What are the most common 4×4 vehicles that we see built into bush tourers? Toyota HiLux and LandCruiser, Ford Ranger, Nissan Patrol, Isuzu D-Max and MU-X, to name a few. How about a Mahindra Scorpio?

“A Mahindra what?!” I hear you say.

The Mahindra Scorpio is a rugged little 4×4 wagon built with all the ingredients you need in a touring vehicle. A 2.2-litre turbo-diesel engine with a healthy torque peak of 400Nm, a dual-range transfer case, no frill electronics and a nicely equipped and good-size cabin. Plus, it is one of the cheapest 4x4s of this type you can buy today, making it a solid base for a bush-ready build.

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This was also the thinking of Daniel Snare who, as a cinematographer, scored an early taste of the Mahindra 4×4 before it was launched in Australia, and that was enough to convince him to give it a try

“I was lucky enough to test drive one before release,” Daniel told us, and it wasn’t just a quick lap around the block with a dealer. “It was driving a media vehicle from Brisbane to Victoria and off-road in the Victorian High Country with Roothy for a vehicle-release video.” Not a bad road test by anyone’s measure and certainly a great way to get a feel for a potential new vehicle.

Dan put his name down for the new Mahindra and when the Scorpio was finally released in Australia, he got one of the first ones in the country. It wasn’t a decision taken lightly as Dan needs a competent and reliable vehicle for his work that can take him to all corners of the country chasing the perfect backdrop for photography.

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Sourcing gear

A challenge for anyone taking on a build on a new-to-market vehicle is a lack of aftermarket products.

However, Dan sought out a small network of suppliers, some of which already specialise in Mahindra vehicles, specifically the Pik-Up model. One such company is 4WD Industries/Ryebuck Engineering in the Upper Hunter town of Rutherford. Ryebuck has been doing bar work, accessories and tuning for Mahindra Pik-Up vehicles for years, making it popular with farmers in the area, as well as those looking for an alternative to the popular 4×4 utes.

Ryebuck jumped on board with Dan’s build on the then-new Scorpio with some of its most evident work on the vehicle being the steel bull bar and stainless steel intake snorkel. The bull bar hides a Runva 13XP winch and a pair of Lazer Lamps Sentinel driving lights.

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A Lazer Lamps Triple-R 24 Elite light bar mounted on the Front Runner roof platform provides further illumination to help spotting and avoiding the ’roos on Dan’s outback trips and around the Hunter Valley.

Not so evident is Ryebuck’s installation of a Tough Dog suspension kit that gives the Scorpio a 40mm lift in ride height thanks to new coils and shocks that are better suited to controlling the often heavily loaded wagon on rough tracks. Also better for bush work are the Maxxis RAZR 265/60R18 all-terrain tyres mounted to the factory Mahindra alloy wheels.

Small package

The Scorpio is certainly at the smaller end of the 4×4 wagon range and it has an unusual seating configuration with three rows of two seats to accommodate six passengers.

The third-row seat is tiny and very limited in its use and thankfully for Dan, he doesn’t need it, so it was quickly ditched. This freed up more space for all his gear… of which there is plenty when he is shooting films in remote locations.

With the third-row seat out of the way Ryebuck was able to configure and install an auxiliary 12-volt system that sits in the well under the floor.

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It is based around a Cangoee Power 110Ah lithium battery that has its own inbuilt DC-DC charger. It is managed with a Victron shunt and solar power is fed down from a panel mounted on the Front Runner rack via a Victron controller. The system is designed to be able to provide Dan with all the power needed to keep his cameras, computers, lights and drone charged when out and about, as well as the needs of family camping.

On top of the rear floor is a drawer fridge and a storage drawer, with Dan saying he had to go with the drawer fridge due to the limited space in the back. Easing the storage space problem is Dan’s camper trailer, which provides his family accommodation.

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Doing the job

While the space inside the Scorpio has been a compromise, but by no means a deal-breaker, Dan says that the vehicle is living up to his requirements.

“It’s the perfect camera car for filming lifestyle and travel content as well as for family trips towing our camper trailer to both on- and off-road destinations,” he told us. 

He says some of his favourite destinations that the Scorpio has taken him so far are to K’gari (Fraser Island), Argadells in the Flinders Ranges and the Simpson Desert, and he has plans for further adventures.

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To help make the Mahindra better suited to those long outback trips Dan is working with Ryebuck on a long-range fuel tank solution to boost the vehicle’s relatively tiny 57-litre standard tank capacity.

Dan’s Scorpio build shows that by daring to be different and taking on a vehicle that is not always at the top of people’s shopping list, he’s been able to create a compact, rugged and reliable 4×4 wagon that is up to the task taking him on all of his adventures, at a faction of the cost of most other wagons.

The money saved on the Scorpio’s purchase price went a long way towards kitting it out and the results speak for themselves.

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For generations the full-size pickup market in the USA was dominated by The Big Three US manufacturers: General Motors, Dodge/RAM and Ford.

Obviously, the Japanese brands wanted a slice of the huge truck pie via their US manufacturing plants, and so Toyota and Nissan joined the party some time ago. Toyota first dipped its toes in the water back in 1993 with the T100 pickup, and this vehicle went on to become the Tundra in 2000. Nissan followed with its Titan that hit the American market in 2003, but it hasn’t proved as successful for the brand and 2024 was the last year of manufacture for the big Nissan truck.

Toyota continues with the Tundra, however, and its third-generation model launched in the USA in 2022. Now, in a world first for the Toyota brand, the left-hand-drive Tundra is imported to Australia, re-engineered for right-hand drive by Walkinshaw Automotive, and is now on sale in Toyota dealerships.

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It’s no surprise that Nissan struggled to bring a truck to the US market as it’s dominated by the American brands. Ford’s F-150 pickup marked 75 years in production in 2023, and it has been the best selling truck in the US for more than 45 years.

