The new Kia Tasman follows the popular midsize 4×4 ute recipe of being a body-on chassis pick-up powered by a diesel engine and dual-range 4×4 system.

It will be offered in both double- and single-cab configurations, as well as cab-chassis options and two-wheel drive models. From launch, the Tasman will be offered in five model grades: S, SX, SX+, X-line and X-Pro. The high-grade X-Line and X-Pro models are available in 4×4 only while the lower grades are offered in both 4×4 and 4×2 variants.

JUMP AHEAD

• Pricing, model grades and key features
• Interior features and cabin tech
• Turbo-diesel engine and drivetrain details
• Chassis, suspension and local tuning
• Safety features and ANCAP rating
• Tub dimensions, payload and accessories
• Final verdict
• Full specs

Pricing, model grades and key features

Kicking off the range at $42,990 +ORC for the 4×2 variant and $49,990 +ORC for the 4×4, the Tasman S is far from a bare-bones workhorse.

It rides on 17-inch black steel wheels with a full-size spare, and includes LED headlights, daytime running lights, and LED interior lighting. Pick-up versions gain front and rear parking sensors, a rear-view camera, a tailgate with lift assistance, rear bumper steps, and an integrated trailer brake controller.

1

Inside, the Tasman S offers a surprising level of tech for an entry-level ute, including Kia’s new panoramic display incorporating a 12.3-inch digital driver cluster, 12.3-inch multimedia screen and a 5-inch HVAC panel. There’s wireless Apple CarPlay and Android Auto, six speakers, cloth trim seats, and dual-zone climate control. Rear-seat passengers benefit from under-seat storage, while the driver gets push-button start, cruise control, Drive Mode Select and a smart key. Trailer Sway Control is also standard.

Moving up to the Tasman SX, priced from $54,490 +ORC, brings a host of upgrades over the base model. Steel wheels are swapped for 17-inch alloys, and drivers gain the benefit of Terrain Modes – Snow, Sand and Mud – for improved off-road performance. There’s also the addition of Smart Cruise Control with navigation-based functionality, Highway Driving Assist 2, electric folding side mirrors, and one-touch safety power windows for the front row. The SX also gains inbuilt satellite navigation.

At the top of the 4×4-focused range, the Tasman X-Line kicks off at $67,990 +ORC and builds further on the SX spec. It ditches the console-mounted T-bar shifter found in lower grades in favour of a column-mounted transmission selector and paddle shifters, freeing up space in the cabin. Comfort and convenience are ramped up with heated front seats, an eight-way powered driver’s seat, artificial leather trim, a second-row centre armrest, and sliding/reclining rear seats. There’s also a dual wireless phone charger and rear fender flare storage on select colours.

Externally, the X-Line scores privacy glass, roof rails, and larger 18-inch alloy wheels, while safety and visibility are boosted with projection-type LED headlights, a Surround View Monitor, Blind-spot View Monitor and Parking Collision Avoidance Assist.

1

Priced from $74,990 +ORC, the flagship Tasman X-Pro builds on the X-Line’s already generous equipment list with a mix of serious off-road hardware and premium cabin upgrades. It runs 17-inch alloy wheels with all-terrain tyres, and adds an electronic locking rear differential with on/off control, an X-Trek off-road drive mode (similar to Crawl Control), and expanded Terrain Modes that now include Rock, alongside Snow, Sand and Mud. Ground View Monitor and underbody fuel tank protection bolster its off-road credentials, while a dedicated off-road display shows real-time steering angle, direction and oil levels.

Inside, the X-Pro delivers a luxury feel with a sunroof, ambient mood lighting, a heated steering wheel, ventilated front seats, heated rear seats, and an eight-way powered passenger seat. The driver also benefits from an Integrated Memory System for seat and mirror positions, while a premium Harman Kardon sound system rounds out the package.

Interior features and cabin tech

There’s been plenty of chatter about the Tasman’s exterior styling – and not all of it flattering – but once you step inside, the conversation is likely to change.

If Kia can get bums on seats, the cabin quality, layout and tech are likely to win over potential buyers. Slip through the wide-opening front and rear doors and you’re greeted by a spacious, well-equipped cabin.

All variants feature Kia’s slick dual 12.3-inch widescreens – one for the driver’s info display and the other for multimedia. A tyre pressure monitoring system (TPMS) is standard across the range, and the infotainment system includes inbuilt satellite navigation, plus wireless Apple CarPlay and Android Auto. Higher-spec models also score dual wireless phone chargers.

1

The X-Pro gets all the fruit, including heated and ventilated power-adjustable front seats, a premium sound system, and second-row seats with slide and tilt functionality. This adjustable rear bench is a real win for passenger comfort, allowing a more relaxed backrest angle – though it does bring your knees closer to the front seats. This feature is also standard on the X-Line. Like some American pick-ups, the base of the rear seat lifts to reveal a handy under-seat storage compartment.

The Tasman’s interior impresses not just for its generous width, but for the sheer level of standard equipment offered in the two X-grade models. If you’re unsure about the exterior styling, do yourself a favour – get behind the wheel at your local dealer. Chances are, the cabin and driving experience will change your mind.

Turbo-diesel engine and drivetrain details

All Kia Tasmans are powered by a 2.2-litre turbo-diesel engine producing 155kW and 441Nm, paired with an eight-speed automatic transmission.

Four-wheel drive models feature a dual-range, part-time transfer case with an additional 4×4 Auto mode that enables all-wheel drive on sealed surfaces. It’s a setup similar to what you’ll find in selected Ford Ranger variants and Mitsubishi’s Super Select-equipped Tritons – giving drivers the added safety of full-time 4×4 in wet weather or while towing.

Only the flagship Tasman X-Pro comes equipped with a selectable locking rear differential, but the other 4×4 variants aren’t left out – they feature an auto-locking rear diff. There’s no front locker available anywhere in the Tasman range. While the power and torque figures are modest compared to some rivals in the segment, they’re adequate for getting the Tasman moving – at least in the unladen, two-up vehicles we drove at launch.

1

We had the opportunity to tow a caravan reportedly weighing 2000kg. With a 3500kg braked towing capacity, the Tasman 4×4 handled the load reasonably well, but I wouldn’t be keen to haul that kind of weight around the country over long distances – as many 4×4 ute buyers often do.

