From work-ready utes and off-road-ready weekend warriors to classic Cruisers and fully equipped touring rigs, Slattery Auctions puts an eclectic range of 4x4s under the hammer.

For 25 years, this family-run Australian business has connected buyers and sellers across the country, backed by deep industry experience and a nationwide footprint. Since its foundation in 2000 with truck and transport asset auctions, Slattery has steadily grown into a national operator while maintaining its family-owned roots.

Family-owned with a national footprint

Slattery Auctions was founded in 2000 by the Slattery family and continues as a family-run business today, celebrating 25 years of operation in 2025. The company remains proudly Australian and is led by directors James, Tim and Paddy Slattery, with key support from industry experts.

The business started auctioning trucks, cars and transport assets, quickly carving out a reputation in heavy equipment and machinery sales. Over two and a half decades, Slattery has expanded far beyond trucks and cars – the company has handled contracts for defence forces and the navy, as well as shifting earthmoving equipment, aviation and marine vessels, classic cars, number plates, IT and computer gear … even helicopters, race teams and cookie factories (yep!).

Today, tens of thousands of assets are put under the hammer each year, spread across transport, construction, agriculture, industrial, aviation and recreational sectors. And it’s the 4×4 market that stands out as one of the fastest-growing and most competitive segment.

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Nationwide auction sites and transparent inspections

Slattery’s reach spans fixed auction sites across five states and one territory – New South Wales, ACT, Queensland, Victoria, Western Australia and South Australia – supported by mobile auction teams that service regional and off-site sales across the country.

Slattery’s hold over 50 national car and truck and machinery auctions per month across our auction facilities in Newcastle, Sydney, Melbourne, Brisbane, Roma, Mackay, Perth, Karratha, Adelaide and Canberra in addition to numerous onsite and online auctions.

A standout feature of Slattery Auctions is its commitment to transparency and trust. Every asset listed undergoes a detailed condition reporting process. For 4x4s, this includes high-resolution photography, 360-degree digital tours, videos and mechanical notes where available. This allows buyers to inspect vehicles closely before bidding, even when they cannot attend in person.

Further building buyer confidence, Slattery is the only national auction provider to offer public on-site inspections at all its locations. This hands-on approach lets prospective buyers assess the condition of vehicles first-hand.

Full-service 4×4 valuations, sales and fleet solutions

Slattery is more than an auction house. It operates a dedicated Valuations and Advisory division that works with banks, financiers, insolvency professionals and private clients to accurately assess asset values, manage disposals and inform capital recovery or reinvestment decisions.

Additionally, Slattery runs structured asset sales and fleet rationalisation programs tailored to clients’ specific needs. The company is also expanding its national online remarketing platform, allowing sellers to reach a broader audience beyond traditional auction days.

This combination of services makes Slattery a full-service asset remarketing partner, trusted by private sellers, government departments and corporate clients alike.

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Strong demand for 4x4s and modified touring rigs

4x4s have become a core focus at Slattery. Popular models like LandCruisers, Hiluxes, Patrols and Rangers consistently attract strong demand. These vehicles frequently exceed reserve prices, showing that buyers are prepared to pay a premium for well-maintained and suitably equipped units.

“The 4×4 category is one of the fastest-growing segments we deal in. From workhorses and weekenders to serious overland setups,” said Joe Britt, Marketing Manager, Slattery Auctions. “Whether you’re looking to sell a single 4×4 or an entire fleet, our national reach and real-world expertise ensures you’ll get the right result.”

Dual-cab utes fitted with touring modifications – canopies, rooftop tents, solar power systems and off-road accessories – are especially popular, particularly in regional auctions. The rise of overlanding and off-grid adventure has fuelled demand, not just for vehicles but also for associated equipment. Slattery auctions a broad selection of caravans, camper trailers, roof-top tents, solar gear, canopies, UTVs, motorbikes and even complete overland builds.

Buyers increasingly prefer turnkey rigs ready for adventure, rather than stock or lightly modified vehicles. This trend has expanded the scope of Slattery’s auctions, drawing interest from both weekend warriors and serious expedition teams.

Rising interest in classic 4x4s

Slattery has also seen rising interest in classic and vintage 4x4s, with many buyers seeking original-condition vehicles or well-documented restorations. Early-model LandCruisers, Defenders, Pajeros and G-Wagens regularly appear on the auction block.