The F-150 has been sold in Australia several times over the model’s long history but after some time away and on the back of a burgeoning pickup truck market here, Ford Australia re-introduced the model here in 2023. Again, this truck is imported in LHD form and is re-engineered to RHD by a Ford-backed third-party manufacturer, and then it is sold by Ford dealers.

With the Tundra recently arriving in Australia we lined one up against America’s favourite pickup (even if it hasn’t had that same success here) to see how the respective rigs stack up.

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Spec for spec

The Tundra is currently only offered in one model grade, the $155,990 (+ORC) Limited, with a second higher specification variant set to land some time later in 2025.

Ford Australia offers two grades of the F-150, starting with the XLT short wheelbase at $106,950 (+ORC) and up to the Lariat long wheelbase at $140,945 (+ORC). For this comparison test we have the F-150 Lariat SWB which retails for $139,950 (+ORC). Both grades of F-150 are available with a choice of long or short wheelbases, not that there’s anything short about any of these trucks.

The Toyota Tundra is significantly more expensive than the Ford F-150 and Chevy Silverado, as well as the RAM 1500 in any grade other than the Limited and TRX. But the Tundra brings something to the market that none of its competitors do in the form of a parallel hybrid drivetrain.

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Yes, the Hemi V8 powered RAM 1500 has its 48-volt system but that’s a mild hybrid (like a HiLux) and not a full hybrid as found in most Toyota vehicles now.

That said, even when driving in the ECO drive mode, the Tundra only moves under EV power at a crawling pace, and as soon as you squeeze the throttle the petrol engine cuts in. You can also feel it cutting in and out when cruising on the highway, which no doubt saves fuel, but the petrol engine is in operation most of the time.

The petrol/electric hybrid powertrain offers plenty of grunt with a class leading 326kW and 790Nm combined. It pulls strongly when you put your foot down with a not too foul sounding growl from the petrol engine. And the 10-speed auto does a fine job without raising any concerns.

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The Blue Oval F-150 offers no such electrification but with outputs of 298kW and 678Nm it doesn’t feel left behind by the Toyota in any regard.

The Ford’s use of mainly aluminium body panels on the F-truck, and without the weight of the hybrid system and battery, leave it some 200kg lighter than the Tundra, and it feels more sprightly than the Toyota when you put your foot down. Very sprightly, in fact, as the 3.5-litre twin turbocharged V6 propels the Effie quicker to 100km/h than the smaller Ranger Raptor performance ute.

While we’re talking drivelines, this presents another major difference between the F-150 Lariat and the Tundra Limited. The Lariat has a transfer case that offers 4×4 auto on demand, so you can drive in 4×4 on any surface, while the Tundra is only part-time 4×4, meaning you can’t drive it in 4×4 on dry sealed roads without risking expensive damage to the transfer case.

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Our experience has shown that on-demand 4×4 or a full-time AWD system would be appreciated for towing heavy loads and when driving on gravel roads, such as the forest tracks where we took these two trucks for photography purposes.

The F-150 XLT doesn’t get the benefit of an on-demand transfer case and it’s just part-time 4×4 like the Tundra, while further up the Tundra range in the US, the Toyota is available with on-demand/dual range 4×4. Perhaps we’ll see that feature in the upper-spec 2025 model.

Something else the F-150 has that the Tundra doesn’t is a locking rear differential, which could come in handy when you’re pulling your luxury cruiser up a greasy boat ramp or a loaded horse float out of a boggy paddock.

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The Tundra Limited also falls behind in some interior features that are offered on the Lariat. The most obvious of these is the huge panoramic sun roof in the Ford (the Toyota has none) but spend time in the two trucks and you will miss a few other things in the Tundra too.

The interior is big, spacious and well laid out in both trucks but something I really appreciate in the Ford is the flat rear floor which offers a huge usable storage space when the rear seat is not in use and is folded up. The Tundra’s seat folds up too but not as far out of the way, and the floor has a transmission tunnel running down it, limiting the usable space.

Both trucks have digital dash displays but the Ford’s is more configurable and includes a TPMS and speed sign recognition, which are features that I use and value.

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The Tundra’s multimedia screen is bigger and better placed up high on the dash than that in the Ford, but both are clear and functional with all the connectivity and features you’d expect in a modern $100,000-plus vehicle.

Both trucks have a wireless phone charger and many USB-A and USB-C ports. Both have premium sound systems with a JBL system in the Toyota and a B&O set up in the Ford.

The cabins of both trucks have large glasshouses that offer plenty of vision for the driver and passengers, making them great long-haul drivers.

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Something else we found in the Tundra was that it transmits a lot of heat through the roof on hot, sunny days resulting in uncomfortable heat around the faces of front-seat occupants while the air conditioning was set at a lower temperature than what I would normally run it at. I found this odd as the aircon in Toyotas is usually the best in the business.

The seats are leather covered with real leather in the Lariat and synthetic leather in the Toyota. This is also the case on the steering wheels of both vehicles, and the faux leather in the Tundra feels hard and less luxurious than the genuine hide in the Ford.

The front pews in both trucks are power adjustable, heated and cooled, while the rear seats in the Ford are also heated. As mentioned, the rear seat squab in both trucks folds up for more storage space, but the space under the seat of the Tundra contains fuse and electronics boxes, while the F-150 has useful storage bins there.

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Hauling Assets

Despite their size the carrying capacity of these full-size pickups is poor when compared to the midsize utes that are popular in Australia.

Utes like the HiLux and Ranger have a higher payload than their American counterparts, usually closer to 1000kg than the sub-800kg in the Tundra and F-150. You can carry a lot of Styrofoam or balsa wood in those huge cargo tubs! It’s no wonder that GVM upgrades are popular for the US trucks.