The 2.2-litre single-turbo engine gets the job done, but it leaves you with the sense that it’s craving a bit more grunt. A hybrid powertrain could be the answer – and with plenty of electrified options in Kia’s broader line-up, it’s a future possibility. For now, Kia says around 80 per cent of the 4×4 ute market is still powered by four-cylinder diesels, so that’s where it has chosen to start with the Tasman.

Chassis, suspension and local tuning

The Tasman doesn’t reinvent the wheel when it comes to chassis design.

Instead it sticks with the tried-and-true formula of a ladder-frame construction, live rear axle with leaf springs, and independent double-wishbone front suspension with coils. It’s a setup that works well in the unladen Tasman, delivering excellent body control over twisting, bumpy backroads.

That composure can be credited to the extensive local tuning program the Tasman underwent in Australia, with the development team spending months and thousands of kilometres fine-tuning the suspension for our roads and conditions. According to Kia, the first prototypes that arrived here had a very commercial-vehicle feel – stiff rear leaf packs and minimal roll stiffness up front – but that was quickly addressed during local testing.

1

The Australian development team softened the rear suspension without compromising load-carrying ability and added front-end stiffness for improved handling. Contributing to the Tasman’s balanced ride and body control are position-sensitive dampers at all four corners – the sort of gear usually reserved for aftermarket upgrades or limited-edition models. If I had to nitpick the chassis calibration, it’d be the way the Tasman reacts to sharp bumps and potholes – delivering a jolt that unsettles the body both vertically and laterally. It’s a minor flaw in what’s otherwise a well-sorted package.

Off-road, the softer rear suspension does a great job of allowing decent wheel travel, helping keep the tyres in contact with the ground as much as possible. The steering, too, is well sorted, offering no cause for complaint.

As with the suspension, the local team has nailed the calibration of the electronic traction control (ETC), which reacts quickly and decisively when a tyre breaks traction off-road. A particularly rutted section of track put the system to the test, but engaging the rear diff lock (RDL) saw the Tasman pull through without drama.

Kia has wisely set the ETC to remain active even with the RDL engaged, helping compensate for the absence of a front locker. Many manufacturers disable ETC on both axles when the rear locker is engaged, leaving the front as a single spinner and hampering progress when traction is lost.

Safety features and ANCAP rating

The Tasman comes equipped with all the ADAS tech and safety hardware required to achieve a five-star ANCAP rating – and that’s exactly what the entry-level S and SX variants have done.

However, the higher-grade X-Line and X-Pro models haven’t been tested, as they’re unlikely to meet the latest pedestrian safety requirements. According to Kia, this is a deliberate move to preserve off-road capability, which would have been compromised if the vehicles were modified to meet those stricter standards.

1

To meet pedestrian safety standards, the S and SX models wear a front chin spoiler – a panel not unlike the old cow-catchers on steam trains – designed to reduce the chance of a fallen pedestrian sliding under the front of the vehicle. When we first saw it, we assumed it would be torn off at the first off-road obstacle. As it turns out, Kia had the same thought and opted to leave it off the more off-road-focused X-Line and X-Pro variants to preserve their approach angle.

As a result, those top two models won’t be getting an ANCAP rating. All other safety features – including body strength, ADAS tech, and active and passive systems – are consistent across the range. The S and SX have a 20-degree approach angle, while the X-Pro offers a much more off-road-ready 32.2 degrees thanks to its higher ride height and the absence of the front underbody panel.

Tub dimensions, payload and accessories

Dual-cab pick-up Tasmans set a new benchmark for tub dimensions, offering enough space to fit an Australian pallet and boasting a total capacity of 1173 litres.

The tub measures 1512mm long, 1572mm wide and 540mm deep. A spray-in bedliner and tie-down points are standard, while upper-grade models add a tub-mounted work light and a 240V power outlet – complemented by a second 240V socket inside the cabin at the rear of the centre console.

All Tasman variants offer a payload exceeding 1000kg, although Double Cab Pick-Up models can be specified with a sub-1000kg payload to suit novated lease requirements. Extra storage is also available outside the tub, with a lockable cubby box integrated into the off-side rear body moulding – provided the mouldings are unpainted. Only the tan and white Tasmans come with body-coloured mouldings as standard from the showroom.

1

Tasmans are available with a mix of 17- and 18-inch wheel and tyre combinations, but it’s the X-Pro that offers the most practical setup – 17-inch alloy rims fitted with all-terrain tyres. A full-size spare on a matching alloy wheel is standard.

Kia has developed a comprehensive range of factory-backed accessories for the Tasman, including a full bullbar, single-hoop nudge bar and a no-hoop steel bumper replacement. Buyers can also opt for powered or manual roller shutters, chassis-mounted steel side steps, and a snorkel. The intake runs through the inner ’guard to help limit water ingress, supporting the Tasman’s 800mm wading depth – with or without the snorkel fitted.

Front and rear rated recovery points will be available, though the front points are only compatible with the replacement bumper and bullbar setups. Roof racks have been developed in partnership with Yakima, allowing full integration with the brand’s accessory system. Additional Yakima rack mounts can be fitted atop the tub and roller shutter for extra carrying capacity. A selection of sports bars will also be offered.

Kia offers both steel and aluminium tray options for cab-chassis buyers, and is actively sharing vehicle data with aftermarket manufacturers to support the development of trays, canopies and other accessories tailored to the new Tasman. Some aftermarket brands have already begun showcasing gear for the Tasman – and there’s plenty more to come.

Final verdict

Some may argue the midsize 4×4 ute market is overcrowded, but there’s no sign of it slowing down.

The Toyota HiLux and Ford Ranger remain among Australia’s best-selling vehicles, with a strong line-up of established competitors behind them. Newcomers like the BYD Shark and GWM Cannon Alpha are also proving they have the goods to lure buyers away from the established players.

76

The Kia Tasman is likely to land somewhere between the segment leaders and the newer challengers, going head-to-head with the likes of the Nissan Navara, Isuzu D-MAX, Mitsubishi Triton and Mazda BT-50. It’s a quality offering from a respected brand that sticks closely to the proven ute formula – while bringing a few of its own character traits to the mix.

The Tasman’s cabin and interior are its headline acts – well worth experiencing firsthand – while its chassis dynamics are impressively sorted and clearly tuned for Australian roads and conditions. That capability extends off-road, where the Tasman feels solid and composed.

