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.
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.
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.
Australian deliveries have officially begun for the GMC Yukon, with the burly SUV in dealerships across the country. READ OUR REVIEW!
You’ll need deep pockets to secure one though, with the Yukon Denali fetching an eye-watering price tag of $174,990 (excluding on-road costs), due in part local remanufacturing by Walkinshaw. GMC has confirmed the Yukon will have a towing capacity of 3628kg, giving it the highest towing capacity of any SUV currently on sale in Australia.
The Australian market will feature only one variant, the Yukon Denali, powered by a 6.2-litre V8 petrol engine producing 313kW and 642Nm, paired with a 10-speed automatic transmission. A 16.8-inch infotainment screen will provide access to 13 camera views for enhanced visibility, including surround and hitch views. The eight-seater also offers substantial cargo space, with up to 3480 litres available when the second- and third-row seats are folded flat.
JUMP AHEAD
- May 2025: REVIEW | Is it worth the price of two Nissan Patrols?
- May 2025: Towing capacity confirmed
- April 2025: First 2025 GMC Yukon Denali completes local RHD conversion
- November 2024: Australian pricing and specs revealed
- October 2024: Q2 release date and new details revealed
- August 2024: Yukon is coming to Australia in 2025
- April 2024: First right-hand drive Yukon hits Aussie roads
May 2025: REVIEW | Is it worth the price of two Nissan Patrols?
The Yukon Denali brings a unique large-wagon offering to the Aussie market but it certainly won’t be for everyone at its current price.
Yes, it’s well equipped and has the highest towing capacity for a wagon in this country, but it’s still a lot of money. Is it really worth the price of two Nissan Patrols, which is the vehicle we see as its closest competitor in Australia?
May 2025: Towing capacity confirmed
The braked towing capacity of the inbound GMC Yukon Denali has been confirmed, with the large SUV stamped with an official rating of 3628kg.
This gives the Yukon Denali the highest towing capacity of any SUV currently in new-car showrooms around the country. Its key (albeit smaller) rivals – Toyota LandCruiser 300 Series, Nissan Patrol, Ford Everest and Isuzu MU-X – all have a braked towing capacity of 3500kg.
April 2025: First 2025 GMC Yukon Denali completes local RHD conversion
Right-hand-drive remanufacturing is underway for the eight-seat SUV, at GMSV’s Victorian facility.
The 2025 GMC Yukon Denali has officially arrived in Australia, with the first remanufactured right-hand-drive vehicle rolling out of GMSV’s stand-alone facility in Victoria.
November 2024: Australian pricing and specs revealed
Order books have opened for the eight-seater, but deep pockets are needed to secure one, with the big SUV coming with a lofty $169,990 (excluding on-road costs) price tag.
Customer deliveries will begin in Q2 of 2025 for the upper-large SUV – brought to Australia by General Motors Specialty Vehicles (GMSV) – with only one variant and one trim level available: the V8-powered Yukon Denali.
October 2024: Q2, 2025 release date and new details revealed
GMSV has confirmed a release window for its GMC Yukon, with the premium SUV slated to go on sale in the second quarter of 2025.
We’ll have to wait until closer to the vehicle’s official launch for pricing to be revealed. Considering that it’s a premium product – and it will be remanufactured locally to right-hand drive by the experts at Walkinshaw – expect a lofty price tag in excess of $140K.
August 2024: Yukon confirmed for Australia
GMC has revealed that it plans to bring its large Yukon SUV to Australia.
Set to arrive in 2025, the introduction of the GMC Yukon is the brand’s attempt to expand outside of North America, where the Yukon has seen success as the best-selling full-size SUV, snaring 38.4 per cent of the market in Canada.
April 2024: First right-hand drive Yukon hits Aussie roads
Local testing of GMC’s super-sized, eight-seat rival to the Toyota LandCruiser has begun ahead of a 2025 launch.
The first official shots of a right-hand drive 2025 GMC Yukon have been released by GMSV, which show a facelifted version of the big SUV on Aussie soil.
The GMC Yukon is a large, eight-seat body-on-frame 4×4 wagon from GMC, which is a division of General Motors, like Chevrolet and Cadillac. The Yukon represents the first time that the GMC brand has officially been sold in Australia.
The GMC Yukon is being offered in just one specification grade here, that being the high-spec Denali model, and it’s priced at $174,990 plus on-road costs. That price does include LCT (luxury Car Tax) so it may drop if the government’s recently announced axing of that tax goes ahead, but for now you won’t be seeing much change from $180k if you drive a Yukon Denali home.
GMSV has given the Yukon a comprehensive equipment list with several features included on all models being sold in Australia that are only offered as optional extras in the USA.
JUMP AHEAD
What does it get?
Powering the 5.3m-long wagon is GM’s 6.2-litre L87 petrol V8 engine sending 313kW and 624Nm through a 10-speed automatic transmission and a dual range transfer case that offers 2WD high range, 4×4 Auto, 4×4 high and 4×4 low range settings. The Yukon runs four-wheel independent suspension and ludicrous 24-inch alloy wheels wearing all-season liquorice straps.