What they do haul exceptionally well is a trailer, and both of these trucks will pull a 3000kg to 3500kg trailer easily (the maximum any midsize ute can legally tow) and up to 4500kg with the right equipment such as a heavy duty tow ball and hitch.

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Ford specified all of their F-150s with the heavy duty tow kit from the factory. But load either of them up to that 4.5-tonnes of towing and you’ll be left with very little capacity on your GCM, so it pays to be aware of this and what your load limits are to keep your rig legal and safe on the highways.

Both vehicles here have towing-specific settings, with the Ford’s screen more comprehensive, plus it has the Trailer Pro reversing system to aid novices when reversing a trailer.

The Tundra’s load tub has both adjustable and fixed tie-down points, as does the Ford’s, with the latter also adding a 12-volt power socket and light in the cargo bed.

The Tundra has a folding bed cover while the F-150 has none, but does have a real handy step ladder that drops down out of the tailgate to make getting in and out of the bed easier and safer, and an opening rear window.

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Verdict

While both of these trucks are built to do the same thing, and they both do it well, the key differences between them are the price and standard features.

The F-150 Lariat, at nearly $15,000 less than the Tundra Limited, is the most appealing of the duo, as much for the extra gear in it as the lower purchase price. Having the on-demand 4×4 system is a big plus for anyone towing or regularly driving on gravel roads, and the better-quality feeling of the interior is a positive every time you step inside.

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If you really need to feel like you’re saving the world by driving a hybrid then the Tundra is your only option but any advantages there are very minimal. The fuel saving of the Tundra over the F-150 during our drive was hardly worth talking about

All things considered we can see why the F-150 has been America’s most popular truck for so long, and it would certainly be the one for us among these two. It will be interesting to see what Toyota delivers with its higher-grade Tundra later in the year… but how much more will it cost?

Isuzu UTE Australia has ended 2024 with a total of 48,172 new cars sold and delivered, which is an exceptional result for a company with just two models in its shed.

This sales result positioned Isuzu as the 8th best-selling automotive brand in Australia, which is an improvement on 10th in 2023 and 9th in 2022. In fact, it was an improvement of 6.2 per cent year on year.

Breaking it down further, the D-MAX – which received a facelift in May – accounted for the majority of sales for the Japanese marque, with 30,194 units delivered for customers throughout last year. This consolidated its position as the third best-selling vehicle in the one-tonne LCV category, behind the Ranger and HiLux.

A total of 17,978 sales were registered for the seven-seat MU-X, up from 14,139 in 2023 – an impressive 27.2 per cent year-on-year increase. Interestingly, MU-X sales are up a whopping 38.9 per cent compared to the start of 2023. With a facelifted version imminent, another stellar year of sales is anticipated.

As a result, the MU-X finished 2024 as the second best-selling vehicle in the ‘Large SUV for less than $80K’ segment.

“Finishing 2024 as Australia’s eighth best-selling automotive brand is an outstanding result for our two-vehicle marque, and a reflection, I hope, of our commitment to listening to our customers and their feedback,” said Isuzu UTE Australia’s Managing Director, Junta Matsui.

“It’s a great privilege to have been chosen to put new Isuzu D-MAX and MU-X models in more than 48,000 Australian driveways this past year, and I would like to thank each buyer for putting their faith in us.

“The long-term success of the MU-X has also been gratifying. Incredibly, 2024 marked 11 years since the MU-X became available locally, and it’s continued to achieve close to 30 per cent growth in each of the past two years, as well as placing first or second among ute-based SUV sales for a decade.”

The facelifted 2025 Isuzu MU-X off-road SUV is slated for a Q1 2025 release in Australia.

The facelifted MU-X which debuted in Thailand in June 2024 shows revision which largely mirror those applied to the D-MAX ute it is based on, with an updated exterior design and more technology inside.

Headlining the changes is a revised front end with a larger grille, a new fighter jet-inspired bumper with an air curtain to improve aerodynamics, and revised LED headlights.

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There are also updated tail-lights with a new internal signature, a black connecting strip, and new 18- or 20-inch alloy wheel designs.

In Thailand, a new top-of-the-range RS variant will be available with a blacked-out exterior – including a gloss-black roof – and green stitching for the seats, as well as red ambient lighting strips.

Inside, the MU-X receives new 8- or 9-inch central touchscreens with an updated infotainment system that now supports wireless Android Auto connectivity, along with revised graphics, an easier-to-use interface, and a new 360-degree camera system with an underfloor view.

It also gains USB-C charge ports, physical volume and tuning controls, capacitive shortcut buttons for the media controls, an available 7-inch semi-digital instrument cluster, updated front seat patterns, and traffic jam assist to operate the accelerator and brakes for hands-free driving in low-speed traffic.

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The 110kW/350Nm 1.9-litre four-cylinder turbo-diesel engine is expected to remain, but speculation is circulating that the venerable 3.0-litre version could be replaced with a new 120kW/400Nm 2.2-litre turbo-diesel. We’ll have to wait until closer to the launch for confirmation.

Safety enhancements centre around a next-gen stereo camera that improves autonomous emergency braking and adaptive cruise, and adds pedestrian detection at junctions, rear cross-traffic braking and a 360-degree camera with ‘transparent bonnet’ view.

More information will undoubtedly be released closer to the vehicle’s official Australian launch in February, so stay tuned.

GWM has confirmed the Cannon ute will officially go on sale in Australia from February 2025.

Following a successful year of growth for the Chinese brand – which saw a total of more than 42,000 GWM vehicles sold in Australia – the Cannon ute will use the same 135kW/480Nm 2.4-litre turbo-diesel engine and 3500kg towing capacity of the bigger Cannon Alpha.