While some buyers may choose to wait and see how it performs in the real world – or hold off for a future electrified variant – there’s no substitute for getting behind the wheel and taking it for a test drive yourself.

Specs

New 4×4 aftermarket products keep coming out to make tough terrain easier and your vehicle more reliable. From recovery gear to lighting and suspension upgrades, these additions help you get more out of your rig on every trip. Here’s a look at some practical gear worth considering.

JUMP AHEAD

• Scotchline Signs vehicle wraps
• Tough Dog TD-R Pro shocks
• Terrain Tamer Suspension Seats
• UteMaster Centurion canopy
• MiVue True 4K Pro surround dash cam
• Dirty Life DT-2 Dual-Tek wheels
• EFS VividMax light bar
• EvaKool Platinum 40L drawer fridge freezer
• Cooper LTZ Pro tyre
• MSA 4×4 Power Fold towing mirrors for LC300 GX
• Maxtrax Adventurer first-aid kit
• Ironman 4×4 drawers for MU-X

1

Scotchline Signs vehicle wraps

• RRP: Prices vary

With more than 35 years in the game, Melbourne-based Scotchline Signs delivers high-quality signage and vehicle wraps for everything from single cars to full fleets. Services include custom graphics, decals, lettering, and illuminated signs, backed by design advice and full project management. Want proof? Check out the wraps on our latest project rigs.

1

Tough Dog TD-R Pro shocks

• RRP: Vehicle specific

Tough Dog’s new TD-R Pro Series remote reservoir shock absorbers are built for demanding off-road conditions, offering reliable performance and control. With eight-stage adjustable rebound and compression, the TD-R Pro Series allows for precise tuning to suit different terrains and loads. The shocks feature a durable monotube body and a high-capacity remote canister, and are available for a wide range of 4x4s. The design focuses on consistent performance under sustained use, making it well suited to heavy-duty touring, towing and off-road driving.

1

Terrain Tamer Suspension Seats

• RRP: $3800 approx. (each, without fitting kits)

These ADR-approved pews are designed to improve comfort for four-wheel drivers travelling long distances over rough, corrugated roads. Developed to complement Terrain Tamer’s parabolic leaf springs, the seats feature an adjustable light-truck suspension system and a precise recliner function, delivering a smooth, comfortable ride in tough conditions. The seats include ergonomic Enduro foam, Sisiara matting for impact reduction and pronounced side bolsters for added support. Designed for LandCruiser 70/80/100 Series, installation requires engineering sign-off.

1

UteMaster Centurion canopy

• RRP: $8692 + GST

Constructed from a strong aluminium frame, this canopy is designed to withstand heavy use and rough conditions. It features full-width rear doors, making it easier to load and unload gear, and a secure locking system that helps protect belongings from theft. Weather-resistant seals around the doors keep dust and water out, ensuring cargo stays dry and clean no matter the conditions. Finished with a practical, clean design, the Centurion Canopy offers durability without unnecessary extras. It’s covered by a five-year warranty.

1

MiVue True 4K Pro surround dash cam

• RRP: $529

The MiVue True 4K PRO Surround is a dash camera system made up of three cameras housed in two separate units, providing full coverage of the front, rear, sides and interior of the vehicle. The front-facing camera records in 4K Ultra HD using an eight-megapixel sensor, capturing detailed footage of the road ahead, including critical details like number plates and road signs. The second unit contains both the rear-facing camera and an interior-facing camera. The rear camera records activity behind the vehicle, while the interior camera has a wide 170-degree field of view, capturing side impact zones that are often missed by traditional dash cams.

1

Dirty Life DT-2 Dual-Tek wheels

• RRP: From $390 each (approx.)

The Dirty Life DT-2 Dual-Tek is a tough 17-inch wheel built for serious off-road use. It’s nine inches wide with a -12 offset, designed to fit vehicles with a 5 x 127 bolt pattern and a 71.6mm hub. Made from heavy-duty aluminium, it can handle loads up to 1542kg, making it strong enough for rough tracks and heavy gear. The wheel features a rugged design with 10 concave spokes and a simulated beadlock ring for extra toughness and style. It comes in four finishes so you can match your rig’s look.

1

EFS VividMax light bar

• RRP: $206 to $464

This rugged, high-performance LED light bar is designed for off-road use. Available in 12-, 21-, 32- and 40-inch sizes, each combines powerful Cree XP-P and HFL3 LEDs to deliver a focused, clear beam with a colour temperature between 5700K and 6500K. Features include extruded 6063 aluminum housing, UV-treated impact-resistant lenses, white and amber daytime running light (DRL), durable mounting options and Deutsch connectors. The lights are IP67 rated, operate from -40°C to 65°C, and have passed rigorous corrosion and salt spray tests. They operate on 12-48 volts and boast a 50,000-hour lifespan. Wiring harnesses are available separately. 🔧 View product details

1

EvaKool Platinum 40L drawer fridge freezer

• RRP: $1100

This fridge/freezer drawer unit can hold up to 48 cans. It uses a proven SECOP PBC 2.5 compressor and runs on 12/24V DC, with a temperature range from +10°C to -18°C. A clear acrylic lid provides visibility, and the removable tub makes cleaning straightforward. It has internal LED lighting and a simple LED control panel for temperature adjustment. Built in Australia, it features a tough metal cabinet, fully insulated body and a heavy-duty floor bracket for secure mounting. External dimensions are 836mm x 595mm x 326mm (LxWxH), and it weighs 28kg. Warranty is five years.

1

Cooper LTZ Pro tyre

• RRP: From $399 each (approx.)