These classics often come with a provenance that adds value, including service history, restoration details and ownership records – elements that Slattery highlights in its auction listings to maximise buyer confidence.

Electric and hybrid 4x4s

Electric and hybrid 4x4s are an emerging segment within Slattery’s auctions. To support this, Slattery launched eevee auctions, a dedicated online marketplace for repurposed electric vehicles of all types.

To test the waters, the 4X4 Australia BYD Shark will eventually be sold via Slattery Auctions once our build is complete and we’ve wrapped up our adventures with it.

“The Shark auction will be a fun one – it’s something different and shows the kind of buyers and sellers we attract: passionate, practical, and up for an adventure,” said James Slattery, Managing Director, Slattery Auctions.

In fact, our Shark will be the first of its kind to go under the hammer with Slattery, signalling the company’s commitment to evolving alongside emerging technologies and buyer preferences.

What makes Slattery different

Unlike larger auction companies, Slattery emphasises a hands-on, personalised approach. Buyers and sellers get direct access to real asset specialists to ensure tailored advice and support throughout the process.

The company’s size and independence mean it can be flexible and responsive, offering end-to-end expertise across a wide range of assets – not just vehicles, but machinery, technology and specialised equipment. This approach has earned the trust of a broad client base, including government agencies, private sellers and corporate fleets.

It’s that time of year again when many of us start planning an outback adventure. Beyond choosing where and when to go, being properly prepared can make all the difference.

1. Service your vehicle and know basic repairs

We’re going to assume, apart from planning where and when to go, you have serviced your vehicle and have a few basic spares and tools – as well as know-how – to do simple fault-finding and repairs such as changing a fuel filter, replacing a fuse, or swapping a tyre. These are all good skills and important to help keep you moving when far from any vehicle service centre.

2. Check your tyres

Don’t even think of going into the outback on half-worn tyres – you are just asking for trouble. They should have at least 70 per cent of the tread and be of Light Truck (LT) construction. Highway-orientated tyres or passenger-constructed tyres do not last on rocky, corrugated dirt roads, let alone on rough tracks. Depending on the type of road or track, you’ll also need to adjust tyre pressures. Remember, when running tyre pressures lower than normal, to keep your speed under control.

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3. Don’t rely solely on digital maps

When navigating across our vast continent, don’t trust Google or other street navigators explicitly. Maps from sources such as Explore Oz often show many tracks – often closed, private, or for management vehicles only – so it’s easy to get misled. That said, Explore Oz is an incredible resource. For desert and outback travel, we nearly always rely on Hema Maps.

4. Carry an extra communication device

While mobile phone coverage is improving across the outback, Telstra has the best coverage. However, some areas – such as the well-used Oodnadatta Track – may only have Optus service. Where neither provider supplies coverage, you’ll need a GPS communicator or a satellite phone. Hire or buy one.

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5. Fill up whenever you can

Never drive past a roadhouse without filling up. You never know when the next planned fuel stop will be hundreds of kilometres away – and when you get there, it could be closed or out of fuel if the fortnightly delivery hasn’t arrived.

6. Carry an OBD reader for modern vehicles

For those with modern vehicles where computer chips control everything from engine fuel supply to gear shifts and headlights, it pays to carry an OBD Reader in your repair kit. These help you understand engine codes, and the better units give an idea of possible faults and fixes. Every modern vehicle (from 2005 onwards) should carry one, and units from Autophix Australia are hard to beat.

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7. Carry cash

While most remote stores and roadhouses have EFTPOS or credit card facilities, your card may not work due to poor internet or other electronic issues. Always carry some cash as a backup.

8. Have a plan for emergencies

Lastly, make sure you have a plan if something goes horribly wrong while travelling in the outback. Carry water, activate your emergency communication device, and ensure someone knows your travel plans. If the worst happens, never leave your vehicle to walk for help.

Suzuki Australia has lifted the temporary sales hold on the Jimny XL, with customer deliveries to begin immediately.

The stop-sale was announced last month after Suzuki’s head office in Japan issued a pause, reportedly linked to a quality control concern. During the investigation, Suzuki advised its dealers to focus on customer experience by offering refunds to those waiting on vehicles, given there was no clear timeframe for resolution.

That investigation is now complete, with Suzuki Motor Corporation confirming there are no issues with the Jimny XL’s quality, safety, performance or compliance.

