We’ve always said that the Jeep Wrangler Rubicon is the most off-road capable 4×4 vehicle that you can get off the showroom floor and the addition of a new turbocharged petrol engine hasn’t changed our opinion. 

Our recent time in a short wheelbase 2025 Rubicon gave us the chance to tackle some tracks we wouldn’t usually attempt in bone-stock press vehicles but the Jeep reminded us that it’s still the off road champion. 

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Triple locking diffs, a disconnecting sway bar and factory fitted BFG muddies are all you could really ask any vehicle manufacturer for, but only one company delivers –  the Godfather of the recreational 4×4 – Jeep! The Wrangler always has been and remains the one new vehicle that stays true to the off-road ethos and gives users what they want in a vehicle to take them anywhere, while having fun all the way. 

Add in a removable roof, fold-down windscreen and cool retro styling and the Jeep Wrangler is the ultimate off-road fun truck. Yes, Jeep could give is the bigger tyres as fitted to this model in the USA instead of the puny 255/75R17s that come on Aussie-delivered Rubicons, and we’re sure there’s something it could do about the near-$85k price tag, but aside from these gripes the iconic Jeep remains a favourite.

JUMP AHEAD

• What’s new?
• Off-road performance
• Verdict
• Specs

What’s new?

The latest updates to the Wrangler Rubicon saw the end of the Pentastar V6 engine and in its place sits a turbocharged four-cylinder petrol mill that outperforms the old V6 in every way. 

The Wrangler’s new 2.0L four-cylinder turbo-petrol engine produces a claimed 200kW of power and 400Nm of torque compared with the previous V6’s claimed peaks of 209kW and 347Nm, and it’s that extra torque of the turbo four that makes all the difference in the way the latest Wranglers drive. It’s not the peak torque that makes the difference but the broader spread of torque from down low and through the midrange that makes it better to drive both on and off road. 

Making life easier for the little-engine-that-could is a superb eight-speed automatic transmission that never seems to put a cog wrong.

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When we say that the Rubicon is the off-road champion we’re talking about low-range crawling and rock hopping over gnarly terrain. It’s far from an ideal off-road tourer as it’s very limited for space and carrying capacity (especially in SWB form), and it’s not great for towing a large trailer. The Rubicon is a focused off roader but it is also heavily loaded with features and premium touches.

Inside the new dash pad has a soft-touch black material, while a new 12.3-inch panoramic multimedia touchscreen fills the centre of the dash. As well as being bigger than before it includes the latest U-Connect 5 system with wireless Apple and Android phone mirroring. 

The Rubicon now gets 12-way power adjustable (driver’s only) and heated front leather seats. The rear seat is small but usable and thankfully folds forward to give some semblance of cargo space; when it is in position there is very little space for gear. 

Off-road performance

With its old-school off-road design and construction, the Wrangler still only achieves a three-star safety rating despite the addition of new side curtain airbags for both front and rear passengers. Other standard safety kit includes rear cross traffic alert, front and rear cameras, forward collision warning, six airbags and a TPMS.

The interior of the Wrangler has never been quiet but the hardtop helps. To further quieten the cabin, acoustic laminated glass is now used in the front doors of Rubicon models. Speaking of glass, the Wrangler’s front windscreen is now made of Gorilla glass; this is the same heavy-duty glass that’s used on Apple iPhones and it’s said to be tougher than regular glass, so much so that Jeep warrants the windscreen against damage for two years. 

As much as the high level of luxury and tech in the Rubicon is appreciated, and goes some way to justifying the price tag, I wonder if a more affordable model with all of the Rubicon’s off-road hardware, but a lower-spec interior and deleted rear seat, would be more popular with 4×4 enthusiasts.  

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Along with its iconic looks, it’s the off-road capability that sets the Rubicon apart from all other new 4x4s. Point it up any piece of challenging track and employ the diff locks and swaybar disconnect, and the Rubicon feels unstoppable. The rear axle flexes nicely to give plenty of drive through the BFGs, and the swaybar disconnect allows the front axle to match it for articulation. 