The Cooper LTZ Pro is a hybrid all-terrain tyre that combines off-road capability with stable on-road handling. It features a five-rib tread pattern for balance, a tough carcass with strong steel belts for load support and impact resistance, and a silica-based compound for improved wet-weather grip and fuel efficiency. Design elements like enhanced buttresses, saw tooth edges, dual ‘Z’ sipes and centre tie bars offer added traction, wear resistance and directional stability across varied terrain. It is covered by a includes a 50,000km warranty. 🔧 View product details

1

MSA 4×4 Power Fold towing mirrors for LC300 GX

• RRP: $1725

Designed specifically for the 300 Series LandCruiser GX (07/2021-current), these ADR-compliant mirrors feature a large single lens for a clear view, four adjustable positions and both vertical and horizontal movement. The mirrors extend when towing and return to a standard position when not in use. Built to handle Australian conditions, they’re made with injection-moulded and die-cast aluminium components and include electric adjustment, indicators and power fold functionality. The pivot system allows the mirrors to fold inwards or outwards if bumped. They mount directly in place of the factory mirrors, retaining most original functions. Backed by a five-year warranty. 🔧 View product details

1

Maxtrax Adventurer first-aid kit

• RRP: $179

This first-aid kit is designed for outdoor use, making it ideal for 4×4 trips, hiking, camping and other off-grid adventures. It features a durable, water-resistant bag with high-strength zippers and luminous piping, and it includes CPR instructions and a first-aid booklet to support emergency response. Inside, you’ll find more than 100 components including adhesive dressings, bandages, antiseptic wipes, a resuscitation shield, sterile wound pads, an emergency blanket, gloves, splinter probes and a CPR kit. It also comes with tools like stainless steel tweezers, bandage shears and a notepad with pencil.

1

Ironman 4×4 drawers for MU-X

• RRP: TBA

These roller drawers for the Isuzu MU-X (2021+) are a lightweight, modular storage solution constructed from a mix of 6051-T5 and die-cast aluminium. The system is claimed to be 20-25 per cent lighter than traditional set-ups, starting at just 18kg for a single mid-height drawer. Features include a patented roller-bearing slide system with a lock-out mechanism to hold drawers open on inclines, integrated LED strip lighting, full lockability, and T-Slot channels for securing items like fridges and storage boxes. The top surfaces use Australian-made UV-stable slip-resistant carpet to reduce gear movement. Full-height drawers support 120kg each (240kg combined), and the roller-top can handle up to 100kg when extended.

Anyone who has spent any time at all involved in recreational four-wheel driving will have come across the name Mickey Thompson.

He made his name in off-road racing; back in the early days of desert racing in Baja, California. It was this racing that instigated Mickey’s search for the ideal rubber, and when he couldn’t find a suitable commercially available tyre, he decided to go and make his own… as you do.

Being heavily influenced by his Baja racing, most of the tyres he produced used that name in one form or another, and his Baja Claws proved a big success in desert racing. It wasn’t long before he decided to get into the 4×4 consumer market and the rest, as they say, is history.

1

The tyres we have fitted to our Ranger also bear the name Baja, but they are not the old Claws. No, these tyres are called Baja Boss A/T, and with their pronounced side-biters they certainly look the part when it comes to recreational four-wheel driving. Mickey Thompson pioneered the side-biter design, and it has since been employed by a number of other tyre makers.

We fitted the Baja Boss A/T rubber to the Ranger about 10,000km ago, and while Mickey Thompson says it is an all-terrain, to most people it looks pretty close to a mud-terrain pattern thanks to its well defined lugs. But you have to remember we are talking about Mickey Thompson here, and he has always favoured the aggressive look. Notably, these tyres are still made in the USA, and the size chosen for our Ranger is LT265/65R17.

I expected a bit of road noise as soon as I drove out of the fitting bay but it was not particularly noticeable, so I began to wonder if the pressures were a bit high. I checked them, and all four were set at 36psi. Normally you might expect to run these tyres at around 40psi in a vehicle like the Ranger, and as mine is driven pretty much loaded up all the time, I thought that lower pressure was a bit surprising, despite the three-ply rating of the sidewalls.

3

Mickey Thompson dealer Plateau Tyres at Alstonville Northern NSW supplied and fitted the tyres, and also placed a sticker on the windscreen to remind us to rotate them at 10,000km, which we did. We also checked the tread depth at that point, and from the original tread depth of 14mm to 15mm had worn down to 9.8mm to 12.6mm respectively. These numbers represent a sampling from different locations on the tyre, and show a wear over 10,000km of 4mm to 0.23mm. 

The Mickey Ts have stood up to towing a 2.5t van and travelling over a wide variety of surfaces, including outback tracks. As we live in a rural area, tyres are always going to cop a bit of a flogging. So far they’ve shown no signs of any damage, and they have maintained pressure well. On some rural properties we go to they have handled muddy tracks without drama. On wet bitumen there has been no sign of loss of traction, no doubt thanks to the presence of deep sipes on the lugs to help disperse water.

So far it’s difficult to find anything to be critical about these tyres. They are not cheap, but then you expect to pay a good price for a decent product. I’ll admit that 10,000km is really just the beginning, but they are showing great promise and I’m told that with the right treatment, tyre wear should see them last to around 85,000km. We’ll be doing our best to try and make that happen.

RRP: From $450-$480 each

LDV’s new Terron 9 ute shares little – if anything – with the brand’s ageing T60.

It rides on a new chassis, wears new bodywork, and is powered by a new engine – all of which is good news. It retains a body-on-frame platform with a double-cab layout and ute tub, but uniquely, the body and tub are a single moulded piece.

The bodysides are made from a single stamping that runs from the firewall to the bedsides, meaning the cargo tub can’t simply be removed to fit a tray or service body. While that could be a deal-breaker for some buyers, LDV says the integrated design results in a more rigid structure, delivering SUV-like stiffness and improved dynamics.

The Terron’s body is wider than the T60 – and wider than most other utes in the midsize segment – reflecting a growing trend towards larger cabins that sit somewhere between traditional midsize utes and full-size American pickups. It’s a direction particularly evident among newer Chinese ute manufacturers.

The Terron 9 will eventually be offered in two grades, but for now there’s just the entry-level Terron 9 Origin, priced from $50,990 drive-away for ABN holders. The higher-spec Evolve model is due later this year, starting from $55,990.

JUMP AHEAD

• Power and performance
• Cabin comfort and convenience
• Comprehensive safety kit
• Warranty and servicing
• Final verdict
• Specs

Power and performance

Both Terron 9 models are powered by a 2.5-litre single-turbo diesel engine, producing a claimed 163kW and 520Nm. It’s paired with an eight-speed automatic transmission and a part-time dual-range 4×4 system.

This is a completely different engine to the often laggy 2.0-litre bi-turbo diesel used in the T60 – and it shows. There’s no noticeable lag in the way it drives. While the 2.5’s claimed outputs are among the best in class, it doesn’t feel quite as sprightly as Ford’s 500Nm 2.0-litre bi-turbo.