“We’re excited to bring the new GWM Cannon to Australian customers in February,” said Steve Maciver, Head of Marketing and Communications for GWM. “With almost one in five vehicles sold in 2024 being a ute, it’s vital for GWM to stay ahead in innovation and technology while meeting the evolving needs of our customers.”

The Cannon ute will feature revised exterior styling consisting of a new grille and lower front bumper, and a new wheel design. Plus, an overhauled interior will include a reconfigured dash with a larger infotainment touchscreen and digital instrument cluster. The Cannon ute will also adopt the gear shift lever as found in the GWM Tank.

The story to here

The 2024 GWM Cannon Ute has officially debuted in China, with the facelifted and revamped model securing a 2.4-litre turbo-diesel engine for the first time.

It’s the same 135kW/480Nm unit as found in the Cannon Alpha already on sale in Australia. In that vehicle it has an official fuel consumption figure of 8.9L/100km, and it’s mated to a nine-speed automatic transmission and coupled with a Torque On Demand (TOD) four-wheel drive system that features a Borg Warner transfer case.

The visual changes of the MY24 model – both inside and outside – were first seen back when the curtains dropped at the 2023 Shanghai Auto Show, and you can read about that below.

Earlier this year (April 2024), GWM Australia and New Zealand’s head of marketing, Steve MacIver, told 4X4 Australia that discussions are certainly underway to bring the 2.4-litre turbo-diesel engine to Australia.

“The GWM Cannon Ute has been a big contributor to the brand’s recent success in Australia. As such, we continue to work with the factory for opportunities to make it even better. The addition of a larger and more powerful 2.4L diesel engine is certainly an opportunity that we’re in discussions with the factory on,” MacIver said.

“It’s not yet locked in for Australia, but, suffice to say, we’ve expressed our interest in this powertrain upgrade and indeed any other improvements that add further to the Cannon’s already strong appeal.”

Cannon debuts at 2023 Shanghai Auto Show

The facelifted 2024 GWM Ute debuted at the 2023 Shanghai Auto Show.

It was headlined by a completely redesigned interior similar to the brand’s Tank products, with a freestanding 7-inch digital instrument cluster and a 12.3-inch infotainment system. Currently, the GWM Ute features an integrated 9-inch touchscreen and a hooded instrument cluster in either a 3.5-inch or 7-inch configuration.

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The infotainment system appears to be running new software, with a built-in SIM and WeChat and Douyin (TikTok) support in China. The vehicle can be controlled via a smartphone application in its home market. To accommodate the larger touchscreen, the centre air vents have been moved below the dashboard, and there are new upholstery options, including two-tone black and brown leather.

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However, as with GWM’s Haval SUV range, the larger touchscreen sees the omission of physical knobs for the air-conditioning and media controls, replaced by a row of shortcuts for the touchscreen. Other additions include; a new steering wheel and shift-by-wire gear selector lifted from the Tank 300, a 50-watt wireless phone charger, USB-C charge ports, and a heated steering wheel.

Outside, the refreshed Ute features a new-look front grille and bumper with larger circular fog lamps, and a standard hard tonneau cover for select variants.

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An updated active safety suite now includes Level 2+ semi-autonomous abilities, including traffic jam assist, while an automatic parking system has also been added.

The powertrains, including the 2.0-litre turbo-petrol and 2.0-litre turbo-diesel, have no updates to correspond with the update. As such, expect Australian examples to remain motivated by the current 120kW/400Nm 2.0-litre turbo-four diesel engine matched to an eight-speed torque-converter automatic transmission.

A blacked-out Vanta flagship and two cab-chassis variants were recently added to the GWM Ute dual-cab range in Australia, while a more-rugged Off-Road Edition has been homologated and could launch here in the coming months.

GWM Australia has also homologated single-cab and manual transmission versions of the Ute for local sale – but these variants have yet to appear in showrooms.

The EV race has certainly begun in Australia, but very few electric utes are available here or even confirmed to come.

With the Toyota HiLux and Ford Ranger comfortably sitting on top of the new-car sales podium, there is a growing demand for electric spin-offs – and also scepticism, due to the range and towing requirements of many buyers.

However, a number of options exist overseas with specifications largely comparable to Australia’s favourite vehicle type, including models from traditional automakers, such as Ford and Chevrolet.

Here’s a list of electric utes currently available globally, in addition to those arriving soon.

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• Ford F-150 Lightning
• GMC Hummer EV
• Chevrolet Silverado EV
• LDV eT60
• Rivian R1T
• Tesla Cybertruck
• What else is there?

Ford F-150 Lightning

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Ford has confirmed that it plans to bring the electric version of its iconic F-150 pickup truck to international markets, including Australia, but the exact timeline for the launch here is anticipated around 2025.

At its core, the Lightning is made up of either a base 98kWh or extended-range 131kWh battery, with an ‘e-axle’ at each end for constant four-wheel-drive. Reports indicate the Lightning has a range between 370km and 500km on a full charge, depending on the configuration.

As of now, there’s no official price or detailed release date for Australia, but Ford is expected to make an announcement closer to the launch window around 2025.

GMC Hummer EV

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The GMC Hummer EV is a wild all-electric pick-up, offering serious off-road performance.

General Motors estimates the Hummer’s three-motor e4WD system can deliver 745kW and an astonishing 15,600Nm of torque, utilising the company’s Ultium battery architecture. It boasts an estimated driving range of more than 563km, and is compatible with 350kW DC fast chargers.

Despite a claimed 0-100km/h time of a mind-boggling three seconds, perhaps the most compelling technology for 4×4 enthusiasts is the inclusion of an Extract Mode, which raises the vehicle’s suspension height by about 150mm courtesy of an adaptive air suspension set-up.