Significantly for such a large and heavy vehicle, the Yukon Denali features adaptive air suspension with Magnetic Ride Control dampers which read road conditions every five milliseconds, adjusting the shock absorbers to best accommodate each corner or bump in the road. While all that happens undetected under the big wagon, the system does an amazing job of controlling the body movement in most driving conditions, cancelling any feeling of body roll or movement that you might expect from such a big and heavy vehicle.
If there was any complaint about the way the Yukon rides, it is over coarse-chip sealed roads where the fine, high frequency bumps are transmitted through to the cabin, but that would be more to do with the low-profile 40 aspect ratio tyres than the suspension. It would be interesting to drive the GMC on a set of 18-inch wheels with more sidewall in the tyres to see how it feels. In the USA, the Yukon AT4 model comes on 20-inch tyres but we think the 18s from the Silverado ZR2 should fit.
We have no complaints about the engine and transmission which deliver plenty of power and performance on the open road and backroads. As we’ve found in the Chevy Silverado – which essentially shares the same driveline – the 10-speed automatic is smooth and precise in its operation and is made even better in the Yukon with the inclusion of paddle shifters behind the steering wheel for manual gear selection.
Interior
The interior is very well equipped making the Yukon Denali a genuine luxury touring vehicle.
All three rows of seats feature leather hides with heating and ventilation for the front two seats, and heating in the second row, while anyone in the third row will have to make do with the air conditioning vents back there. All seats have power adjustment and/or folding, and the second and third rows fold flat to carry long loads. A huge full-length power sunroof lets in plenty of light for all vehicle occupants.
The front multimedia setup is a massive 16.8-inch touchscreen, while the 11-inch driver’s information screen is backed up by a 15-inch Head-Up Display in front of the driver on the windscreen. A pair of 12.6-inch screens are mounted on the back of the front seats for rear-seat entertainment and these have been positioned to be also visible to anyone in the third row. Sound pumps into the cabin via a premium 14-speaker Bose sound system.
On the road
We had time in the driver’s seat and the front passenger seat of the Yukon Denali on a range of roads and can say that it is a comfortable and pleasant place in which to ride and drive thanks to an abundance of space, quality materials and extensive features.
Venturing into the second row revealed it to be just as comfortable and spacious, with easy ingress/egress thanks to wide-opening doors. The auto-deploying powered side steps might be appreciated by smaller passengers but for me they just become a trip hazard when stepping out of the vehicle.
We didn’t do any off-road driving or towing with the Yukon but significantly it has a 3628kg maximum braked towing capacity when using a weight-distribution hitch and a 70mm towball. This gives the GMC Yukon the highest towing rating for any 4×4 wagon in the country, which should make it appealing to those who haul big trailers. The petrol V8 would have no hassles hauling such weight and the tow modes would aid hitching and set-up.
Off-road driving on those low profile tyres would be another story as they are not suited to it and would be very vulnerable to damage with those thin sidewalls. Again, we’d love to try a Yukon on 18s with all-terrain tyres. It should be noted that the short arms on the independent rear suspension would restrict wheel travel when driving on uneven terrain, which would also hamper off-road use.
Safety
Safety kit includes a tyre pressure monitor, ESP, ETC, trailer sway control, 360° HD camera with up to 11 views, Following Distance Indicator, Forward Collision Alert, Front & Rear Park Assist, Front Pedestrian Braking, Lane Change Alert with Side Blind Alert, Lane Keep Assist with Lane Departure Warning, Rear Cross Traffic Alert, and Rear Pedestrian Alert. It’s a comprehensive package.
Verdict
The GMC Yukon Denali is imported to Australia in its native left-hand drive configuration and is re-engineered to RHD by GMSV’s partner the Walkinshaw Group, which is based in Melbourne where the Chevy Silverado is also converted to RHD.
The Yukon Denali brings a unique large-wagon offering to the Aussie market but it certainly won’t be for everyone at its current price. Yes, it’s well equipped and has the highest towing capacity for a wagon in this country, but it’s still a lot of money. Is it really worth the price of two Nissan Patrols, which is the vehicle we see as its closest competitor in Australia?
Why not a Chevy?
GMC (General Motors Company) sits alongside brands such as Chevrolet, Cadillac and Buick but it’s a far cry from the once mighty General Motors that had Holden, Pontiac, Oldsmobile, Opel, Vauxhall and other brands all under the one GM umbrella. GMC is considered to be a more premium brand than Chevrolet; it offers higher specifications of models that are often shared across the hall with Chevrolet.
GMSV is the Australian and New Zealand arm of GM and it claims to have chosen the Yukon Denali over the Chevrolet Tahoe (essentially the same vehicle) due to the former’s higher available spec, even though the Chev brand has already been established here with the Silverado pickups and Corvette sports cars.
Yet a look at the Chevrolet US website reveals that you can spec a Tahoe to pretty much the same level as the Yukon Denali being offered here, and that leaves us wondering if we can expect more from the GMC brand here in the future.