The short wheelbase makes it easy to poke the little Jeep in between rocks and trees as you negotiate tight trails but the feeling that you are sitting over the back axle can be a bit uneasy when climbing rock steps on already steep hills. There’s an unfounded feeling that with the weight on the rear axle the Wrangler might flip backwards… but it’s a feeling you get used to with time which allows you to fully appreciate the vehicle’s abilities.

Verdict

On-road performance is what you might expect of a vehicle with such great off road chops.

The mud-terrain tyres hum and vibrate on sealed roads, the soft suspension allows for plenty of body roll and the short wheelbase makes it super easy to park, but highway driving is not the Rubicon’s forte. 

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On or off road the Wrangler is best appreciated with the roof off. This can be as simple as removing the two panels over the front-seat occupants which only takes a minute and lets the sun shine in, or you can remove the entire roof section and drop the windscreen down onto the bonnet, but this takes considerably longer. The first option is quick and easy, and is great for those sunny days in the bush or on the beach.

The Wrangler Rubicon is not the vehicle for everyone but use it for what it was made for and you will be truly rewarded. The off-road ability is unmatched but comes at the expense of on-road comfort and practicality. Keep that in mind when you buy one of these and you won’t be disappointed.

Specs

The GWM Tank 300 has been updated for 2025, with the Chinese marque increasing the towing and payload capacities of both its petrol and hybrid variants.

This towing capacity bump from 2500kg to 3000kg now brings the petrol and hybrid models in line with the Tank 300 diesel, which launched in Australia earlier this year. Payload capacities have increased by a minimum of 600kg across the range.

These improvements have been made possible by the implementation of more than 20 engineering enhancements, including larger front brakes and calipers; strengthened front knuckles; upgraded wheel bearings; and a reinforced prop shaft.

“These important updates reflect our global team’s growing understanding of the Australian market, where towing capability and payload remains a key consideration for buyers in this segment”, said Steve Maciver, GWM’s Head of Marketing & Communications.

GWM has also streamlined its local line-up, axing the Tank 300 Lux grade, in both petrol and hybrid configurations. GWM says they have been discontinued to “align with a shift of customer preference towards diesel”, with the Tank 300 diesel now accounting for 60 per cent of monthly sales.

The culling of these two models has cut the Tank 300’s Australian line-up to four variants: the Tank 300 Lux (diesel); and the Tank 300 Ultra (petrol, diesel and hybrid).

Despite these updates, GWM has left the pricing for its Tank 300 unchanged.

Specs: 2025 GWM Tank 300

A 2025 Toyota Prado GXL with five seats has been confirmed for Australia, with the new model available to order now at $78,990 before on-road costs.

This incoming five-seat GXL costs marginally less than the existing seven-seat GXL already on sale in Australia, which is priced at $79,990 before on-road costs. And it will be the only variant in the Prado line-up to be available with multiple seat configurations.

The mid-tier GXL sits above the GX and below the VX in the Prado hierarchy. In addition to the GX, the GXL is equipped with roof rails, heated and ventilated front seats, rear privacy glass, eight-way power-adjustable driver’s seat, silver front and rear bumper trim, leather-accented steering wheel and gear shifter, electric tailgate, auto-dimming rear-view mirror, rear climate control, wireless phone charger, and six USB-C ports.

Considering the well-documented limitations of the seven-seater’s boot space, the five-seat GXL will allow owners to comfortably pack more in the cargo compartments for extended camping trips. 

So far this year – until the end of April – the Toyota Prado is the third best-selling 4×4 vehicle in Australia (10,674 sales), behind the Ford Ranger (16,238) and Toyota HiLux (12,762). This positions it as the best-selling 4×4 wagon in the country, ahead of the Ford Everest (7220) and Isuzu MU-X (4142). 