That’s not to say the Terron is a slouch. It gets along well and feels competitive with the best in class when it comes to performance and cabin refinement. The engine delivers power smoothly and progressively, and the auto shifts cleanly. Gear selection is handled via a column-mounted stalk on the right of the steering wheel, with shift paddles positioned behind it. Our test vehicle was carrying a light load of around 150kg in the tub. The handling and dynamics are particularly well sorted, allowing for spirited yet composed driving on the sealed test track.

1

Our test of the Terron 9 took place at the former Holden proving ground, where we sampled it across a range of surfaces – from sealed roads to bush tracks and purpose-built off-road obstacles. The electronic traction control gets the job done, but it feels like an older-generation system – a little slow to react and noisy in operation. The rear diff lock provided extra traction, but it also seemed to disable ETC on the front axle, leaving minimal drive up front. The front and rear locking differentials fitted to the upcoming Evolve model will be a welcome upgrade.

Strangely, the 4×4 controls are isolated on the tall centre console – prominent and easy to access, but it feels like more frequently used functions could have been placed there instead. Adding to the odd layout, there are physical buttons only for drive modes, low-range selection and the rear diff lock. If you want to engage high-range 4×4, you have to dig through the multimedia screen menus to find it – odd and not very convenient.

The mono-leaf rear suspension allows for decent articulation at the back, making it easier to crawl over obstacles. Ground clearance didn’t pose any issues during our limited off-road drive. However, the shallow 550mm wading depth is something prospective owners will need to consider before diving into water crossings.

Cabin comfort and convenience

Aside from the oddly positioned 4×4 controls, the rest of the interior is simple, well laid out and user-friendly.

It features a pair of 12.3-inch digital displays – one for the multimedia system and one for the driver – along with both wired and wireless Apple CarPlay and Android Auto. Standard kit includes a four-speaker audio system, six-way power-adjustable driver’s seat, height- and reach-adjustable steering column, two USB-A ports, two USB-C ports and a single 12V power outlet.

The tall centre console takes a bit of getting used to and does partially obstruct access to the cup holders – especially if you’re the type who likes to sip coffee on the move. It’s good to see physical buttons for the HVAC controls, but it’s odd that there are separate fan speed up and down buttons… separated by the hazard light switch. A single, two-way switch would have been a more logical – and ergonomic – choice.

1

Audio volume is controlled via a roller dial on the steering wheel. In another quirky design choice, the door release is operated by a button rather than a lever – requiring two separate actions for something that’s usually done with one. The tailgate is also released via a button, and it lowers smoothly and features an assisted lift for easy closing.

The Origin model comes with cloth-trimmed seats, while the upcoming Evolve variant will offer a leather-look option. LDV says one benefit of the one-piece side pressing is the elimination of the usual gap between the cabin and cargo tub found in conventional utes, allowing for increased interior space. There’s certainly plenty of room up front, but in our standard test position behind the driver’s seat, rear legroom felt on par with other midsize dual-cabs.

The Evolve model will add a number of premium features over the Origin, including a JBL eight-speaker audio system, eight-way electric front seat adjustment, heated and ventilated front seats with massage function, and heated rear seats. It also scores 20-inch alloy wheels with 275/55R20 tyres, front and rear differential locks, trailer back-up assistance, auto-folding mirrors, ambient interior lighting, cargo bed lighting and integrated cargo rails. 

Comprehensive safety kit

The Terron 9 comes well-equipped with a comprehensive suite of safety features.

This includes driver and front passenger airbags, side airbags for both front occupants, curtain airbags for front and rear rows, and a centre airbag between the front seats. There’s a 360-degree camera system, ISOFIX mounting points on the rear outboard seats, and two top-tether child restraint anchor points – though no centre mount.

1

Active safety tech includes anti-lock brakes with electronic stability control, autonomous emergency braking (AEB) with pedestrian and cyclist detection, forward collision warning, lane departure warning, lane keeping assist, traffic sign recognition, a driver attention monitor, adaptive cruise control, rear cross-traffic alert, blind zone warning and a door exit warning. Also standard are front and rear parking sensors, tyre pressure monitoring, LED daytime running lights, bi-LED headlights, automatic headlights, rain-sensing wipers and four-wheel disc brakes.

Like many new vehicles – particularly those from Chinese brands – the Terron’s ADAS systems can be intrusive both on-road and off. While you can turn them off, it requires diving into the multimedia screen and switching them off one by one. Annoyingly, they reactivate each time you cycle the ignition, so you have to repeat the process every time you restart the vehicle.

Warranty and servicing details

The Terron 9 is backed by a seven-year/200,000km warranty (whichever comes first). The first service is due at 12 months or 10,000km, followed by regular service intervals of every 12 months or 15,000km.

Final verdict

We only had a morning behind the wheel of the Terron 9 Origin, but came away impressed with the fundamentals – strong performance, solid dynamics and decent refinement.

That said, some of the switchgear and interior layout choices left us scratching our heads. We’re keen for more seat time in the new LDV, particularly in the front- and rear-locked Evolve model – though we’re not quite sure where they’ll hide the button for the front locker.

84

Specs

Deliveries of the five-door Suzuki Jimny have reportedly been paused in Australia following a stop-sale order from the brand’s head office in Japan. 

Known locally as the Jimny XL, the long-wheelbase model has been temporarily pulled from sale due to what’s understood to be a quality control issue. Details are still scarce, but it’s believed the problem isn’t safety-related. Owners can continue to drive their vehicles without restriction.

Suzuki retailers were reportedly instructed late last week to stop handing over any five-door models, including showroom stock and vehicles already allocated to customers. The stop-sale only affects the Indian-built five-door XL and not the Japanese-made three-door version.

The Jimny XL has quickly become one of the most popular compact 4x4s in Australia, thanks to its added practicality and the same go-anywhere DNA that’s made the three-door such a favourite. With demand already high and supply limited, the delivery pause is expected to create further delays for buyers waiting on vehicles.

Launched in Australia in early 2024, the XL stretches the Jimny’s wheelbase by 340mm and adds a second set of doors for easier access to the back seats. Mechanically, it’s unchanged from the short-wheelbase version – powered by a 1.5-litre petrol engine with a part-time 4WD system and low-range transfer case. Off-road specs include a 36° approach angle, 47° departure angle, 24° ramp-over, 210mm ground clearance and 300mm wading depth.