The midsize GMC Canyon ute would be the logical choice depending on whether GMSV could get it here and re-engineered at a competitive price point in what is an extremely popular segment. With option packs on the Canyon including a 4.5-inch suspension lift, 35-inch tyres, front and rear locking differentials, and a sweet AEV (American Expedition Vehicles) fettled model, it could prove a unique and capable addition to the class.
Specs
| Price | $174,990 plus on-road costs |
|---|---|
| Engine | Petrol V8 |
| Capacity | 6.2L |
| Max power | 313kW |
| Max torque | 624Nm |
| Transmission | 10-speed automatic |
| 4×4 system | Dual-range on-demand 4×4 |
| Construction | 8-seat wagon on ladder chassis |
| Front suspension | IFS with wishbones |
| Rear suspension | IRS with arms |
| Tyres | 285/40R24 |
| Kerb weight | 2514kg (base model) |
| Towing capacity | 3628kg (with weight distribution hitch and 70mm towball) |
| Seats | 8 |
| Fuel tank | 91L |
Backtrack a couple of years while I was building my 4×4-converted Toyota Hiace. The addition of a decent awning was a ‘must-have’ item on my long wishlist of accessories – not only for rain protection but also for sun, wind and privacy.
Given the rear-opening tailgate of the Hiace, and not wanting to fit an awning too high above the roof line, that ruled out a 270-degree awning that would wrap around the rear of the van, so instead I opted for a 180-degree model.
Bush Company gear, which is of South African origin, has been available in Australia for some time and has earned a great reputation for quality, form and function, so I opted to fit a 180 XT Max awning.
Given the lack of heavy-duty mounting options on my pop-top Hiace, I fitted a set of custom fabricated brackets to handle the weight of the awning. No, you can’t buy these, and no, I don’t have the plans for them, so I won’t make a set for you, but given the standard fitment for most 4×4 applications, the included brackets will be strong enough for most people’s needs.
Most awnings consist of three components, and if any of those parts fail, the awning is most likely a bin job, so I wasn’t prepared to fit a substandard one.
The first component is the canvas; The Bush Company utilises a 313gsm polycotton ripstop material in its traditional olive-green colour. It’s a personal choice, but I’d go for a light grey colour, if possible, over the green. Aside from that, the workmanship is excellent, and all stress points have been reinforced to ensure longevity at chafing, rubbing and wear points. The same material is used for the additional walls, which Velcro into position via a 50mm strip sewn under the awning’s valance.
The frame is the part that will see bin day sooner rather than later if inferior materials and design are used. Given our couple of years’ worth of use, along with a few high-wind campsites that have required the use of both poles and guy ropes, I can report no problems with the extruded alloy arms, the stainless steel hinges, the gusseting system of the trussed arms, or the alloy backboard.
The protective travel bag, with included YKK zips, has proven to be large enough to pack the awning away easily and it doesn’t flap when driving at speed. My only gripe with the 45gsm tonneau-style fabric is that it holds dust rather than an impervious PVC-style material that would wash off easier. Besides personal looks, the cover has maintained its waterproofness, and the quality zippers allow easy usage without jumping a tooth or jamming.
The misnomer that awnings should be strong enough to hold their own weight and be freestanding is somewhat misguided. Yes, the framework, attachment brackets and design should be able to hold the awning arms and material weights, but it’s the uplifting wind that will do the most damage to any awning.
On a calm to mildly breezy day, The Bush Company awning reveals its freestanding ability. Perhaps I am erring on the side of caution, but once the wind picks up and the parachute-like awning is out ready to catch the wind, I always peg a few guy ropes down to ensure the whole shebang doesn’t flip over the Hiace’s roof. Holding the awning down is more important than supporting it or holding it up.
I opted for a pair of side walls; not enough to totally enclose to act as a room, but enough to block most weather elements, plus provide some privacy. Each wall can be positioned anywhere on the sewn-in Velcro strip on the awning, so we adjust the wall position as needed.
Packing the awning away requires a sequence to be adhered to, to allow the four arms to fold inwards on themselves without fouling, but once learned, it’s an easy job. Once packed, the bundle measures just 2.3m long, while when set up, it has a coverage of just over 8.5m2. It’s not as large as a 270° awning, but The Bush Company offers those if required. The overall length when set up is 5.58m, which I’ve positioned to start near the van’s front doors and end at the corner of the rear tailgate when it’s in the open position. Besides the small gap between the awning and the tailgate, this returns a 270° coverage.
RRP: $2100 (awning); $445 (canvas walls); $590 (canvas walls with mesh window inserts)
Our long-serving master of lenses, Ellen Dewar, spent a big portion of this year behind the wheel of a 2024 Mitsubishi Outlander PHEV, using it as a daily runabout, to escape the bitter Melbourne winter, and for work duties on a number of photo shoots.
When the time came to hand back the keys, Ellen arranged to swap the Outlander for something a bit more versatile; this Triton GLS. Let’s follow its progress!
JUMP AHEAD
- Part 1: Triton time
- Part 2: Lumber load
- Part 3: It ain’t perfect
- Part 4: Rock-star finale
Part 1: Triton time
The GLS sits smack-bang in the middle of the Australian Triton line-up – above the GLX and GLX+ but below the top-spec GSR – and it retails for a touch under $60k at $59,090.