“Our customers’ well-established trust in Suzuki is built on the promise that quality and safety always come first,” said Michael Pachota, General Manager for Automobiles. “While this pause was undoubtedly disruptive, it was absolutely the right step to ensure we deliver on this promise.

“I want to personally thank our customers and dealer partners for their patience and support throughout this period. With sales now resuming, we’re excited to continue delivering one of the most loved vehicles in our line-up for Australian drivers.” added Pachota.

The Jimny XL brings the same rugged, go-anywhere character that made the three-door a cult favourite, but with extra space and practicality. Launched locally in early 2024, the XL adds 340mm to the wheelbase and a second set of doors, making rear seat access far easier than the short-wheelbase Jimny. Under the skin it’s unchanged – still running the 1.5-litre petrol, part-time 4WD and a proper low-range transfer case.

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The off-road credentials carry over too: 36-degree approach, 47-degree departure, 24-degree ramp-over, 210mm ground clearance and 300mm of wading.

Pricing kicks off at $34,990 for the manual, $37,490 for the auto, or $36,490 for the Heritage Edition with retro graphics and a colour-matched roof.

Great Wall Motors (GWM) has issued a recall for 2458 Cannon Alpha vehicles built between 2023 and 2025. The recall affects all variants including Diesel, HEV and PHEV.

The issue stems from a manufacturing defect in the Electronic Power Steering (EPS) wiring harness. In some cases, the harness can contact the driveshaft, potentially causing sudden loss of power steering or an unexpected engine shutdown while driving. Both scenarios pose a serious safety risk.

GWM is urging affected owners to contact their authorised dealership immediately for a free repair. If a loss of power steering or engine shutdown occurs while driving, the company advises pulling over safely and arranging for the vehicle to be towed to the nearest service centre.

The five-star-safety-rated Cannon Alpha is a premium dual-cab ute that blends luxury, safety, and off-road capability. It is offered in four variants – Lux, Ultra, Ultra Hybrid, and Ultra Plug-in Hybrid – and caters to both diesel and hybrid buyers.

Engine options include a 2.4L turbo-diesel producing 145kW and 480Nm, a 2.0L turbo-petrol hybrid, and a plug-in hybrid with an electric-only range of up to 115km. Inside, the Cannon Alpha features a 14.6-inch touchscreen, Nappa leather seats, and a full suite of driver-assistance technologies. Off-road performance is supported by front and rear locking differentials.

GWM provides a seven-year, unlimited-kilometre warranty, with the PHEV high-voltage battery covered for eight years. Capped-price servicing is offered every 10,000km or 12 months, starting with a first service at 5000km or six months.

In Australia, pricing starts at around $49,990 for the Lux diesel 4×4, rising to $55,990 for the Ultra diesel, $62,990 for the Ultra hybrid, and approximately $68,169 for the Ultra plug-in hybrid (PHEV).

Improved 4×4 utes developed in Australia and tuned for local conditions have become common among the big-name manufacturers, with most upgrades focused on suspension, tyres and factory add-ons.

Two of the more popular examples come from two of the country’s best-selling brands: the Toyota HiLux GR Sport and the Isuzu D-MAX Blade. So we’re putting them head-to-head to see which brand does it better.

We’re chasing answers for three core types of ute buyers: tradies who need strength, load-carrying and durability; tourers looking for traction, comfort and capability when fully loaded; and weekend warriors chasing a mix of tech, safety and that tough-truck image. Both of these utes claim to tick all the boxes straight off the showroom floor. But which one actually delivers? That’s what we’re here to find out.

In the Sunstone Mica corner is the Isuzu D-MAX Blade – Isuzu UTE Australia’s locally engineered flagship dual-cab 4×4, positioned above the popular X-Terrain. Based on the mid-spec LS-U, the Blade has been reworked with input from Walkinshaw to better suit local terrain and Aussie buyer expectations. It looks the part too, with satin-black striping, flares, red front-rated recovery points and Blade-exclusive alloys wrapped in 275/65R17 Goodyear Wrangler Duratracs.

Under the bonnet is the familiar 3.0-litre turbo-diesel (140kW/450Nm), paired with a six-speed auto, switchable Terrain Command 4×4 system and a rear diff lock.