If all else fails and the path ahead remains impenetrable, CrabWalk mode will steer the front and rear wheels at the same angle at low speeds, enabling the vehicle to progress in a diagonal direction.

The electrified Hummer also features driver-selectable modes to tailor performance, selectable drive modes, adaptive dampers, and a premium interior fitted with a 13.4-inch infotainment system.

Chevrolet Silverado EV

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General Motors has revealed a more subtle take on the wild GMC Hummer.

The Chevrolet Silverado EV is based on the same Ultium electric architecture, with a claimed driving range of up to 644 kilometres. According to the brand, the most powerful Silverado EV offers 495kW and 1065Nm from dual electric motors mounted at each axle.

An entry-level Work Truck will be offered for tradies and fleet buyers, while the RST First Edition model targets retail customers with greater comfort and features. A mid-spec Trail Boss variant will be added later.

With a starting price almost identical to the Ford F-150 Lightning, the Silverado EV promises a big jump in driving range over its arch-rival, which claims 386 kilometres in standard form.

It will support 350kW DC fast charging, four-wheel steering, adaptive air suspension, and Chevrolet’s configurable tailgate. There is also a front boot, akin to Tesla and the F-150 Lightning.

LDV eT60

Australia’s first all-electric ute – the LDV eT60 – released locally in November 2022, with an eye-watering price tag $92,990.

The LDV eT60 4×2 dual-cab features an 88.5kWh lithium-ion battery, giving the electric ute a WLTP-rated driving range of 330 kilometres. It is powered by a single electric motor mounted to the rear axle, producing 130kW and 310Nm – down 30kW and 190Nm compared to the 160kW/500Nm twin-turbo diesel T60.

The LDV eT60 has a 1000 kilogram braked towing capacity – a third of the diesel T60’s. Its 1000kg payload, however is actually higher than the regular range – which is rated at 750kg for the flagship Luxe and 935kg for the entry-level Pro.

Equipment wise, the the eT60 scores six-way electric front seats trimmed in leatherette, a large 10.25-inch central touchscreen with wired Apple CarPlay, rain sensing wipers, a 4-speaker sound system and a plastic multi-function steering wheel.

A second-gen LDV eT60 inspired by Maxus GST is slated for an Australian release in the near future.

Rivian R1T

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The electric Rivian R1T rolled off the production line in September 2021, beating the Ford F-150 Lightning to the North American market.

Based on the start-up’s ‘Skateboard Platform’, the R1T – also available in R1S SUV form – features a quad-motor, all-wheel-drive setup producing up to 623kW and 1231Nm, allowing for a three-second 0-60mph (0-97km/h) sprint.

The R1T claims a driving range of 505 kilometres.

Rivian has expressed a desire to offer the R1T in Australia, but it’s unclear whether a right-hand-drive model will be built at its US plant, or whether local buyers will be forced to wait for a rumoured UK factory to be built before vehicles start arriving on our shores.

It sent two vehicles – an R1T and R1S – to Australia for climate testing, but these examples were left-hand drive.

Tesla Cybertruck

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You might be glad, or you might’ve hoped it wouldn’t happen – but Elon’s teenage wet dream, the Cybertruck, is actually real.

Despite the company previously taking $150 deposits in Australia, it’s not yet clear whether the model will actually be sold here.

It’s worth noting that Tesla had never confirmed global availability for the Cybertruck, but allowing Australians to place a (refundable) $150 deposit did at least give Tesla some extra cash to build interest upon.

What else is there?

Ace Yewt

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Australian company Ace currently offers reservations for its Yewt model for $299, with pricing for the all-electric ute starting from $25,995 before on-road costs.

The locally-made vehicle is said to offer a driving range of up to 200km, with a low volume to be produced. It features an 18kW e-motor, 23.2kWh lithium-ion battery pack and a seven-second dash to 50km/h, and is primarily designed for light commercial applications.

Fisker Alaska

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The forthcoming Fisker Alaska electric ute was teased on social media last year – with no news since.

Brand founder and CEO Henrik Fisker released the teaser on LinkedIn, revealing an angular dual-cab pick-up – but stressed the production version will be more extreme.

“Ok, yes, [the] next vehicle might be a lifestyle pick-up truck!,” said Mr Fisker.

“But not just any truck! We want to create the lightest, most efficient EV pick up in the world! Making it the most sustainable! Image is just a teaser! Not the final: final will be way more radical!”

It is believed the Fisker Alaska ute will share its platform with the Ocean crossover, which features an 80kWh battery pack, a claimed 550-kilometre driving range, and up to 410kW.

Fisker has previously told Wheels it plans to bring the Ocean to Australia in the coming years, paving the way for the Alaska ute to arrive locally.

Kia EV utes

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Kia will launch two electric utes as part of a wider zero-emissions line-up, with a total of 14 battery-electric models planned by 2027.

Of the two utes, Kia says one will be an entry-level model, while the other will be a “dedicated electric pick-up truck and a strategic model for emerging markets”.

Few details have been provided by the carmaker, but it’s possible at least one of the models will be a full-size pick-up, designed to compete with the Ford F-150 Lightning and Chevrolet Silverado EV.

Kia Australia has made no secret of the fact that it’s been pushing for a ute of its own in recent years, with earlier reports suggesting the company’s Korean head office had already begun work on such a vehicle.

Mitsubishi Triton PHEV or EV

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Although not yet confirmed as a scheduled model, Mitsubishi has revealed it is exploring how it can best develop a plug-in hybrid EV or even full EV version of its upcoming new-generation Triton.

“Because we have a PHEV system [in the Outlander] we can transfer it to a truck EV or pick-up truck hybrid, so we are now investigating how to fit our PHEV system to a truck type pick-up, yes,” Mitsubishi’s lead engineer for the new Outlander PHEV, Kentaro Honda, told Wheels Media.