A GLS Leather variant is available for $60,590, which adds black leather upholstery, heated front seats and a power-adjustable driver’s seat, but we’ve settled on the stock GLS edition. Unlike the GLX and GLX+, the GLS gets Mitsubishi’s more advanced Super Select II 4WD system with 2H, 4H, 4HLc and 4LLC, 18-inch alloy wheels, standard-duty rear suspension, terrain control and hill descent control. Plus, it carries over the rear diff lock that is standard on the GLX+.
Also setting it apart from the lower-spec variants is the inclusion of LED exterior lighting; dual-zone climate control; an auto-dimming rear-view mirror; a bed liner in the tub; and heated, electrically-adjustable side mirrors with LED indicators. On the inside it also adds a wireless phone charger and soft-padded interior surfaces with silver-accented stitching.
Equipment it shares with the GLX and GLX+ includes a nine-inch infotainment system; Apple CarPlay and Android Auto compatibility (wireless for CarPlay only); a seven-inch semi-digital instrument cluster; vinyl flooring; two front and two rear USB ports (USB-A and USB-C); front and rear parking sensors; 360-degree camera, reverse autonomous emergency braking; side steps; and a Tyre Pressure Monitoring System (TPMS).
The sixth-gen Triton is loaded with eight airbags – dual front, side chest, side head, centre and driver’s knee – and it received a five-star safety rating from ANCAP. An early criticism of the new Triton was its overbearing driver monitoring system, which would (almost) caution drivers for blinking too much. Thankfully, Mitsubishi released a software update to scale back the system’s sensitivity and it’s much better as a result.
We’ve only had the Triton at 4X4 Australia HQ for a couple of days, but we’ve already taken it for a quick run off-road – essentially to get some slick photos of it. We’ve reviewed a few Tritons already, including the GLX+ and this GLS in a comparison against the Ranger and HiLux, and our quick run reminded us how competent the Mitsubishi is on both dirt and tarmac, and how incredibly easy the 4×4 system is to operate.
Ellen’s time with the Triton will run over the Christmas period, so stay tuned to 4X4 Australia to read all about her journey with it over the next few months.
- Total kilometres we’ve put on it: 769km
- Average fuel use: 8.1L/100km
Part 2: Lumber load
One of my favourite memories is barrelling up the beach on K’gari in my ex-partner’s Triton dual cab as part of many adventures some years ago. Fast forward to now and the feeling of driving the new Triton GLS is familiar, but it’s come a long way in terms of refinement, space and features.
At 5’2″ I appreciate the side steps and grab handle that make it easy to climb into the cab, and while the push button start took me a while to get used to, most of the dials around the cabin are easy to use analogue ones, and I still prefer these over having everything operated from within the infotainment screen. The 360° cameras help with reversing and there’s an additional camera that checks surroundings, which I really like as utes like the Triton can be unsuspectingly long.
The Triton’s first real job was taking a load of firewood from a neighbour’s fallen tree down to my parent’s place in South Gippsland. The tub is a little longer and wider than the previous model, and the GLS has a soft tonneau cover over it. After taking the cover off I had doubts I’d be able to get it back on as some tonneaus can be very tight, however I was proven wrong ; the front clips easily over a lip, with loops to pull over the side and rear edges with ease. An additional elastic with clips is included to secure large items, and the tub liner does a great job of protecting the painted surfaces.
With the windows up I was surprised at how good engine noise suppression is, especially for a diesel, but as my eyes wandered from the straight ahead – it’s the photographer in me, I can’t help it – the driver distraction indicator lights up… again and again. I understand the logic behind this feature but to me it’s bothersome when looking around for locations to shoot, or even just looking around and enjoying my surroundings. Mitsubishi has recalibrated and updated the software but to be honest it’s still too sensitive for my liking.
With a load in the rear the ride in the Triton felt grounded and stable through the rolling hills and gravel roads of Gippsland. A photo trip to Lerdederg with nothing in the tray showed that steady and measured driving on gravel is best in a ute, but back on the highway it drives much like any SUV, with the cruise control easy to use and intuitive, and blind spot warnings always helpful.
In these first weeks I’ve found the Triton to be user friendly for the most part; steering adjustment has taken some time to get right, but I am short and little. Its rear seating is a little roomier than I recall, so taking my teenage nephew to help offload the wood wasn’t a squeeze for him.
The Triton’s usability and practicality on point, but I’ll reserve any further judgment until after a longer stint behind the wheel.
- Kilometres since previous update: 413km
- Average fuel use: 9.8L/100km
Part 3: It ain’t perfect
The Triton has proven handy for long days on photo shoots and driving hither and thither.
On a shoot north of Melbourne, out in the state forest near Heathcote Junction, I was heading up the Hume Highway, coffee in hand, when the driver monitor alerted me: “Drowsiness detected, take a break.” I’d been on the road all of 20 minutes and I needed a break? It seems that one-handed steering and sipping a cuppa isn’t in the system’s visual repertoire.