Pricing for the Jimny XL starts at $34,990 for the manual and climbs to $37,490 for the automatic. There’s also a Heritage Edition for $36,490, with retro decals and a colour-coded roof.

A Jimny five-door, nicknamed “Sergeant Jim,” recently joined the Lake Macquarie Police District’s Crime Prevention Unit to boost community engagement through a sponsorship with no cost to the public.

A dramatic encounter between a ute and a large crocodile at one of Australia’s busiest croc crossings has grabbed the attention of nearly four million viewers online.

The video, shot at Cahills Crossing in Kakadu National Park, shows the crocodile getting stuck under the vehicle as it crosses the shallow East Alligator River. It was posted on TikTok and Facebook by Matteo Mastratisi and quickly went viral.

Cahills Crossing is notorious for its dense crocodile population and unpredictable, fast-changing conditions. The narrow, submerged causeway cuts through the East Alligator River, which is home to some of the highest concentrations of saltwater crocodiles in the country.

Despite repeated warnings and visible signage, both locals and tourists are often drawn to the crossing – whether out of necessity or curiosity – and many underestimate just how quickly things can go wrong. Incidents like this serve as a clear reminder of the serious risks posed to both drivers and wildlife in remote parts of the Top End.

The driver was reportedly unaware the crocodile was beneath the vehicle, and experts told the ABC they would be surprised if the animal sustained any lasting injuries.

Authorities keep stressing caution around the crossing, where encounters between vehicles and saltwater crocodiles happen regularly – especially in the dry season when water levels drop and visibility is poor.

Last year, a family caused outrage when they were filmed fishing and letting a small child play just metres from the water’s edge – despite plenty of warning signs and large crocs nearby. The footage, captured by a local tour operator, underlined just how dangerous complacency at Cahills Crossing can be.

Crocodile safety in northern Australia means always assuming crocs are near any water source, camping at least 50 metres from the water’s edge, avoiding walking close to the water at night, and planning river crossings and campsites carefully to avoid close encounters.

The Ranger really needs no introduction.

It’s the top-selling ute in this country for a host of good reasons – not least the fact that, unlike almost all of the others, it’s got a powerful 600Nm V6 engine (why manufacturers think 450Nm of peak torque is acceptable in this day and age I’ll never understand). The Ford also just looks hot when lifted on some larger rubber – and sex appeal sells.

They’re a well-proven thing these days, and there aren’t too many applications where the Ranger can’t be made to shine (maybe heavy towing, but no mid-size is amazing in that regard, so we won’t count that as a negative).

1

The four-banger twin-turbo is nothing to sneeze at, but while turbocharging has challenged the “there’s no replacement for displacement” crowd for a long time now, having more displacement, two extra cylinders and forced induction makes the V6 the better buy for my needs.

Unfortunately, the V6 is only available in three models: the Raptor (up over $90K), the Platinum (north of $80K) and the XLT (which still hurts, but much less, at $68,840). This raises the question: can you build a better Raptor for the same price if you start with an XLT? Yes. Yes, you can. Right this way, sir/madam.

As with the V6 Everest, the Ranger’s ECU features rolling code that effectively prevents any new code being added – which is essentially what a tune does – so I’d go with a Steinbauer module for $2750 and grab 295hp and over 700 reliable Newtons for my trouble. I reckon that has to be one of the best bang-for-buck upgrades on any 4×4 this side of bolting a junkyard turbo onto a TD42 and winding the fuel up. An exhaust isn’t really necessary – the stock pipes are already 2.75-inch – so an upgrade is only required if chasing bonkers power, which I’m not.

From there, it’s a front Rival bar and a good set of driving lights, as I’m regularly leaving for trips late Friday night and getting to camp in the wee hours. The Rival is roughly $3000, and I’d be keen to run the Big Red LEDs, which are super affordable at under $400 with a harness and reportedly offer better-than-decent performance too.

For a winch – important, as I do a lot of solo trips – I’ve found over the years that most of the ones at or under the $500 mark have hit-and-miss build quality and reliability, whereas spending $1000 or so gets you something good. I’d hit up Superior Engineering and grab a Runva 11XP and call it done.

The Ranger also has a hefty 146-inch wheelbase, so a set of $1500 sliders from Offroad Animal is a wise investment. This gives us a rig that’s barred up, has self-recovery covered, and is significantly faster than stock – but we’re competing with a Raptor here, and one thing the Raptor has that we don’t have is suspension. We should probably change that.

1

Fox Shocks (standard on the Raptor) are hard to beat, but they’re not perfect. After dropping around $9500 at Solve Offroad, we’d have the same shocks as a Raptor – but better. Things like mounting, spring lengths, shock travel and internal valving are tailored to my Ranger specifically, and the upper control arms up front are swapped out to maintain the appropriate suspension geometry. After that, a fresh set of 286/75R17 Falken Wildpeaks will take up the last $2000 of my budget.

How’d we do? We have a Ranger that’s more protected than a Raptor, way more powerful than a Raptor, has better suspension than a Raptor – and cost us slightly less than a Raptor. I’d say that’s money well spent.

Down the track, when my money tree recovers from the severe pruning I just gave it by buying this thing, I’ll be looking at an extra $5K or so on a front locker (twin-locked is still better than any traction control… just) and a lithium set-up for extended stays at camp. But that’s me.

With the canopy being loaded with electrical appliances that need a power source, we went searching for a reliable lithium battery solution that would fuel our requirements. Finding the right battery that is also Australian made was a bonus.

Custom Lithium is a Queensland-based company that makes all of its batteries at its Brisbane facility, allowing it to tailor its products to suit the needs of Aussie users, and to provide reliable, local aftersales support. 

When we headed out to Custom Lithium to talk about our requirements for the VDJ79, they immediately suggested their slimline battery. Although this battery is primarily designed to fit in behind the back seat in the double-cab Cruiser, we were assured that it would also work well in our preferred position in the canopy, where it would be accompanied by all the ancillary electricals we had fitted… with the bonus that it would take up less space than most similar capacity batteries. 

1

The next-gen Ultra Slim 200Ah battery measures 610mm (L) x 405mm (H) x 71mm (W) and weighs 22kg, and it’s that thin that it allows us to tuck it up against the headboard of the canopy where it takes up very little space. We needed to mount it upside down to have the terminals on the near-side of the vehicle but being a lithium battery it can be mounted in any position except with the terminals at the bottom.