“And the Ford Lightning has an EV, that is a good benchmark so we are also investigating a type of truck EV.”

Which electric ute do you prefer? Let us know in the comments below!

With the popularity of full-size American pick-ups continuing to grow in Australia we wanted to take a closer look at what the attraction is, and what it would be like living with one in suburban Melbourne.

With that in mind we picked up this Ford F-150 which we’ll be driving over the next three months. This example is the base-spec XLT and we chose the short wheelbase variant thinking it would be a bit easier to park around town. The F-150 XLT SWB starts at around $107,000 plus ORC.

JUMP AHEAD

• Part 1: F-150 in the 4X4 shed
• Part 2: Is bigger better?

Part 1: F-150 in the 4X4 shed

While the plan is to see what the Effie is like around town, we admit that these full-size trucks do their best work out on the open roads and highways, and that’s what we did first up, hitting the highway for an interstate road trip and weekend camp.

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This might be the SWB model but that only limits the length of the cargo tub, leaving plenty of space in the cabin. With rear-seat passengers and the seat squab folded up, there’s a ton of flat floor space to carry your gear inside the cabin where it is secure.

I was able to fit a 40-litre fridge and a power pack to keep it running in the rear-seat area as well as my swag and kit pack. I used the seat mounts to secure the heavier gear with tie-down straps and with a bit more planning I could have used an elasticised cargo net as well. Some specific tie-down points here would be handy and the Ram 1500 has them for just this reason.

With my gear in the cabin, all I had left to load into the massive cargo tub was a couple of bags of firewood and some car parts I needed to drop off. The bed has a spray-in liner, plenty of tie-down points, and a handy fold-out step that makes it easy for fat old blokes to climb into the tray when loading.

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There are a few features in the F-150 XLT that I actually prefer over the higher-spec Lariat; the cloth seat coverings feel hard wearing without feeling cheap and harsh, and I think they will stand the test of time longer than the leather pews in the Lariat, and XLT’s column-mounted transmission shifter is easy to use and frees up the the centre console for storage. The console is huge compared to what you get in any midsize ute, and it’s nice to be able to make the most of it without a T-bar shifter taking up space.

The XLT’s multimedia screen is not as big as the one in the Lariat but it is still big enough and easy to use. Everything about living with the F-150 is easy, except parking it in town.

Out on the highway the Effie tours with ease, eating up the highway miles with an average fuel use in the low 12L/100km range. The 678Nm twin-turbo V6 petrol engine has plenty of poke for overtaking and the 10-speed auto kicks back the ratios accurately when you put your foot down to overtake.

These big trucks make interstate trips effortless, meaning less stress and fatigue for the driver, and the 136-litre fuel tank means that while you’re not stopping at every fuel station, you’ll be pulling up just enough to give yourself a break when you need it.

We did have one small niggle with the Effie from the start; each time we started the truck, the dash display would give a low battery voltage warning, and this continued after the road trip which should have well and truly had the battery charged. It wasn’t a problem and even after sitting in my driveway for a week the F-150 still started straight away when I hit the button. Ford chose to check it out and simply replaced the battery to avail any further problems.

We hope to put more miles on the F-150 over the coming months including the holiday break, loading it up and getting some dirt under the tyres. We’ll keep you posted.

Part 2: Is bigger better?

It’s been a month in the city for the big Ford and I’ve learned to pick the times when I need to go and buy groceries and where to find the best parking spots.

Yes, the F-150 fits width-wise in a standard supermarket parking spot but it can be a squeeze, and the folks parked on either side might not be able to get in their cars if they return before you do, but it does fit – even if the tray is hanging out a bit. Most of the locals just stare in horror that I would even park it there.

While many comment on how big the F-150 is they don’t realise that it’s really not that much bigger than a Ranger or Hilux, but its bigger than what they are used to. It’s that size that make the Effie so comfortable and such a pleasure to drive. Aside from the suburban parking, driving the F-150 is a dream and I can’t wait to get out of town with it.

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Even though most people only see the big size of the Ford, it’s the little things that are the only real negatives to it. Like the piddly little side mirrors. Big trucks need big mirrors and with the tiny mirrors that the F-150 comes with you can easily lose an SUV or family hatch in the blind spots down the sides. It means moving I your seat to get a proper look down the side iof the truck before you think about making a lane change or turn, just to make sure there’s not another car hidden there.

I’m sure that Ford offers the F-150 with bigger side mirrors in the USA so I can’t understand why Ford Australia wouldn’t have specified them for the Aussie trucks. Especially as many F-150 buyers will be making their purchase to tow a large caravan or other trailer. It leaves big opportunity for the aftermarket to come out with mirrors better suited to the truck and what it will be used for.

Something else that it totally inadequate on the F-150 XLT is the piss-poor performance of the halogen headlight. The XLT get halogen lamps while you have to step up to the Lariat to get LED lighting. In my opinion, the both should have LEDs standard.

The first time driving the Effie at night I was switching the lights on and off trying to determine if they were on or not. I could only see if they were on if they caught a reflective road marker and it wasn’t until I got out of town and away from streetlights that I could see the actual beam on the road. When other cars were overtaking me the difference between the beams from their lights compared to the Ford’s was remarkable. Something else for the aftermarket to come up with an upgrade.

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I mentioned last time how much I appreciated the large flat area in the back seat for stowing my 40-litre fridge, swag and other camping gear for a weekend trip; I found another use for it when I was able to put a full-size 26-inch Cruiser pushbike in the back without having to remove a wheel or loosen the handlebars. That’s something no mid-size ute can accommodate.

Yeah, I could have put it in the tray, but it would need to be secured there and it would be vulnerable to theft and be out in the weather. The back seat space it ideal.

• Kilometres this month: 223km
• Average fuel use: 13.4L/100km

2025 is destined to be another huge year for the four-wheel drive community.