Music is a must on the road and using the 9.0-inch infotainment system with Apple Carplay made it easy to select my road-trip playlist, and the six-speaker sound system sounds just fine. My preference is for the USB for phone charging as the charging pad seems to make my phone very hot.
It was smooth driving on the highway and after grabbing a sausage roll and a drink at the local bakery we hit the dirt. I selected Gravel mode and off we went. Without a load in the tub, the ride was quite bouncy, to the point of being jarring over potholes, which had me backing off the pace quite a bit. The steering felt light and responsive, at least, especially compared to my FJ Cruiser.
I shifted into 4H to navigate a steep descent and then an ascent, and the Triton made light work of it. At the photo shoot I jumped into the tub to get some extra height when shooting engine bays and a roof rack setup. Although the tub has a tonneau cover it doesn’t do much to keep the dust out, so I need to stow all of my camera gear on the back seat and on the floor of the cabin.
While there’s decent space in the back for rear-seat passengers, I doubt they’d be very comfortable back there bouncing around on gravel roads and off-road tracks.
When I got home I discovered a bolt had well and truly lodged itself in one of the front tyres, which was slowly deflating, so I set about changing it for the spare. The jack and brace setup is located behind the back seat. Winding down the spare from beneath the tub should have been easy – just feed the pole through a gap and wind, but this is an exact science with a specific angle required all while laying on hot concrete with hands getting covered in dirt and muck.
Dragging the spare out was a struggle as well, but with persistence I got there. Frustratingly, I couldn’t for the life of me get the wheel nuts undone; time to call in some masculine muscle. Using the marked jacking points meant the supplied jack didn’t quite have the extension to lift the wheel off the ground, so we used a trolley jack instead. I was dripping in sweat by the time the job was finally done. I reckon the OE jack and associated equipment could only just get you out of a bind, and it would certainly not be up to off-road adventuring.
Also, it seems the spare doesn’t come with a sensor for the TPMS, so recalibrating the tyre pressures didn’t work. Carry a portable pressure gauge, perhaps? In hindsight I should’ve called for help earlier as I spent the next week hobbling around with a tweaked back and nasty sciatica.
- Kilometres since previous update: 860km
- Average fuel use: 8.1L/100km
Part 4: Rock-star finale
It’s an early start Friday morning, throwing the swag, awning and camp chair into the tray, in readiness for a road trip down the coast.
As I roll to a stop on the freeway on-ramp the Triton’s auto stop engages, I lift the brake and there is a notable delay in the restart. I get the purpose of the auto-stop in urban environs, however the Triton’s a bit slow to fire up and that really isn’t ideal for on-ramp scenarios where you need to brake, hold, brake and hold. This is why I usually opt to deactivate the stop-start system.
I’m heading to Lerderderg to meet the 4X4 Australia crew to photograph a comparison test before venturing down the Great Ocean Road for a weekend of music and camping. Finally I get out of town to stretch the Triton’s legs, and mine to the sound of bands rocking.
The Triton has been a great workhorse, and makes for an excellent shooting platform for various photographic assignments, traipsing up, down and around many parts of Victoria with ease and confidence.
It’s a stinking hot day, the GLS’s rear seats are fully loaded with camera gear and fridge, the latter working hard to keep cool. A lack of rain has made the tracks very dusty and the tonneau doesn’t do much to keep dust out of the tray.
Finishing up the long work day, I wave goodbye and point the Triton towards the Great Ocean Road. With three-and-a-half hours to my destination I get comfortable for the drive. I turn off the highway and the map sends me through the farm country of Winchelsea and Colac.
A light on the dash has been illuminated for at least a week now telling me ‘AdBlue required in 2400 km’. This reminder pops up every time I start the Triton and now it says ‘AdBlue required in 1500km’. Rolling through ColacI spot a BP out the corner of my eye with AdBlue, so I fill it with 10 litres straight from the bowser. Finally, one less beeping message.
The roads aren’t the best and the Triton’s ride is a little bouncy when lightly laden. With the adaptive cruise activated I approach a Toyota Kluger wandering around the road; someone needs a nap! The adaptive cruise control allows me just to stay back without having to apply the brakes.
Following the Kluger for 15 minutes with no overtaking available, I watch with horror as it takes a corner way too wide. I decide it’s time to put some space between us; a long straight allows me to put my foot down and the Triton responds with decent acceleration. I wave the sleepy driver goodbye, watching in my rear view as the Kluger pulls over over moments later for a rest stop.
A gate just outside of Princetown covered in flags is my entry to a beautiful farm where the festival is taking place. The triton handles the rough farm tracks confidently, down into the valley, with views down to Princetown, the closest town to the 12 Apostles.
I pull up next to my mates who have set up early, and strategically park the Triton where it will shade my swag the following morning. The weekend is going to be hot.
Outdoor festivals are fun but having the right vehicle to get you in and out of paddocks and dusty tracks is beneficial, and the Triton is the perfect vehicle for this. In the morning we squeeze five people into the Triton and my passengers comment on the generous legroom, comfortable seating and the decent head rests, and the bonus rear-ceiling ducts for the air conditioning which blow cool air into the sweaty crew as we navigate dusty tracks down to the river for a morning swim, flotation devices thrown in the tray.