The battery comes with sturdy mounting brackets and all the hardware needed to fit in with the system. It has an inbuilt BMS with protection against overcharging and overheating. 

With plenty of lithium products coming into Australia with unknown origins, it’s reassuring to know that the Custom Lithium battery is made locally and you have the support of a local company. In fact, Custom Lithium offers lifetime customer support on its batteries which themselves are covered by a seven-year warranty. 

Custom Lithium can also supply all the hardware extras to get your battery hooked up and running, but ours is wired in via a Redarc Alpha50 BCDC 50A charger and ancillaries – more great Australian-made products!

Once all the hardware was fitted and wired up, it fired into life straight away for the Redarc system to go through its setup procedure. The battery had been sitting in the shed for a few months and was down to around 30 per cent charge but it only took a few hours on the charger to bring it up to full capacity, and that’s been maintained on the road since then. 

With the 2000W inverter, a pair of fridges and an induction cooktop to power, there’s plenty of work for the battery to do, but this Custom Lithium Ultra Slim has so far proved itself to be up to the task. 

Custom Lithium has a wide range of batteries to suit many different applications and loads so the company is bound to have a great Australian-made battery for your 4×4.

RRP: $2180 (including shipping)

From Cape York to the garage: ARB’s origin story

ARB was founded in 1975 after Anthony Ronald Brown (Tony) returned from a trip to Cape York in his Land Rover Series I. 

Witnessing the punishment dished out by the rough roads and tracks of the time, he saw a clear need for stronger, more reliable accessories for 4×4 vehicles. Back home, he got to work in his garage, using a homemade pipe bender and a 130A stick welder to build roof racks and bullbars.

Within a year, Tony had moved into a small factory in Ringwood, Victoria, and hired his first employee, John van den Eynden. John would remain with the company until the 2020s, eventually managing ARB’s Thailand operation from its inception in 2006 until his retirement.

Around that time, Tony’s brother Roger joined the business, followed a few months later by their other brother, Andy. All three were hands-on and mechanically minded. As Andy recalled with a laugh, “I had a small workshop back then and we used to buy secondhand VW Beetles out of the Melbourne Trading Post on Thursday mornings, fix them up, give them a coat of paint and sell them on the weekend through The Age classifieds.”

Expansion, family ties and early milestones

By the time Andy joined his brothers in 1977, they had established their second dedicated factory in Ringwood.

Their first multi-unit order soon followed – 10 front bars with wheel carriers to suit VW Kombis, commissioned by Sunshine Campervans. In July that year, ARB Engineering was officially formed.

The 4×4 industry was still in its infancy back then, with Andy recalling, “You know, in the ’70s, one vehicle in 25 was a four-wheel drive. Now, nearly one in two vehicles on the road is a four-wheel drive!” As the market share of 4x4s has grown, so too has the industry – with ARB leading the charge, not just in Australia but around the world.

1

By 1978, with vehicles like the LandCruiser BJ40 and Nissan G60 gaining popularity among recreational four-wheel drivers, ARB had taken on the role of distributor for Old Man vanEmu (OME) shock absorbers (founded by John Chapman in 1976), along with Gabriel shocks, Lovell Springs and Cibie driving lights. These were soon joined by AVM free-wheeling hubs, Warn winches, Topkat canopies and later, Brahma canopies – all while ARB continued building an expanding range of roof racks, bullbars and ladders.

I was one of those aspiring recreational four-wheel drivers back then, and with a 47 Series LandCruiser to my name, I visited the ARB factory in search of a bullbar and roof rack – the beginning of a long association.

Engineering innovation and ASX listing

In 1981, with more than 20 staff on the books, Tony developed the upswept wing design for ARB bullbars – a feature that improved approach angles while preserving the renowned animal-strike protection. Today, that upswept profile is a hallmark of nearly every bullbar design around the world.

In 1986, after two more moves to larger premises and a distribution network that covered the country, ARB moved to its new, much improved headquarters at Croydon, Victoria and with more than 5000m² of work space they again increased production of their barwork. Around this time Tony stepped away from ARB, buying a cattle property in the Victorian High Country and leaving the day-to-day running of the burgeoning empire to Roger and Andy.

The following year was a big one with ARB buying the Roberts Diff Lock, remodelling and improving it, and launching it as the ARB Air Locker on both the Australian and the American markets where it became an immediate success. As well, the company designed and manufactured its own 12V air compressor to be used as a stand-alone compressor or in conjunction with its Air Locker. 

1

That year culminated in ARB being listed on the Australian Securities Exchange (ASX) where it is still a major player. The following year I took over as Editor of 4X4 Australia and I was advised to buy some ARB shares. I wish I had!

In 1988 ARB took over OME after a bidding battle with its then nearest competitor, TJM. With that purchase ARB could boast a full suspension range of springs and shocks and associated hardware. 

For many years OME shocks came out of the Monroe factory in South Australia, built more and more to ARB’s increasingly strict standards and the requirements of coil spring vehicles, which were led here in Australia by the Nissan GQ Patrol and quickly followed by the Toyota 80 Series LandCruiser. Yeah, we know the Range Rover had coil suspension first, but you could never say it was very popular or took the Australian 4×4 world by storm… as good as it was.

The Nitrocharger twin-tube shock has long been the mainstay of the OME range and with continual improvement to construction, shaft size, multi-disc compression valving, oils and nitrogen gas, it is still relevant today, offering great value-for-money and unequalled performance in its price range. 

R&D, global growth and the Bilstein partnership

In 2015, Old Man Emu expanded its line-up with the introduction of the BP-51 range – high-performance, remote-canister, internal bypass shock absorbers that are user-adjustable and designed to deliver improved comfort and control on- and off-road.

Having just returned from a long outback run that included the Gunbarrel and Gary Highways, along with plenty of punishing tracks, in a BP-51-equipped 200 Series Cruiser, I can personally vouch for the quality of the ride – it stays composed and controlled even after hours of corrugations and through savage whoopty-doos.

Never one to stand still in the suspension game, ARB teamed up with globally respected shock absorber manufacturer Bilstein in 2022. Bilstein now manufactures the Nitrocharger Plus range, and ARB manufactures the MT64 and BP-51 in its Thailand factories. When news of the partnership first broke, it struck me as a perfect union of engineering expertise – a blend of technology and experience that few other shock or 4×4 accessory brands could hope to match. Strangely, ARB hasn’t made a bigger deal about it.