In the Eclipse Black corner is Toyota’s HiLux GR Sport, launched in 2023 as the range-topping variant above the Rogue. It shares the same platform but scores a power bump, uprated suspension, wider tracks and a handful of styling tweaks. It retains the 2.8-litre 1GD turbo-diesel for 165kW and 550Nm, sent through Toyota’s familiar six-speed auto.

Neither is a Raptor rival – let’s not go there. But both are built to be the most capable and complete HiLux and D-MAX variants their respective makers have ever offered.

JUMP AHEAD

• Pricing and value
• Engine and drivetrain
• Tyres and suspension
• Off-road capability
• On-road driving
• Payload and towing
• Recommended upgrades
• Cabin and technology
• Safety features
• Warranty and servicing
• Final verdict
• Specs

Pricing and value

At $76,990 drive-away, the D-MAX Blade is the most expensive D-MAX ever sold. It builds on LS-U underpinnings with Walkinshaw-tuned suspension, underbody protection, a 29mm lift and a range of cosmetic upgrades. Compared to the $67,990 X-Terrain, it’s more rugged and less plush – aimed squarely at buyers who value off-road grit over city shine.

The HiLux GR Sport lists at $73,990 plus on-roads. Factor in dealer delivery and rego, and it comes in around $77K drive-away – putting it neck-and-neck with the Blade. For the money, buyers get a wider track, suspension upgrades, more power and torque, and the added appeal of that GR-branded halo.

The closest rival to both is the Ford Ranger Tremor, priced at $69,690 plus on-roads. Based on the XLT, it offers comparable off-road gear, full-time 4×4, and a strong value proposition.

Engine and drivetrain

The Blade runs Isuzu’s proven 4JJ3-TCX – a 3.0-litre four-cylinder turbo-diesel built for longevity and low-stress torque.

It’s long been the engine of choice for fleets and farmers, and in Blade trim it remains unchanged from lower grades, producing 140kW and 450Nm. Power is delivered via a six-speed Aisin auto and switchable part-time 4×4. The HiLux GR Sport runs Toyota’s familiar 1GD-FTV 2.8-litre turbo-diesel, but with a high-output tune that lifts outputs to 165kW and 550Nm. 

Both utes run six-speed Aisin automatics, but their personalities are distinct. The D-MAX favours smoothness, with early upshifts and a relaxed torque converter. The HiLux, by contrast, holds gears longer, kicks down more aggressively, and gives the GR Sport a noticeably sharper throttle feel.

Both claim 8.0L/100km, but on test the Blade hovered closer to 9.0L, while the HiLux crept up to 10.0L. It’s acceptable for dual-cab utes, but neither could be called frugal when driven hard.

Tyres and suspension

Tyres played a pivotal role in this comparison – as they do in real-world off-road performance.

The Blade runs aggressive 275/65R17 Goodyear Wrangler Duratracs – a rare LT-spec tyre fitted from the factory. With deep lugs, strong sidewalls and serious off-road bite, it’s one of the few showroom utes that doesn’t need a tyre upgrade straight away. The GR Sport rolls on 265/65R17 Bridgestone Dueler A/T 002s – newer, road-biased all-terrains that perform well on gravel and bitumen, but don’t match the Goodyears for off-road grip or self-clearing ability.

Suspension-wise, the Blade benefits from Walkinshaw’s input: a 29mm lift courtesy of a coil perch spacer and rear lift block, Monroe twin-tube shocks, and matched valving to suit extra weight and travel. It retains OEM spring rates – a compromise aimed at preserving ride comfort, but still enough to improve articulation. The HiLux runs uprated springs and in-house-developed monotube dampers, tuned by Toyota for the GR Sport. It feels firmer and more planted on the move, helped by its wider track and revised suspension geometry.

The verdict? The Blade has the edge on traction, but the GR Sport feels more refined on-road – and would be a different beast with better tyres.

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Off-road performance

We put both utes through the same set of off-road challenges at road pressures – including steep clay climbs, rutted cross-axle sections, shelfy rock steps and a water crossing – all tackled without airing down.

With Rough Terrain Mode engaged, the Blade was near flawless. Its brake-based traction control kicked in quickly and confidently, pulling it through ruts and climbs with minimal throttle. It made tough sections look easy – a system that genuinely flatters the driver.

Without Rough Terrain Mode engaged, the Blade struggled. It faltered in cross-axle tests and needed multiple throttle stabs to break free. Lower ground clearance and tighter approach and departure angles also meant the steel sidesteps and rock sliders took frequent hits – though the front bash plates and recovery points held up well.