The only drawback of the rear air ducts is that there’s no front control for the fan (at least none that I could see), so when I left the festival solo I couldn’t easily switch it off, so you have to remind passengers to do so before exiting. If you’re long-armed you might reach back to access the controls, but not I.
Covered in dust inside and out, the Triton and I avoid heading home too early by detouring via Barwon Heads to visit friends for one final night. It is pouring with rain and whilst it isn’t the sunny afternoon I was hoping for, the sun pokes through the clouds the following morning allowing for a short swim and a look around town before cruising back into Melbourne for some reflection.
Utes really have become a popular choice thanks to their versatility – dual cab for the kids, tray for the odd jobs or trades, and enough payload capacity for holidays on which you want to take everything but the kitchen sink. While there are compromises in some areas with utes, the Triton GLS has proven itself to be a great all-rounder and it’s certainly worth fair consideration if you are in the market for a new 4×4.
- Kilometres since previous update: 1547km
- Average fuel use: 8.0L/100km
Following a massive media campaign in Australia and a global unveiling last year, Kia is set to launch its all-new Tasman midsize ute to the market this coming July. But before the Korean manufacturer does that, it gave us a sneak peak of the Tasman’s off-road capabilities at a drive event in NSW.
The Tasman utes made available to us on the private property were all pre-production models, and not all up to final specification and finish, but the Kia team told us that the Tan Beige Tasman we had to drive was pretty close to the top of the range X-Pro model.
JUMP AHEAD
What does it get?
The X-Pro is the most off-road focused Tasman thanks in part to its 28mm higher ground clearance over the rest of the Tasman range.
This brings its ground clearance to 252mm. The X-Pro also rides on 17-inch alloy wheels fitted with all-terrain tyres in lieu of the 18-inch wheels paired with highway tyres on other variants. While the Tasman X-Pro also gets a lockable rear differential, no front locker is available from the manufacturer. Lower grades of Tasman get what Kia calls a reactive locking rear diff that is not driver selectable but operates automatically.
Off-road drive modes include Sand, Mud, Snow and Rock settings, while the X-Terrain function gives low-speed cruise control for off-road use. Kia quotes the wading depth at 800mm at speed of 7km/h and slower, and this is enabled by having the engine air intake entering via a highpoint on the inner fender.
That engine is a 155kW/441Nm 2.2-litre turbo diesel backed by an eight-speed automatic transmission and a dual-range, part-time transfer case that also offers a 4×4 auto setting for all-road, all-wheel drive use. This is much like what you find in some Ford Ranger models as well as the Super Select-equipped Mitsubishi Tritons.
Off-road test
Rain at the Central Coast location for this drive meant that the farm’s paddocks were boggy and slippery, making them perfect for testing out the off-road abilities of the Tasman. The team had a set course that took in a range of man-made obstacles, a creek crossing and farm tracks.
Even after the rain, the creek was never going to challenge the Tasman’s 800mm wading depth. The condition of the paddock, however, did deteriorate as more vehicles drove over it and it did pose a challenge for the tyres after a while.
Slipping inside the Tasman X-Pro reminded us how good the interior of this ute looked and felt at the unveiling. It’s big and wide, and well laid out with a large central multimedia screen. Not so familiar was Kia’s placement of the start button on the transmission selector stalk but I’m sure we’ll become more familiar with it with more time spent behind the wheel. Transfer case selection is done via a switch on the centre console where you will also find the X-Terrain (crawl control) selector.
The first section of the test loop was done in 4 Auto allowing the clutch-plate transfer case to automatically distribute drive to the front and rear axles respectively. Moving to either 4×4 high or low range in the transfer case locks it with a 50:50 drive split like you would find in any part-time 4×4 system.
In this Auto setting the Tan Beige Tasman easily climbed up and over the first obstacle and motored through a boggy grass patch at the base. This led to a typical farm track with a firm graded gravel base where the Tasman felt well-planted and solid at the safe speeds for the conditions.
The Kia Australia team really took the lead on developing the ride and handling character of the Tasman, arguing hard with the head office to make changes to suit our conditions and winning more battles than they lost. This wasn’t just in suspension and EDAS tuning but went as far as moving hardpoints of the suspension mounts to allow for longer arms and better leaf springs. As a result, the Tasman feels sturdy and well mannered on such tracks at relatively low speeds but we’ll reserve our full judgement until we get one on wide open outback roads.
When we entered a section of manmade offset mounds to test the suspension articulation it was clear the changes fought for revealed their value. The vehicle provided ample articulation, tucking the rear wheel up and extending the strut of the opposing front as it crossed the mounds. All the while the traction control did its thing without fuss.
A second lap of the course in the Red Tasman, which didn’t have the all-terrain tyres as fitted to the Tan Beige vehicle, was later in the day and the boggy grass at the bottom of the first obstacle had become more, er, boggy! This time the wet grass and mud stopped the Tasman in its tracks and it took a fair amount of fore and aft manoeuvring to eventually get it out. Hampering things was the rear parking sensors, which would automatically apply the brakes as I tried to reverse back into the mud, confusing the bog for something else behind the vehicle. I assume there’s a way to turn this safety feature off but in the heat of the moment it wasn’t obvious.