Pricing

2025 Toyota Prado features

2025 Toyota Prado GX

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2025 Toyota Prado GXL

2025 Toyota Prado VX

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2025 Toyota Prado Altitude

2025 Toyota Prado Kakadu

On paper, the Navara is the dual-cab to beat. Coils all around, nice interiors and a twin-turbo engine. However, much like Tinder, the reality does not live up to the jauntily-worded bio.

The coil rear-end is, to put it nicely, lacklustre. The interior, while not awful, can be an uncomfy place to spend a long drive (mainly thanks to the janky stock suspension). And the engine I can only imagine was cooked up by Renault’s most sado-masochistic engineers who decided to give it a pair of turbos that somehow didn’t include the side-effect of making power. However, they did manage to uphold the long-standing Renault tradition of including leaks (rear mains and transmission inputs particularly).

Getting the impression I don’t like the Navara? Actually, I really do. Seriously. There isn’t a vehicle on the road, especially new vehicles, that don’t have issues, and with a bit of work the Navs can make excellent touring rigs. Would I buy one for months-long trips through the Top End and Outback? No, but I wouldn’t buy any mid-size dual-cab for that purpose (single or extra-cabs: different story). But for a work rig, weekend wheeler and beach cruiser, the Navara can be built into a weapon.

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The top-tier Pro4X Warrior brings up around $71K at the price check, while the bottom rung SL 4×4 dual-cab is a comparatively paltry $48,606, leaving more than 25 gorillas for me to turn my bottom-of-the-barrel SL into something that’d make the Pro4X Warrior hold its back pocket in the prison yard. Can it be done? No problemo.

First off, yeet the plastic front bar and replace it with an alloy item from Rhino 4×4 along with an Ironman 4×4 Frontier winch ($4000), as well as a set of Bushranger nine-inch VBP driving lights ($1000). I’d also be getting some sliders and a tub rack from SCF 4×4 for around $1500. This would protect my sills (duh) and give me a place to mount my RTT.

From there I’d be getting a basic dyno tune (call it $2000) to wake the 2.3L up. This’d get me to roughly 600Nm at the flywheel, so call it 500Nm through the pedal, which isn’t exactly a rocket-ship, but it’s reliable and much less tiring to steer over a 1000km day. I wouldn’t bother with an exhaust. The four-banger doesn’t sound good enough for me to warrant it, frankly.

A lithium set-up is next on the to-do list. I tend to travel light and don’t have a heap of electrical gear like induction cookers or microwaves, so 100Ah is more than enough to run my fridge, charge my camera gear and run my camp lights. I’d use a behind-the-back-seat bracket and Victron BMS stuff to run it all, which would set me back around the $2800 mark. This leaves around $9000 to spend on tyres and suspension. And spend it I will.

Tyres would be 33-inch BFG KM3s ($2500), which are up there as one of the nicest-to-drive-on mud terrains on the market. 33s are the largest I’d go on any IFS mid-size ute, which hurts, because I love bigger rubber, but it’s just not worth the headaches for the minimal increase in capability. Some minor guard trimming may need to happen to fit the tyres, but hashtag worth it.

From there, the standard springs and shocks would be used to prevent the workshop bin from floating away and replaced with some high-end Bilstein B60 replacements for a 50mm lift and corresponding H&R coils ($5000). The remaining $1500 will get soaked up with the installation of an ARB Air Locker in the front.

Same price as a Pro4X Warrior, way better ride, way faster, way better at towing, way more capable, way better traction, way better tyres, way more ready for fun weekenders with my family and mates, and way better looking. Tell me I’m wrong.

The Lexus LX has been refined for 2025, with the flagship SUV receiving a suite of updates including the introduction of the Overtrail variant.