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The GR Sport impressed with better suspension travel and more confidence over uneven terrain. It made solid progress with just the centre diff locked, thanks largely to its articulation. But without advanced traction control or terrain modes, it eventually met its limit – quite literally – needing three full-bore attempts at the steepest climb before we called it off to prevent damage.

With better tyres, the HiLux might’ve matched – or even outperformed – the Blade. But straight off the showroom floor, the Isuzu’s off-road kit, particularly its traction control and tyres, gave it a clear edge. A genuine surprise.

On-road driving

This is where the tables turned. On sealed roads and faster dirt tracks, the GR Sport stood out as the better drive.

The GR Sport’s ride is planted, composed and surprisingly engaging – easily the most enjoyable HiLux to drive at pace. The wide track, GR-specific damping and aggressive transmission tune give it a nimble, confident feel. It encourages faster cornering and delivers better isolation over rough backroads.

The Blade – while a clear improvement over any previous D-MAX – still rides like a ute first. It feels heavier, less responsive, and a bit more unsettled over fast bumps or mid-corner corrugations. Walkinshaw’s tweaks help, particularly with body control, but the gap to the GR Sport is significant.

The GR Sport also holds a clear power advantage. With 165kW and 550Nm, it pulls harder than the D-MAX’s 140kW/450Nm, and its gearbox is quicker to respond. Whether overtaking, climbing hills or carrying a load, the Toyota feels more alive. When it comes to daily drivability, the GR Sport takes the win.

Payload and towing

Let’s talk numbers. The HiLux GR Sport has a kerb weight of 2315kg and a GVM of 3050kg, leaving a modest payload of 735kg. It’s rated to tow 3500kg, but GCM is capped at 5850kg.

The D-MAX Blade is lighter, with a 2130kg kerb weight and 3100kg GVM – giving it a far healthier 970kg payload. Towing matches the HiLux at 3500kg, but its GCM stretches to 6000kg.

Neither ute comes close to matching the Ford Ranger’s clever in-tub tie-down system, with its movable hooks and smart cargo solutions. The D-MAX Blade scores a mandrel-bent black sports bar – tough-looking, but mostly for show. Inside both tubs you’ll find basic fixed tie-down loops – fine for light gear, but lacking flexibility. There’s no tub lighting, no power outlets, and no rail-based cargo management. Tradies and tourers will need to budget for upgrades.

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Now let’s test that with a real-world scenario – hitching up a 3500kg trailer. Using GCM maths (GCM – kerb weight – trailer), the HiLux is left with just 35kg of legal payload. That’s not even enough for a driver and a backpack. I weighed more than 35kg when I was six. The Blade, under the same load, gives you 370kg of remaining payload. Still tight – but workable. You can bring the driver, some tools, gear, and a bit of fuel and food. That’s the difference between a functional workhorse and one parked at the weighbridge.

Both utes are better suited to towing up to around 2800kg. But legally and practically, the Blade is the only one you’d take touring or towing without reaching for a calculator.

Recommended upgrades

Out of the box, both utes are capable – but with a few smart upgrades, each can be better tailored to the job at hand.

For tradies and tourers, the D-MAX’s generous payload and GCM mean a GVM upgrade isn’t essential – but it’s still worth considering if you’re adding a canopy, long-range tank or serious 12V setup. Ironman’s 40mm lift with GVM kit offers both 400kg and 650kg rear spring options – a genuinely useful level of customisation.

The Blade’s factory lift is basic – just a perch and block setup. Upgrading to full replacement springs and dampers would improve load-carrying and likely ride comfort too. We’d also recommend aftermarket upper control arms to improve camber control, particularly under load or at full droop. The MY25 range brings updated front knuckles, but there’s still room for improvement.

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The GR Sport’s most urgent upgrade is tyres. A set of taller, more aggressive all-terrains would deliver a big boost in off-road confidence. Frontal protection is also a smart addition for both utes – neither comes with a bullbar, and the Blade’s excellent integrated light bar is left exposed to the first roo strike.

All buyers – even weekend warriors – will benefit from better tub storage. A Utemaster hard lid or roller cover, roof platform, or dual-battery setup in the tub can turn either ute into a full-time adventure rig. Add comms, recovery gear and a long-range tank for touring, and you’ve got a serious outback contender.