Once out of that bog the Red Tasman made its way around the course without a problem, even if there was a bit more tyre slip in the muddiest sections of the track.
The next test was a steep-ish climb up a gravel track that we initially did in low range but found the transmission was constantly shifting between second and third gears as we drove it. The Tasman does have paddle shifters behind the steering wheel for manual selection and while this initially gives you the gear you want, it doesn’t hold it, and it would soon shift back up a ratio. This trait wasn’t as evident when driving in high range but it was still there. Remember, this was a pre-production vehicle and it should be a simple transmission calibration fix to sort this issue out, and we look forward to driving the hopefully sorted version come July.
The climb did give us a brief opportunity to try the X-Terrain mode which is basically a low-speed cruise control that holds the vehicle at a set speed while it drives over rough terrain with the driver only having to make steering inputs. It’s a system that works well in other vehicles and this short test didn’t give us any reason to think it won’t do the same in the Tasman.
I took a second run up the hill, this time sitting in the back seat behind the driver, and I’ve got to say, the Tasman offers the most space for rear-seat passengers in the midsize ute class. This allowed me to use the tilt and slide adjustment for the rear seat providing a more comfortable position… and there was still space between the front seat and my knees. The back seat is also wider across the cabin than most others in the class.
Verdict
Kia says that it has 1800 to 2000 orders in the books for when the Tasman launches in July.
This drive not only revealed the Tasman’s off-road abilities but showed that Kia has made some subtle changes to the styling that was widely criticised when first revealed. The grille has changed since the first examples were revealed, and the fender mouldings on the Tan Beige pre-production vehicle were colour-coded rather than being black. We’ve been advised this will only be the case for Tan Beige and White Tasmans, and the mouldings will remain black on all other colour Tasmans.
The Red pre-production Tasman also displayed a bull bar which will be part of the factory accessories offering, and the photos revealed one fitted with a canopy as well.
This brief off-road drive indicated that the Tasman has that solid feel of a well-built vehicle, with good wheel travel and fast-acting electronic traction control. It was only the transmission shifting calibration that stood out as still needing to be fully sorted. We expect this to be rectified by the time the Tasman is launched in full production trim in July when we will have a more extensive drive review for you.
Western Australia’s Turquoise Coast, stretching from Guilderton to Leeman, has long been a favourite among the 4WD, fishing and off-grid camping community.
However, increased visitor numbers and vehicle traffic is placing mounting pressure on the coastal environment and prompted local authorities to take action before long-term access is jeopardised.
The shires of Dandaragan, Coorow and Gingin have released a Coastal Recreation Track Management Master Plan, designed to preserve public access while addressing the growing environmental impact. Rather than restricting access altogether, the plan aims to manage and protect the existing network of tracks. It proposes the closure and rehabilitation of informal and duplicated routes that are contributing to dune degradation, while guiding vehicles onto a more sustainable set of designated paths. Improvements to signage, clearer boundaries, and targeted public education are also key components of the strategy.
Key destinations such as Sandy Cape, Cervantes, Green Head and the Moore River mouth are among the areas under review. These locations are not only popular with locals but play an important role in Western Australia’s off-road tourism economy, making their long-term accessibility a priority.
The draft plan is now open for public consultation, with feedback accepted until 4:00pm on Thursday, May 15, 2025. Interested parties are encouraged to view the proposal and submit comments via the Shire of Dandaragan website at www.dandaragan.wa.gov.au.
Following the consultation period, the final version of the plan will be implemented in stages. This may include track upgrades, managed closure, and restoration efforts supported by local volunteers and community groups. If successful, this approach could serve as a model for responsible off-road access across other parts of the state and beyond.
This plan presents a valuable opportunity to safeguard this iconic coastline, for the benefit of current users and future generations alike. And importantly, local four-wheel drivers, tourism operators, traditional owners and land managers have all contributed to shaping the proposal.
Premium 4x4s could potentially get considerably cheaper, if the newly re-elected Labor government does indeed scrap the Luxury Car Tax (LCT) which was implemented way back in 2000.
The LCT adds a hefty 33-per-cent tax on the portion of any vehicle priced over $80,567 – or $91,387 for more fuel-efficient models. That means consumers have been forced to pay thousands more for high-end 4WDs – but the tax, initially introduced to protect the now-defunct local car industry, may soon be axed by the Albanese-led government.
And while the legislation hasn’t officially been passed yet, it’s widely expected that the LCT could be gone by the end of 2025, in part to smooth over trade negotiations with the European Union. The EU has long viewed the tax as a barrier to fair trade, especially for high-end European cars, and it looks like Australia’s ready to make a change.
This could mean a major price drop for popular models. For example, the Toyota LandCruiser 300 Series Sahara ZX, currently priced at around $144,000, would lose about $15,600 in LCT – knocking the price down to around $128,400 before dealer and on-road costs. $15K of aftermarket equipment could go a long way!