We have a number of hugely anticipated vehicles on the horizon – Kia Tasman, GMC Yukon and Ranger PHEV, to name a few – and plenty of ground-breaking aftermarket gear to suit.

To kick off our year here at 4X4 HQ, we’ve put together an eclectic selection of 4×4 content for your perusing pleasure, including an off-road drive in a right-hook Tundra Limited, a head-to-head between the Tundra and an F-150 Lariat, and an in-depth look at a six-wheel BT-75.

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The six-wheel BT-75 in question is essentially a BT-50 on steroids, courtesy of serious chassis and suspension mods carried out by the team at Six Wheel Conversions. As a result, it has a new GVM of 4630kg (3100kg as stock) and the GCM is a ludicrous 8130kg (up from 6000kg). Think of a modification, and this beast has probably had it done.

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Another, rare custom featured in the January 2025 magazine is a Mahindra Scorpio that dares to be different. You don’t see many Scorpios around the tracks, and certainly not one as well-equipped as this one. Sourcing gear may have been a struggle for the owner, but the fit-for-purpose result looks like it was all worth it in the end.

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We also secured a drive of Volkswagen’s Amarok 10 Deserts Edition, a commemorative vehicle from VW released to celebrate its recent Guinness World Record for driving Australia’s 10 recognised deserts in a time of six days and 17 hours in a modified Amarok. This special edition Amarok features bespoke 17-inch alloy wheels, raised suspension, underbody protection and a soft tonneau cover. Aggressive all-terrain tyres are available as a no-cost option.

Our BIG build for 2025 is off to a massive start, with the 79 Series LandCruiser preparing for the bush with a package of protection and recovery gear from Ironman 4×4. Plus, we sent it to MultiDrive to rectify the discrepancy between its front and rear wheel tracks. While we were there, we added on a few extras from the folks next door at NSV Australia.

We were also elbow-deep testing new products for this issue, including a Terrain Tamer ELocker; Terrain Tamer aluminium radiator; Pak Offroad 40-litre water tank; CAOS LED lanterns; and a Bendix Ultimate brake upgrade kit.

What else is there?

• Tracking the Old Ghan Railway
• Exploring Duncan Road in WA/NT
• Triton GLS in the shed
• F-150 SWB XLT long-term update
• New products, news and more!

The January 2025 issue of 4X4 Australia magazine is out now!

Australia will more than likely be getting a plug-in hybrid SUV from the folks at BYD, with spy shots of the off-road SUV on local roads circulating online.

The image shared to the BYD EV Owners Australia Facebook group shows a heavily camouflaged Fang Cheng Bao 5 PHEV – to be sold in Australia as the BYD Denza B5 – in left-hand drive, wearing a NSW number plate.

To compete with the likes of the Toyota Prado, Ford Everest and Isuzu MU-X, the The Denza B5 will almost certainly be offered at a considerably thriftier price – much like the BYD Shark which launched in Australia with a mouth-watering sub-$60K price tag.

The Denza B5 is built on BYD’s DMO (Dual Mode Off-Road) platform – the same set-up underpinning the Shark – but it is powered by a 1.5-litre turbocharged 135kW engine that works in tandem with two electric motors on each axle (485kW) for a combined output of 505kW and 760Nm. Comparatively, the Shark produces 321kW and 650Nm.

The PHEV drivetrain – and its 85-litre fuel tank – gives the Denza B5 a claimed range of about 1200km and a 0-100km/h time of 4.8 seconds. Using just the 31.8kWh battery is said to provide an electric range of approximately 125km.

The Denza B5 features height-adjustable hydraulic suspension, which maximises ground clearance to a generous 310mm. It measures 4890mm by 1970mm by 1920mm and has a wheelbase of 2800mm. Plus, the interior is similar to the BYD Shark, which includes a 15.6-inch touchscreen, a 12.3-inch instrument display, and four-zone climate control.

In China, the Denza costs between 239,800 and 302,800 yuan (approximately AU$52,000 to AU$66,000). An Australian release date has yet to be confirmed, but we expect it to occur in the second half of 2025.

One of the most often spoken about aspects of the VDJ LandCruisers is the discrepancy between the front and rear wheel tracks.

The wheel track is the width between the wheels across the vehicle, measured at the centre line of the tyres. There was never a problem with the wheel track on 70 Series LandCriuisers prior to 2007, but that is when Toyota introduced the VDJ V8 engine. To make the V8 fit in a chassis that was designed for an inline six, Toyota had to widen the chassis rails at the front of the vehicle and this included the front live axle setup, thus widening the front wheel track.

Toyota never saw fit to widen the rear axle to match the new wider front, resulting in a difference front to rear of 95mm, which might not sound like a lot but having the rear wheels out of line with the front has a considerable effect on the way the LandCruiser handles, particularly on rutted roads and sandy tracks where the rear wheels don’t follow the tracks created by the front wheels, so they end up squirreling the vehicle around when trying to drive in a straight line. This problem is amplified if you have a heavy load in the tray or on the towbar.

Even after more than 25 years, Toyota still refuses to acknowledge that this is a problem with the 70 Series LandCruiser and says there is no reason to rectify the wheel track discrepancy. Thankfully the aftermarket does recognise the problem, and a number of companies have come up with solutions. One such company is Geelong’s Multidrive Technology, which is where we sent our LandCruiser to rectify the track.

A modification that changes a vehicle’s wheel track in this way is something that needs to be engineer approved and the Multidrive solution has second stage manufacturing (SSM) approval so it is covered nationally when done before the vehicle is first registered. If the work is done after the vehicle is registered it will need to be approved by an engineer in the state of vehicle registration… and again anytime that registration is transferred interstate, so it’s always best to get the mods done pre-rego if possible.