Cabin and technology

This is where the age gap between the two platforms really shows.

While the D-MAX dates back to 2020, the HiLux GR Sport rides on a platform that first launched in 2015 – and it feels it. The dash design is curved but dated, the infotainment screen is small and sluggish, and the camera resolution is so grainy it’s barely usable. It technically has a 360-degree camera system, but the low-def display seriously limits its value.

Where the HiLux shines is seating comfort. The fabric bucket seats are excellent – breathable, supportive, and genuinely comfortable on long drives. They’re among the best pews you’ll find in any dual-cab ute.

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The D-MAX Blade, by contrast, runs on a five-year newer interior platform. It’s not as tightly screwed together – there’s more trim flex and the odd squeak – but it wins on tech and functionality. The infotainment system is quicker, Apple CarPlay is faster and more reliable, and the reversing camera is vastly clearer. It also offers more USB ports and better charging access, though it lacks the 220V/100W outlet found in the HiLux’s centre console.

Both utes feature electric driver’s seats and heated front seats, but the D-MAX feels more modern and user-friendly overall. The HiLux may be better built and more refined, but the D-MAX wins where it matters most – tech, connectivity and visibility – all crucial for tradies and tourers alike.

Safety features

Both utes come equipped with a full active safety suite – including AEB, blind spot monitoring, rear cross-traffic alert and adaptive cruise control. But the way they behave on the road couldn’t be more different.

The HiLux runs hydraulic power steering, so it doesn’t offer active lane-keeping – just a basic warning. Some drivers will appreciate the simplicity. Its adaptive cruise control is similarly limited, cancelling below 30km/h and unable to bring the ute to a full stop in traffic.

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The D-MAX, meanwhile, uses electric power steering and includes active lane-keeping assist – it’ll steer you back between the lines, and often does so quite aggressively. It works, but the intervention can feel abrupt and polarising. Thankfully, it can be switched off by holding the button down for a few seconds.

Where the Blade really shines is in tyre monitoring. The HiLux simply chimes when pressure drops, with no live readout. The D-MAX, on the other hand, provides individual tyre pressure and temperature readings – displayed on either the dash or infotainment screen. It’s the best TPMS in the segment.

If you prefer less electronic interference, the HiLux keeps things simpler. If you want more data and driver assist tech, the D-MAX takes the lead. Call this round a draw.

Warranty and servicing

Upfront, they’re neck and neck. The HiLux GR Sport lists at $73,990 plus on-roads, while the D-MAX Blade is $76,990 drive-away. Once you factor in rego and dealer delivery, both end up at roughly the same drive-away price.

The big difference comes with long-term ownership. The HiLux includes a five-year, unlimited-kilometre warranty, while the D-MAX stretches to six years – capped at 150,000km. That means high-mileage drivers may reach the D-MAX limit sooner, but most owners will benefit from the extra 12 months of coverage.

Servicing is where the Blade claws ahead. The HiLux requires servicing every 10,000km or six months – that’s 15 visits over 150,000km, totalling around $4350 (at roughly $290 per service). The D-MAX stretches intervals to 15,000km or 12 months, needing just 10 services over the same distance, totalling $4490.

While the total cost over 10 years is similar, the D-MAX offers fewer service visits, less downtime, and an extra year of warranty – a clear win for tradies and tourers keeping one eye on the clock and the other on the bottom line.

Final verdict

Stack it all up – capability, comfort, tech, and ownership – and the D-MAX Blade takes the overall win. It’s better equipped out of the box, more capable off-road, offers more usable payload and towing capacity, and delivers stronger long-term value with less time off the road.

That said, choosing the right ute still depends on who you are. Tradies will appreciate the Blade’s longer service intervals, higher payload and lower running costs. The HiLux holds the edge on resale – no surprise there – but it’s less flexible when loaded or towing.

Tourers should also lean toward the Blade. Its higher GCM, superior traction tech and factory-fit, outback-ready tyres make it the smarter choice for long-distance work – especially with a full load of gear. Weekend warriors might still prefer the HiLux. It’s sharper on-road and feels livelier behind the wheel. Throw on a decent set of tyres and it’ll go nearly anywhere the Blade can.

But for everyone else – especially those who load up, tow often and travel far – the D-MAX Blade is the more complete dual-cab ute, right from the showroom floor.