You can do the maths, but the Patrol’s price could drop by at least $7000, RAM’s 1500 Laramie could lose roughly $13,000, and the Ford F-150 Lariat and Land Rover Defender 110 D300 could see significant price reductions from anywhere from $10,000 to $15,000.
However, there’s a catch, and it’s a big one: New Vehicle Efficiency Standard (NVES) emissions rules are just around the corner and could drive those savings right back up.
To be implemented from July 1, 2025, the NVES aims to slash emissions across the automotive industry by fining manufacturers whose vehicles fail to meet the new carbon dioxide limits – vehicles just like the ones mentioned above. And while the penalties will hit manufacturers first, the reality is they’re almost certain to pass the costs on to buyers.
It’s also worth remembering that in states like Victoria and Queensland, there are still state-based luxury car taxes in play, which can add up to five per cent on vehicles priced over $100,000.
So while the idea of saving significant money is exciting, it’s worth tempering expectations. The removal of the LCT isn’t a magic fix – and it won’t suddenly make every high-end off-roader cheap. With emissions rules set to reshape the market and state taxes still hanging around, what you save on one end could be lost on the other.
Toyota has added a new range-topping variant to its local Tundra line-up, with the Platinum joining the Limited in dealerships across the country.
On sale now, the Tundra Platinum is listed at $172,990, a steep $17,000 increase over the now “base-spec” Tundra Limited which retails for $155,990 and first arrived in November 2024. It’s a heavy whack to the hip pocket, but for that extra coin buyers are treated to a suite of interior and exterior additions.
Notably, the Platinum raises the stakes inside the cabin with new-look ‘blue and black’ genuine leather trim; 10-way power adjustment for the front passenger; four-way power adjustment and massaging function for the front seats; heating and ventilation for the outboard rear seats; power steering column adjustment; a heated steering wheel; and a 10.9-inch head-up display.
The Tundra Limited features black synthetic leather upholstery; eight-way power adjustment; two-way power lumbar adjustment; and heating and ventilation for just the front seats. Both grades feature a giant 14-inch touchscreen; a 12-speaker JBL sound system; the full suite of Toyota Safety Sense driver assistance technologies; and cavernous interior space.
“When we first proposed our Tundra program to locally re-engineer the US-built full size pick-up to right-hand drive, we knew it was not going to be an easy process, given Toyota had never done anything like it anywhere else in the world,” said Sean Hanley, Toyota Australia Vice President Sales, Marketing and Franchise Operations.
“But we knew, working with our partners at Walkinshaw, that we could achieve full Toyota-quality standards and the two-model line-up that we now have is testimony to that.
“The Tundra remains a niche product in our line-up but for those Australians that desire the size, power and performance of a full-size pick-up to meet their work or lifestyle needs, we are proud to say we can offer them a premium product built to the highest standards,” he said.
Converted in collaboration with Walkinshaw Automotive Group, the Tundra measures 5955mm long, 2040mm wide, and has a wheelbase of 3700mm. Both grades offer a braked towing capacity of 4500kg, as well as two towing modes, a manual trailer brake controller with 10 selectable adjustments, and a trailer back-up guide.
Both grades also utilise an i-FORCE MAX powertrain that combines a 290kW/649Nm 3.5-litre twin turbo V6 petrol engine with a 36kW/250Nm electric motor, to deliver peak performance of 326kW and 790Nm. This runs through a 10-speed automatic transmission and part-time 4WD system with a dual-range transfer case. The Tundra is built on the same TNGA-F ladder frame as per the Prado and 300 Series.
The Tundra Limited and Platinum full-size pickups are on sale.
When it comes to the range of workhorse LandCruisers, the venerable LC76 GXL four-door wagon is my pick. Is it comfy? No. Is it a dream to daily, park and does it have a sweet-as interior? Also no.
But it crushes it off-road, is well-catered for by the aftermarket and is as simple as modern rigs get. My list of requirements for a 4WD, basically. The GXL is my choice because it comes with front and rear lockers, which are an absolute non-negotiable for the tomfoolery I get up to.
Now, the older V8 engine is still the pick, but given they’re thin on the ground these days, I’ll go with the 2.8L four-pot. Yeah, yeah, I know they’re not as fun as a big bent eight, but the kicker for me is that it comes with the eight-speed auto the 70s should have had a decade ago, so I’m going with it.
The twin-lockers, super basic suspension and extra off-road capability from the auto (gotta love a torque converter that essentially acts as a giant low-range gear, eh?) make it one of the best out-of-the-box wheeling rigs on the planet from the get-go.
I’d chuck on a steel front bar and winch (because I do a lot of solo travel), plus a roof rack to hang a Boss 270 awning from so I have somewhere to set up the swag out of the weather. That round of mods would cost me in the vicinity of $6500.
From there, it’s adding a tune to get close to that 600NM mark ($1500), a Wholesale Automatics transmission cooler ($800), wire in some Great White LEDs and a 100Ah lithium set-up to run the fridge and camp lights ($2000), then a minor spring lift along with the best shocks I could get my hands on and a set of 35s to round things out (say $8500 all up).