1

In a major step forward for its expanding camping gear range – which already includes roof-top tents and fridge/freezers – ARB launched the Earth Camper in Australia in 2023. Backed by over five years of design and development, the camper is built at ARB’s manufacturing facility in Thailand. While it hasn’t quite achieved the level of success or market penetration originally expected – Australia’s camper trailer market is fiercely competitive – the Earth Camper has now been launched in the USA, where it’s gaining momentum. With ARB’s ongoing focus on refinement and quality, both production and sales have ramped up.

Then there’s ARB’s OEM involvement, supplying 4×4 accessories to major vehicle manufacturers – most recently seen in the Ford Ranger line-up. When I asked Andy about the upcoming Ford Ranger Super Duty, due to arrive in Australia early next year, and whether ARB had any input, he was understandably tight-lipped. “I’m not sure what I can tell you here,” he said, “but I can say we have nothing to do with the suspension.”

While all this technical development was underway, ARB was also making significant moves on the manufacturing and distribution front.

A 50-year legacy – and what’s next for ARB 

No manufacturing business thrives without a strong retail network, and in ARB’s early days, stores like Traction 4 in Sydney (owned by Norm Needham) and Northern 4WD in Melbourne (run by Rob Kay) set the benchmark others aimed for.

Fast forward to today and ARB boasts more than 70 retail outlets across Australia, supported by around 150 stockists and independent dealers nationwide – meaning you’re never too far from an ARB supplier, no matter where your travels take you.

With global demand on the rise, ARB established a manufacturing facility in Thailand in 2006 – a logical move given the presence of major Japanese ute and pickup factories in the region. What began as a 16,000m² operation has since expanded to a massive 96,000m², making it ARB’s largest production site worldwide. Today, the facility employs over 700 staff and houses more than 120 CNC machines cutting, bending and shaping components at scale.

1

That’s not to say ARB has turned its back on Australian manufacturing – far from it. Despite increasing challenges from government policy that often runs counter to public statements, ARB continues to produce a significant portion of its gear right here. From its Kilsyth facility in Melbourne, nearly all barwork for the Australian market is manufactured, along with every Air Locker differential and ARB air compressor sold globally. Over in Dandenong, a world-class distribution centre keeps products flowing to markets across the planet.

ARB’s canopies are built at its dedicated facility in New Zealand, while its rotomoulded products – including bullbars and fuel tanks – are manufactured at its factory in South Australia.

With the North American market booming, ARB now operates three major distribution centres in the USA – one on the west coast in Seattle, another on the east coast in Jacksonville, Florida, and a third in Texas, which also services South America. In 2023, ARB acquired a 49% stake in US-based Nacho Lights, followed in 2024 by strategic partnerships with 4WP (4 Wheel Parts) and Offroad Warehouse, giving ARB direct access to more than 70 4WD retail outlets across North America.

1

ARB’s European distribution hub is based in Prague, Czech Republic, supported by additional centres in the UK. In the Middle East, distribution is handled from the UAE.

All up, ARB distributes its products to more than 140 countries and directly employs over 2500 staff, with a further 700 working across its various partner companies. As the company marks its 50th anniversary this month, it’s also celebrating a strong presence on the ASX, with a current share price hovering around $30 and a market capitalisation of approximately $2.5 billion.

After a three-hour wander through ARB’s Kilsyth factory and new office complex, I asked Andy what the future holds following such a stellar 50-year run. His response was typically measured: “Well, I think we’ll be doing a bit of consolidation and working on making the things we do better, even more reliable – and keeping our costs down so our products offer even better value to our customers than they do now.”

23

That’s good news – but I couldn’t help feeling there was more going on behind the closed doors of the engineering department than Andy was letting on. Either way, the future looks bright for this proudly Aussie company. Like many others, I’m keen to see what ARB pulls out of the hat next as it continues to expand its global footprint in the 4×4 accessory game.

In the meantime, we should all be proud of ARB and the ground-breaking role it has played in not only rising to the top of the global four-wheel drive accessory market, but also paving the way for many other Australian 4×4 equipment manufacturers to follow.

It’s a remarkable legacy for a company that began in a backyard garage, sparked by the ideas and determination of one man, Tony Brown, and carried forward by the vision and commitment of his brothers, Roger and Andy Brown.

ARB timeline

There’s been a growing push from some coastal councils to restrict the use of 4×4 vehicles on popular beaches … and I can’t blame them, either.

While some beaches have had their problems with 4×4 drivers not doing the right thing – driving on vegetated dunes and showing little consideration for wildlife such as nesting seabirds – this hasn’t been the main reason behind the restrictions or talk of outright bans.

The real issue comes down to numbers: the sheer volume of vehicles using the beaches has become a risk to both wildlife and other beachgoers. With so many vehicles running up and down the sand – and not all of them being driven responsibly – it’s become too much to manage.

We’ve become a victim of our own popularity. With the take-up of new 4x4s – including the Ranger and HiLux now being the top-selling vehicles in the country – plus a new wave of enthusiasts discovering the joys of getting off the beaten track, there are simply too many vehicles on beaches where families are trying to relax and swim.

Not only are there more 4x4s on the tracks than ever, but there are more people on the beaches too. The general migration away from capital cities has seen plenty of people move to the coast – and come holiday season, the crowds arrive in force. Having all these people on the beach alongside moving vehicles is a recipe for disaster.

In many coastal communities, where fishing is part of the lifestyle, four-wheel driving has long been accepted. Locals have been throwing the rods into the back of the fourby to hit their favourite fishing spots for decades – and by and large, they’ve done the right thing. Understandably, these same locals have been among the loudest voices against any talk of regulating or banning beach access for 4WDs. Some of them are older, and walking down the beach carrying all their fishing gear just isn’t a realistic option.

Some councils have recognised this, and one option that’s been considered is removing one- and three-day beach driving permits altogether – instead offering only six- and 12-month permits. The more expensive, longer-duration permits should be enough to put off the weekend warriors and blow-ins that come to town, while the locals could still buy their annual passes for regular access.

Regulation or banning? I know which one I’d prefer – and it’s good to see some sensible compromises being made to keep beach access open for those who actually use it properly.

The real test will be enforcement. Whether these permit systems can be policed properly remains to be seen.