Specs: D-MAX Blade and HiLux GR Sport

UPDATE: August 26, 2:06pm | Remember the worst roundabout that wasn’t even round? Yeah, that one. Well, the Sydney Morning Herald has revealed the Liverpool City Council has had to spend $50,000 fixing it, bringing the total cost to just under $140,000.

The “Diamondabout” in Austral had drivers scratching their heads and even went viral worldwide – only to be removed days after it opened. Original story continues below 👇

A diamond-shaped roundabout in Austral, a suburb in Sydney’s south-west, has become the centre of confusion for drivers.

Recent drone footage, featured on the Today Show on Channel 9, reveals motorists struggling to navigate the intersection. Some are forced into multiple-point turns while others, frustrated by the layout, drive straight over the central structure to get through.

This roundabout is located within the Liverpool City Council area and stands out because of its unusual diamond shape. Unlike the standard roundabout, this design is unfamiliar to many drivers and is causing delays, near collisions, and traffic build-up during busy periods. Even the turning circle of a Toyota HiLux can be seen under pressure as drivers attempt to navigate the tight, angular layout.

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Liverpool City Council has admitted it is unclear how this design was approved, with an official investigation called to understand the decision-making process behind the roundabout’s construction. Aerial images show that there was ample space for a traditional circular roundabout, which raises further questions about the choice to use the diamond design.

Despite the challenges, there have been no major accidents reported so far. However, local residents and commuters say the roundabout causes ongoing frustration, especially for large trucks and drivers unfamiliar with the area. Many are hoping for improvements to make the intersection safer and easier to navigate.

The council is expected to review the situation and consider potential changes, which will likely include redesigning the roundabout at the taxpayer’s expense.

New spy photos of the 2026 Toyota HiLux single-cab have surfaced ahead of its global reveal later this year. 

Shared by Indonesian publication AutonetMagz on Instagram, the images show the single-cab with a refreshed front end, featuring slimmer headlights and a new grille, similar to updates seen on previously spied dual-cab models.

Earlier spy shots of the dual-cab HiLux offered a broader view of the ute during testing in Thailand. They revealed a redesigned rear with updated tail-lights, while the mid-section remains largely unchanged, suggesting a major facelift rather than a full redesign.

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Despite earlier rumours of an all-new model, the HiLux is expected to retain its IMV platform with substantial updates rather than adopting Toyota’s TNGA-F architecture used by the Tundra, Prado, and 300 Series.

Interior leaks from Instagram account @cars_secrets indicate a significant tech upgrade, including two 12.3-inch screens—one for the driver’s instruments and another for infotainment—replacing the current 8.0-inch display. The cabin takes styling cues from the LandCruiser Prado, with an infotainment system similar to models already sold overseas.

Power is expected from the familiar 1GD 2.8-litre and 2GD 2.4-litre four-cylinder turbo-diesels, potentially updated for stricter emissions standards. There is also speculation of a plug-in hybrid (PHEV) variant, likely a 2.5-litre petrol-electric setup similar to the RAV4 PHEV, joining diesel and mild-hybrid options to help the HiLux compete with rivals like the Ford Ranger and BYD Shark.

The global debut is expected in Thailand in late 2025, with an Australian launch likely in early 2026.

MG’s first foray into the Australian dual-cab market has edged one step closer, with the brand opening pre-orders for its upcoming MGU9 ute.

MG is offering a $1000 introductory accessory credit to lure early buyers, allowing them to option their ute with gear for both work and play.

“Launching the MGU9 marks a significant step for us in Australia,” said Kevin Gannon, Business Director ICE of MG Motor Australia. “The MGU9 has been designed for and tested on our demanding urban highways, rural roads and trails to deliver the capability Australians demand from a ute, but with the innovation, comfort and value that MG has become known for.

“We are now welcoming pre-orders with a $1000 MG OEM accessory offer for those customers excited to be among the first to experience the MGU9,” added Gannon.

The MGU9 will combine a robust chassis with multi-link rear suspension (developed and tuned locally for Australian conditions) and a 3.5-tonne towing capacity. Inside, it offers a spacious, well-appointed cabin aimed at reducing fatigue, while the tub and foldable rear step add everyday practicality.