Tailored for off-road performance, the five-seat Overtrail comes equipped with front and rear locking differentials; unique 18-inch matte grey alloy wheels wrapped in high-profile Toyo Open Country all-terrain tyres; and distinctive design elements including black treatment to the radiator grille, front and rear bumpers, door handles, wheelarches, outer mirrors and door window mouldings.

In addition to the trio of locking diffs, the LX Overtrail is equipped with a suite of off-road traction aids including Multi-Terrain Select, Downhill Assist Control, Crawl Control, a Multi-Terrain Monitor and Active Height Control.

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Like the rest of the LX range, the Overtrail does not come cheap, priced at $182,300 for the diesel and $185,800 if petrol power is desired. The cheapest entry point into the range is with the LX Luxury seven-seater, which starts at $158,700 (diesel) or $162,200 (petrol). The line-up tops out with the LX Ultra Luxury at a whopping $220,950 (petrol only).

Prices have increased by between $2724 and $3324 across the range, excluding the newly introduced Overtrail, which was confirmed by Lexus earlier this year.

The Lexus LX remains powered by two twin-turbocharged V6 engines: a 227kW/700Nm 3.3-litre 500d diesel and a 305kW/650Nm 3.5-litre 600 petrol. Both are paired to a 10-speed auto and a full-time 4WD system. Both powertrains carry a 3500kg braked towing capacity.

Across the range, the outgoing eight-inch multi-information display has been replaced with a fully digital 12.3-inch unit. Wireless Android Auto now joins Apple CarPlay as a standard feature, as does the inclusion of a centre console cool box and an additional USB-C port, giving the burly SUV six in total.

As part of the update, the mid-tier Sport Luxury and LX F Sport grades now get driver and front passenger massaging seats and four-way adjustable headrests. The top-spec Ultra Luxury also gains a front wireless smartphone charger as standard.

Safety updates to the LX range include the expansion of the Lexus Safety System+ suite, which adds motorcyclist detection (day) and cyclist detection (day and night); autonomous emergency braking when crossing intersections; acceleration suppression at low speeds; safe exit assist; an emergency driving stop system; and a driver monitor camera.

The updated Lexus LX range is out now.

The Jeff Bezos-backed Slate all-electric pick-up is creating a buzz. 

The electrified ute from startup Slate Auto has already received more than 100,000 reservations, with eager buyers putting down just US$50 (AU$75) to secure their spot. With a price tag starting at only US$25,000 (AU$38,000), the Slate truck promises to deliver a no-frills, American-made EV that’s both affordable and practical.

The Slate currently only sends power exclusively to the rear wheels – and yes, we know we’re a 4×4 website – but a dual-motor AWD version is reportedly in development. But, as it now stands, the RWD layout is better suited for urban driving rather than off-road use.

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Officially unveiled in April 2025, the Slate truck is the first offering from Michigan-based Slate Auto, a company determined to make electric trucks more accessible without sacrificing functionality or durability. What sets the Slate truck apart from its competitors is its versatile design and affordability, with its entry-level price potentially a game-changing alternative for anyone looking to go electric without breaking the bank.

The truck features a 201hp (148kW) motor with rear-wheel drive, making it more than capable of handling both daily commutes and tougher tasks. It offers two battery options: a standard 52.7kWh pack that delivers around 240km of range, and an optional 84.3kWh pack that extends the range to about 385km. It also has a payload capacity of 1433 pounds (650kg) and Slate says it can only tow about 1000 pounds (454kg). 

What gives the Slate its point of difference is its modular design – it can easily be converted from a pick-up to an SUV using optional kits, giving buyers the flexibility to adapt the vehicle to their needs. More than 100 accessories are also expected to be available, allowing customers to customise everything from storage solutions to off-road upgrades. 

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Slate is backed by some big names in the business world, already securing more than AU$1 billion (US$700 million) in funding – with notable investors including Jeff Bezos, Mark Walter and Thomas Tull. The company plans to build a manufacturing facility in the US Midwest, aiming to create jobs and keep production domestic. This will also allow Slate Auto to use locally-sourced battery components, contributing to a fully American supply chain.