Multidrive Technology works with Terrain Tamer on the engineering side of its GVM upgrades to the 70 Series and the rear track correction is covered under the GVM SSM on our vehicle.

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Multidrive currently has two options for widening the rear track on the 70. The first is the Tru Tracker which uses replacement bolt-on stub axles that widen the rear-end and use wider axle shafts. The Tru Tracker only allows a GVM up to 3780kg but for our vehicle, with its 3950kg Terrain Tamer GVM upgrade, we went with the higher rated option.

The 3950kg rated rear diff employs a remanufactured OEM axle housing using the OEM stub axles and replacement axle shafts. The remanufacturing process cuts the OE housing into sections with new billet axle tubes and housing sections welded back in between the centre and outermost parts of the housing. The remanufactured housing also extends the buttressing that is under the factory housing, wider than OE to the outer ends for increased strength.

The remanufactured diff housing is refitted with the original diff centre and brakes and fits back in using all the original mounting points and hardware. New brake lines are required to reach the brake calipers as these are now further out from the centre and these are included in the kit, along with all other hardware required.

Installation

Installing the wider rear axle into our LandCruiser was relatively easy for the team at Multidrive’s HQ. Most of the company’s work is building and modifying 4×4 vehicles for various departments such as fire brigade, forestry, mining and other industries that require built-for-purpose 4×4 vehicles.

Along with the Ford Ranger and Toyota Hilux, many of these vehicles are LandCruiser 79s with modifications ranging from simple upgrades to chassis extensions, 6×6 conversions and complete builds. Rear wheel track correction is usually a part of all the 70 Series builds as the relevant departments also want to rectify this shortcoming in the Toyota product to ensure the safety of their staff who drive them.

To put it simply, once the rear wheels have been moved, the brakes are likewise taken off allowing the axles to be slid out of the housing and the diff centre removed as well. Then the housing can be unbolted from the leaf springs and removed, and the replacement wider housing installed in the reverse order. Once the job is completed you’d swear it was like this when it came out of the Toyota factory, and only an eagle-eyed spotter might notice the extra width between the leaf springs and the backing plate on the brakes where you can also spot the extra bracing under the housing.

A perfect fit and retaining the factory look of the diff isn’t the only advantage of using the remanufactured housing over a fully fabricated one. By retaining the factory Toyota centre section where the diff centre bolts in, you maintain the correct lubrication required for longevity of the mechanical parts. Some fabricated housings with flat steel rather than the bowl-shaped Toyota housing have been known to suffer from premature failure.

We’re yet to load the Cruiser up and hit the tracks with it so we can’t comment on the way it drives, but we can say that the 79 now looks ‘right’ with its rear wheels in line with the fronts.

NSV extras

While we were at Multidrive we slipped in next door to NSV Australia to see what was going on. Both Multidrive and NSV Australia fall under the umbrella of Kinetic Engineering who perform a wide range of engineering services and work for a variety of industries and companies.

NSV is more of a vehicle accessories business which has until recently concentrated on the Middle East and USA 4×4 markets, but is now trading in Australia and was happy to fit some of its 70 Series accessories to our ute.

NSV’s Smart Air Compressor kit mounts an air compressor out of the way, yet still easy to access under the passenger seat. The unit mounts on its own bracket which is then held in place using the OE LandCruiser seat mounts so there’s no additional drilling or fabrication required.

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The included wiring harness plugs directly into the Cruiser’s harness so there’s no dodgy wiring or connections needed – it’s simply plug and play.

The single pump compressor is a compact unit that is rated to >50L/min@40psi with a maximum working pressure of 150psi and a duty cycle of 20 minutes on/40 minutes off. Sure, that’s not going to challenge the speed of the big twin-pump compressor that you might have already, but there’s more to the NSV compressor than you might expect…

A control panel that mounts into the dash on the passenger side of the vehicle allows you to set the pressure you want the tyres set to, be it for on-road, sand, gravel or heavily loaded; screw the included hose onto the tyre valve and the pump will automatically inflate or deflate the tyre to the set amount. As the tyre valve connection is a screw-on type it allows you to step away from the wheel to do other things while the compressor does its work and the control panel switches the compressor off once the desired setting is reached.

The kit is high quality and is made to OE standards, hence the plug and play nature of the fittings.And when we say OE standards we mean it; the NSV compressor kit for the Toyota Tacoma is offered as a factory accessory under a Toyota part number in the USA. That kit mounts the compressor behind a panel on the load bed with the air outlet and control panel in the tray where it is easy to access.

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At the time of writing, NSV was working with Toyota Australia to hopefully offer a kit for the 250 Series Prado as a genuine accessory sometime in the future. Ahead of the passenger seat NSW can fit a quick release fire extinguisher bracket that is mounted using the seat mount bolts and holds an 80mm fire extinguisher securely in an easy to access position.

The bracket has been crash tested to ensure it meets all ADR requirements for an extinguisher mount to safely contain a relatively heavy object. NSV offers these extinguisher brackets for dual and single-cab LandCruisers, plus the popular Isuzu D-MAX, Ford Ranger and Toyota Hilux utes.

Other products already coming from NSV include a child seat mounting bracket for 79 Series, arm rests for 70 Series, and an integrated light bar for 200 Series LandCruiser, and we expect to see more products coming for the Australian market soon.

Building and equipping 4×4 vehicles for various industry uses as well as recreational four-wheel drivers has allowed Multidrive and NSV to develop high quality products to OEM and better specification that you know will fit and perform reliably.

Pricing

• MDT0039-ESC MDT welded diff disc ESC: $5850 plus freight ($6570 installed)
• LC70 Integrated Smart Compressor: $1177 plus freight ($1538 installed)
• QRFE Bracket (no extinguisher): $110 plus freight ($180 installed)