MG has also confirmed the U9 will run a 2.5-litre four-cylinder turbo-diesel, producing 160kW and 520Nm. Power is delivered through an eight-speed automatic and full-time all-wheel drive system. The ute measures 5500mm in length, 1997mm in width and 1860mm in height, with a 3300mm wheelbase. Ground clearance is set at 220mm, while wheel sizes will range from 18 to 20 inches, underscoring its off-road credentials.

Full specifications and pricing are still under wraps, but MG says more details will follow in the coming months. Pre-orders can be placed now via MG’s website or through local dealerships.

Ironman 4×4 has collaborated with BYD’s local distributor, EVDirect, to develop a range of aftermarket products that can be equipped to the all-new BYD Shark.

Consumers can simply add the factory-backed accessories when purchasing the vehicle, and the equipment will be installed and backed by BYD’s six-year, 150,000km warranty. The BYD Shark 6 will be priced at $57,900 at launch and features a GVM of 3500kg, kerb weight of 2710kg, and a braked towing capacity of 2500kg.

UPDATE: In August, Ironman 4×4 unveiled the first GVM Upgrade Kit for the Shark, raising payload from 790kg to 1140kg.

The kit – offered in Medium, Heavy, and Extra-Heavy options to suit unladen vehicles through to 900kg loads – is compatible with both new and existing Shark models, pre- or post-registration. Fitted with IM2.5 shock absorbers, the kit improves ride control and comfort while providing a 30-35 mm lift. Kits are priced from $4190 fitted and available through GVM-authorised Ironman 4×4 stores.

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The Australian-designed range of Ironman 4×4 accessories for the BYD Shark includes bull bars, roof racks, tonneau covers and canopies.

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Ironman 4×4 Raid bullbar with light bar: $4489

• Aluminium 4mm construction
• Low-profile single hoop design
• ADR compliant and crash tested
• Winch-ready
• 360° robot-welded
• Black powdercoated finish
• 2x 5T recovery points
• LED cube lights and light bar

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Ironman 4×4 Deluxe bullbar: $3892

• Aluminium 4mm construction
• Triple hoop design
• ADR compliant and crash tested
• Winch ready
• 360° robot-welded.
• Black powdercoated finish
• 2x 5T recovery points

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Ironman 4×4 Raid roof rack: $1913

• Extruded aluminium
• Wind deflector
• Accessory-ready top and side channels.
• Modular design
• Light bar and work-light compatible.
• Concealed fasteners
• Powder-coated black finish

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Ironman 4×4 tonneau cover: $2549 (manual); $3357 (electric)

• Electric or manual operation
• Internal dimmable light
• Internal drainage
• Interlocking panels
• Up to 100kg load
• Cross-bar compatible

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Ironman 4×4 canopy: $6209 (Glass); $6209 (Tradie Pack)

• Aluminium construction
• Incorporated roof rails
• Gas strut-assisted windows and doors
• Superior internal bracing
• Tub-strengthening brackets
• Pressure vent to reduce dust ingress.
• 12V wiring ready
• Powdercoated black finish

Other optional extras include 18-inch sport wheels, Toyo and BFGoodrich tyres, sports bars, floor mats, and seat covers. Customer deliveries are expected to begin in December 2024.

Ford has issued a recall for more than 6400 F-150 vehicles in Australia, for all variants built between 2023 and 2025.

The recall stems from a manufacturing defect that may cause the rear wheel hub bolts to loosen or break. Over time, this can damage the axle and hub splines, potentially resulting in the vehicle rolling while in park or losing motive power on the road.

While the problem will not cause the wheel to separate from the vehicle, Ford warns the risks are still significant. Unexpected vehicle movement or a sudden loss of drive could increase the chance of an accident, leading to injury or death to occupants, bystanders or other road users.

Ford Motor Company Australia will contact owners of affected vehicles and request they schedule an appointment with a dealer. Inspections and repairs will be completed free of charge.

In Australia, the Ford F-150 is offered in XLT and Lariat grades, each available with short-wheelbase (SWB) or long-wheelbase (LWB) body styles. All variants are powered by a 3.5-litre twin-turbo V6 petrol engine, paired to a 10-speed automatic transmission and four-wheel drive. 

The US-built dual-cab ute is converted to right-hand drive locally before sale, is rated to tow up to 4.5 tonnes braked, and offers a payload capacity of just over 700kg, depending on variant. 

Pricing starts from around $106,950 before on-road costs for the entry-level XLT, with the higher-spec Lariat positioned at the top of the range.