Production is set to begin in late 2026, with deliveries expected to start in 2027. The fact that 100,000 reservations have already been locked in, even before the truck has officially hit the production line, speaks volumes about the demand for a reasonably priced, practical electric truck – and the $50 refundable deposit speaks volumes. 

Reservations are currently only available to residents of the United States, and there have been no announcements of a release outside of the USA.

Overnight reports indicate that Chinese brand GAC has confirmed its sci-fi-inspired Pickup 01 will be going into production, and it will be sold in Australia.

As reported by CarScoops, the vehicle will be sold in global markets including China, Saudi Arabia, Australia and other markets, with a production launch scheduled for 2027.

GAC officially pulled the covers off the PICKUP 01 concept at the 2025 Auto Shanghai motor show last month. With its aggressive, angular styling and futuristic stance, it quickly drew comparisons to the Tesla Cybertruck.

Built on GAC’s new GAIA platform, the PICKUP 01 is designed to be an all-rounder – equally competent on the highway and off-road trails. This architecture includes adaptive suspension and powertrain tech that can adjust on the fly, depending on terrain or load.

Inside, GAC is promising a high-tech cabin with what it calls the X-SouL Safety Shield, a mix of advanced driver aids and comfort-focused features meant to turn the interior into a mobile living space. Think long-haul practicality fused with luxury.

Stylistically, it’s unconfirmed how much of the concept will be carried over to the production version, but the interior is expected to be significantly different. Specific information, including any powertrain specs, is yet to be revealed. 

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This is the first vehicle from GAC’s new Commercial Vehicle division, which is set to focus on trucks, vans and pickups. According to GAC, the PICKUP 01 is part of a bigger push into key markets like Australia, Chile and Saudi Arabia. It’s still a concept for now, but the intent is clear: GAC wants a slice of the global ute and off-road scene.

GAC may not be a household name in many parts of the world … yet, but its electric sub-brand Aion is already making moves, with launches in Australia expected later this year.

As with the Ford Everest and Ranger, the Fortuner is the vehicle a lot of people who got a HiLux and tub-topper-canopy should have bought. 

It’s comfier, roomier and just as good as the HiLux on the rough stuff. The only real downside is the lower towing capacity. 3100kg sounds okay, but with a GCM of 5500kg and a few aftermarket accessories thrown on, that capacity gets eaten into fast, but as I’ll get to in a minute, there are ways around that.

I’d go for the low-spec GX, mainly because there’s really no tangible or mechanical advantage to stepping up a model. I don’t need luxury trim or courtesy lamps in the doors. I mean, sure, that stuff is nice, but I’m already spending $58K.

Anyway, as I was saying, my near sixty-grand Fortuner has a gross vehicle mass of 2800kg and a tare weight of 2175kg, giving it roughly 625kg of carrying capacity. While this ain’t bad exactly, by the time I add barwork, the kids, a full cargo area, some bigger tyres, a water tank, a long-range fuel tank and hitch up 250kg of ball weight, that number starts looking pretty skinny. So, before I even get it registered I’ll be dropping in to Terrain Tamer for one of its GVM upgrade kits – $4000 later I’ll be ready to start carrying up to 3510kg safely.

This vehicle is designed to be more of a family truckster than a wild-eyed, mouth-frothing barbarian track-killer, so the big lifts, chunky sidewalls and 1000Nm aren’t really a goal with this one. Instead, I’ll be looking for an alloy front bar, some high-quality driving lights and a slimline alloy roof-rack for the kids’ swags. I’d also invest in a good 270º awning to keep the sun and rain off when we pull over for a cuppa or for somewhere for the family to sit while I’m setting up the camper.

