dealers and is covered by the full factory warranty there. All UK D-Maxes are powered by the 1.9-litre, 360NM RZ4E diesel engine that will be introduced in Australia on just the entry-level SX 4×2 cab-chassis early in 2022. The Brits don’t get the well-proven 3.0-litre so loved by Australian owners.

Just think what the demand would be like if we could get a 3.0-litre powered AT35 D-Max here; the dealers wouldn’t be able to keep up with it.

Isuzu Ute Australia (IUA) has announced a host of changes to its D-Max ute range for the 2022 model year.

Due to arrive in dealers in the first quarter of the new year, they include upgraded specification and equipment, a new entry-level diesel engine and minor price rises.

While sales of popular D-Max are still being hampered by supply restraints overseas, any new ute ordered on or before July 31, 2021 will not be subject to the price rise – even though some orders may be upgraded to the 2022 specification to meet demand.

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Isuzu’s 1.9-litre RZ4E diesel engine will arrive in the entry-level D-Max 4×2 SX single cab-chassis. This base-spec is often called the ‘traffic controller model’ due to its use by the stop/go lolly-pop wranglers.

In many markets around the globe, the newer design and technology 1.9L engine is the only engine offered, while Australia has fought to upgrade and retain its popular 4JJ3 3.0-litre engine. In the SX 4×4, the RZ4E makes 110kW of power and 350Nm of torque. It is available with a choice of six-speed automatic or manual transmissions.

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The RZ4E is a cleaner more efficient engine than the 4JJ3 but doesn’t have the outputs to be competitive in the Australian ute market. In some countries it uses AdBlue to meet the latest emissions regulations, while the 4JJ3 isn’t AdBlue ready yet as it doesn’t need to be to meet Australian standards.

As a result, all other D-Max variants will continue to be powered by the 140kW/450Nm 4JJ3 engine.

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The six new D-Max variants are mainly cab-chassis models, with the aforementioned SX single cab 1.9L in auto and manual; SX extra-cab 3.0L with auto; LS-M and LS-U 4×4 double-cab cab-chassis with auto; and the new LS-U+ double-cab 4×4 with auto.

D-Max SX extra–cab 4×2 auto and D-Max SX double-cab 4×4 manual have been dropped for the new year.

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Updated specification

The 2022 D-Max X-Terrain boosts its top of the range stature by adding features including; variable heated front seats, vanity mirror light, auto-dimming rear view mirror, heated door mirrors, a factory-fitted tow bar and black and red accents to the interior trim.

Queensland-based IUA didn’t offer heated seats on any of its D-Max variants in the past, while the closely related Mazda BT-50 has had them on its top-spec model since launch. It’s nice to see them finally making it to the D-Max – just in time for summer.

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The new LS-U+ double-cab 4×4 ute 4×4 D-Max also benefits from the inclusion of heated seats, with 8-way electric adjustment with electric lumbar support for the driver’s seat and black leather inclusions on the trim.

Regular LS-U double and extra-cab D-Max utes also get keyless entry with push button start, automatic locks on the doors when the driver walks away, an auto-dimming rear view mirror, a vanity mirror light and a factory-fitted tow bar receiver and tub liner. The cab-chassis 4×4 gets the same features minus the tub liner due to its tray.

A rear view camera is standard on all D-Max models, but the LS-M double-cab adds rear parking sensors to its class-leading safety kit to ease reverse parking.

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2022 Isuzu D-Max pricing (excluding on-road costs)

GWM has unveiled two new models under its Tank sub-brand, and the Chinese car giant has Toyota firmly in its sights.

Revealed at the ​​Chengdu motor show, GWM showed off its new Tank 400 and Tank 500 four-wheel-drives – with the 500 built to take the fight to the peerless Toyota LandCruiser Prado.

The seven-seater Tank 500 is underpinned by a ladder-frame chassis, and is powered by a 48-volt mild-hybrid 3.0-litre turbo-petrol V6 engine.

UPDATE, December 2022: GWM Tank 300 now on sale in Australia!

The new GWM Tank 300 Hybrid is now on sale in Australia, with a starting price of $55,990. It’s not cheap, but you get a lot of kit. Hit the link below for details.

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An in-house nine-speed automatic transmission sends 260kW and 500Nm to the rear wheels, with a part-time, low-range four-wheel-drive system and front/rear locking differentials available, according to FormaCar.

Company officials had previously referred to the Tank 500 as the 600, but changed the model name without explanation – likely to allow room in its range for a larger LandCruiser rival.

So far GWM has publicly shown five Tank models, from the 300 to the 800, with just the 600 missing from the line-up.

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While both the Tank 400 and 500 have the same 2850mm wheelbase – also shared with the LandCruiser 300 Series – it appears from its chunky exterior the 400 is designed to be a more purposeful off-road vehicle, with the 500 offered as the more comfortable, family-oriented option.

Details of the 400’s powertrain have not yet been revealed, but it’s expected the four-wheel-drive will be pitched against the likes of the Jeep Wrangler, Ford Everest, Mitsubishi Pajero Sport, and Toyota Fortuner.

It’s understood GWM Haval is currently evaluating four-wheel-drives for Australia, though it is expected the models could be sold under the Haval brand if they are brought here.

The 2023 Ford Everest is currently undergoing development in both Australia and the USA, but information out of Michigan suggests the Blue Oval may be benchmarking it against the Toyota 4Runner.

Based on the next-generation Ranger, left-hand-drive versions of the Everest have been spotted undergoing testing by Ford engineers in Michigan in recent months, suggesting the model is destined for showroom floors in North America.

UPDATE, September 13, 2022: New Ford Everest on sale, and we’ve driven it!

The new-generation 2023 Ford Everest is finally on sale in Australia, and our man Matt Raudonikis has driven it. Get the full story, and our first-drive video, at the link below.

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According to website Ford Authority, in the past few days spies have spotted a Toyota 4Runner being driven in and out Ford headquarters, complete with a trademark yellow sticker seen on windscreen normally reserved for vehicles owned by the Blue Oval.

Ford has a history of benchmarking its competitors’ cars. During the development of the Bronco, Ford engineers were often seen driving Jeep Wrangler and Gladiator models.

While the 4Runner isn’t sold in Australia – Toyota instead offering the HiLux-based Fortuner – the four-wheel-drive is considered to be a class leading off-road vehicle in the US. All of which suggests the next Everest may end up being quite capable in the bush.

Despite launching in 2010, the 4Runner accounts for 37 per cent of all body-on-frame SUV sales in the US, as well as being the second quickest-selling new car in America after the Corvette. According to website The Drive, it takes just 10 days to sell a 4Runner after it arrives at a Toyota dealership – putting the vehicle firmly in Ford’s crosshairs.

In late 2019, sources told Wheels the upcoming Ford Ranger ute will be offered with both petrol and diesel V6 engines, and it’s likely these powertrains will carry over to its Everest sibling when it’s unveiled in 2022.

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