Given towing is a priority, a Wholesale Automatics transmission cooler is a must, followed by a dyno tune which’ll give a usable 20-per-cent increase in power and torque without taking a bat to reliability. Fuel economy will also go up, which these days is a huge bonus – it’ll be a couple of grand well spent.

From there it’d be a mild 30-50mm lift with the best shocks I could afford, and then move up one size in the tyre department. If the budget extends, I’d be looking at throwing in a long range fuel tank to give more towing range over the stock 80L capacity, as well as a set of drawers to keep the cargo area as organised as possible. 

Overall, I’d be the proud owner of a nicely modified rig to comfortably tackle some long distances in.

Victoria’s High Country continues to draw 4×4 adventurers in search of remote campsites and natural wonders like Paradise Falls. However, a recent act of vandalism at this popular spot has prompted outrage, serving as a stark reminder of the need to respect culturally significant sites.

Graffiti was discovered over the weekend on sacred rock formations at Paradise Falls in the King Valley, roughly 305km northeast of Melbourne. The site, located within Alpine National Park, features a 31-metre waterfall and is known not just for its natural beauty but for its deep cultural and spiritual importance to local Indigenous communities.

Indigenous advocacy groups have condemned the graffiti, describing the damage as both disrespectful and distressing. The affected rock formations hold particular cultural meaning, especially for Aboriginal women, and the defacement is seen as a violation of their heritage.

According to reports, Parks Victoria reported the vandalism to authorities, and Victoria Police have since launched an investigation. Police are treating the incident seriously due to the site’s cultural significance and have appealed to the public for any information.

For 4WDers who frequently travel through areas like the King Valley, Paradise Falls is a popular scenic detour along nearby routes. However, this incident underscores a growing issue in off-road tourism: an increase in foot traffic without an equal increase in awareness and respect for sacred and protected places.

Anyone with information is urged to contact Crime Stoppers at 1800 333 000.

Kia’s diving into the dual-cab ute game with the all-new 2025 Tasman, and it’s already turning heads. 

We recently sampled a pre-production version on a muddy farm in NSW, and there’s a lot to look forward to. From Aussie-tuned suspension to its tough-looking build, it’s clear Kia’s taking this seriously. But while that initial drive showed plenty of promise, a few key questions still linger for low-range enthusiasts.

1: Will the transmission deliver proper low-range control?

During our pre-production run, Matt noted the Tasman’s eight-speed auto didn’t quite behave as expected in low-range. Even with manual paddle inputs, it hunted between second and third, making steep, slow climbs more difficult than they needed to be. Kia reckons this is just a calibration tweak – fair enough for a pre-production rig – but gear control is vital for technical off-roading. We’ll be watching closely to see if the final version holds gears properly when the terrain demands it.

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2: Can safety features be toggled for off-roading?

Nothing kills momentum like electronic babysitters getting in the way. In boggy conditions, the Tasman’s rear sensors mistook soft mud for an obstacle and slammed the brakes while reversing – not exactly helpful when you’re trying to rock your way out. We’re hoping Kia includes an off-road mode that backs off the driver aids when needed. Serious 4x4ers want to be in control, not overruled by sensors every time things get a bit wild.

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3. Will colour-coded flares be available across the range?

The Tan Beige pre-production Tasman with body-coloured fender flares looked clean and tough. But so far, Kia says colour-coding is limited to just Tan Beige and White. Why not open it up to more colours? Customisation matters in this space, and black plastic flares don’t suit everyone’s build. A body-coloured option across the board seems like an easy win.

Speaking of style, the Tasman’s front-end has stirred debate since it first appeared. Some love the squared-off, chunky look with its aggressive LED signature, while others reckon it’s a bit too “futuristic” for a proper workhorse. The grille design and headlight placement are certainly bold, and while it stands out from the crowd, not everyone’s sold on the direction.

It’s clear Kia wants the Tasman to make a statement, but whether that design lands with traditional ute buyers remains to be seen.