A boxy, rugged-looking Mitsubishi SUV has been caught testing in Southern Europe, sparking rumours that the iconic Pajero name could soon make a comeback. 

Mitsubishi has yet to confirm details, but the heavily camouflaged prototype hints at a serious off-road contender aimed at rivals like the Toyota Prado and Ford Everest.

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The vehicle’s squared wheel arches, upright stance and six-lug wheels suggest it may be built on a traditional body-on-frame chassis – possibly sharing underpinnings with the latest Triton ute. This would mark a shift back toward classic 4WD architecture, setting it apart from Mitsubishi’s crossover-style models.

Visually, the SUV sports a tall grille with stacked LED headlights, a clamshell bonnet, and a blocky overall shape that hints at capability. At the rear, it moves away from the distinctive tail-light design of the Pajero Sport, opting instead for a more conventional look, which could indicate a fresh design direction.

While the exact powertrain line-up remains unconfirmed, the new SUV is expected to use the Triton’s 2.4-litre twin-turbo diesel engine, delivering solid torque for towing and off-road use. A plug-in hybrid variant may also be in development.

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The launch could come at a pivotal time for Mitsubishi. With the Pajero Sport recently withdrawn from Australia due to new safety regulations, the brand is currently missing a key player in the large SUV segment. Industry insiders suggest this new model will serve as a flagship 4WD and could arrive locally by 2027 following a global debut in late 2026.

Whether it carries the Pajero badge again or adopts a new name remains uncertain. However, the signs point to Mitsubishi preparing a capable and robust 4WD that could re-establish the brand’s presence in the tough off-road market and go head-to-head with established competitors.

Aussies love the 70 Series LandCruiser for plenty of reasons, but the stock exterior mirrors on tray-back utes aren’t one of them.

They look awkward and agricultural, and no matter how you adjust them, they never seem to sit right. Even when you do get them into position, they tend to rattle loose and shift again. In fact, the mirrors on our VDJ79 folded inwards the first time we hit 80km/h – and this was on a brand-new vehicle. The slimmer mirrors fitted to the 76 Series look better and are more functional, but they don’t extend far enough to suit a tray-back ute or a wide service body.

Thankfully, there are far better options in the aftermarket – and we’ve been big fans of MSA 4X4’s towing mirrors for years. MSA 4X4’s replacement mirrors are more than just towing mirrors. They extend out from the doors to give a clear view past your tray, service body or trailer, and they can be rotated for an even wider angle. They also offer power adjustment and, frankly, look a hell of a lot better than the stock Toyota units.

The four different positions cater to drivers of all heights, ensuring a clear view of what’s behind the 4×4, while the mirror glass retains the adjustment for fine-tuning the angle and field of vision. 

One thing we’ve come to appreciate with the MSA mirrors is the quality of the glass itself. It appears noticeably better than what you get in most OEM units, offering a clearer, sharper view every time you check the mirrors – whether you’re towing or not. MSA’s mirrors meet all relevant Australian standards for rearward vision and come backed by a five-year warranty.

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While we were on the blower to MSA, we also ordered one of the company’s generic roller drawers (Generic E830 Right Drawer Module) for the driver’s side of the service body. We’ve kept this side of the canopy relatively open to accommodate larger items, but having a drawer just behind the driver is ideal for storing gear you might need in a hurry – like recovery gear or a tyre deflator. A big bonus is that MSA’s drawers slide all the way out, giving full access to their contents – something many other cargo drawers don’t offer.

As always, the fit and finish of the MSA 4X4 drawer is first-rate. It stayed rattle-free throughout our Simpson Desert adventure, keeping essential gear secure and easy to access. The built-in LED strip lighting is a welcome touch when rummaging through the drawer at night – just another top-quality product from the team at MSA 4X4.

MSA 4X4’s Explorer Drawers are backed by a lifetime warranty. 

I’m constantly blown away by what some caravan parks charge these days.

Not long ago, we were travelling through the south-west of Western Australia when a beachside caravan park quoted us $50 a night – for an unpowered patch of dirt. We stayed one night, then hit the road in search of a better deal.

Now, it seems $50 is on the cheaper side. I’ve heard plenty of stories of beachside parks asking $90 or more per night – just for the privilege of rolling out your swag, pitching a tent, or setting up your camper. Power might be included (how generous), but if you’ve got a van with an aircon, expect to pay even more.

Got kids? Prices often climb again once you’ve got more than two people, especially if the kids are over five. Frankly, it feels like a rort. I’d rather free camp and spend that money on a decent pub meal and a couple of beers.

In some areas, particularly WA, local councils don’t make it easy to free camp. You’re often pushed towards pricey caravan parks or sanctioned options with hefty fees. At the same time, national parks across Australia are introducing or increasing camping fees – even in places that were once free. Their reasoning? “Improved facilities” like a toilet block, fireplace or designated sites. Whether those are actually improvements is up for debate.

Then they act surprised when people seek out free camps, head further off the beaten track, or park up overnight in a quiet beachside car park. Councils complain, hand out fines, but rarely offer realistic alternatives.

Thankfully, some small towns are taking a smarter approach – creating designated free camping areas close to shops and pubs, encouraging travellers to stay a night or two and spend locally. I love this idea. I’d much rather drop $50 at the local café, pub or general store than hand it over to a caravan park charging a premium for the bare minimum.

So, if you’re feeling the pinch, consider skipping the caravan parks. There are heaps of websites and guides out there for finding quality free camps – and your wallet (and maybe your local pub) will thank you for it.ide car parks and the like. They complain and fine people, but most do little to alleviate the problem.

Check out WikiCamps, or Camps Australia Wide, and the Facebook pages Free Camping around Australia, Low Cost & Free Camping Australia Wide or Country Pub Camping, for a heap of ideas.

My entire body tenses up as I walk towards the cool water. I feel bolts of lightning shoot up my spine as I wade knee deep into the crystal clear water and I sense something is very wrong.

Lush green ferns draping out over the water provide plenty of shade from the scorching midday sun, and enormous lily pads on the surface of the water complete the somehow familiar scene. Despite never having set foot here in my life, I have an overwhelming sense of déjà vu. My entire being is telling me I need to escape, and I need to go… right now!

This isolated riverbank in Northern Australia is eerily identical to the scene in Crocodile Dundee where Linda Kozlowski attempts to fill her water bottle before having a very up close and personal meeting with a monster saltwater croc.

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As I climb into the canoe and push offshore I am assured there’s no danger. To be perfectly clear, there are plenty of crocs in the water, but they’re just little freshies, and nothing to worry about. They don’t really attack people. Well, except the one at the waterfall we’re going to, but other than that, no worries mate.

We’re aiming to travel a few thousand kilometres from northern Queensland, across the top of the Northern Territory and into Western Australia, and apparently this kind of indifference to crocodiles is perfectly normal.

Tree kangaroos and natural hot springs in Far North Queensland

After the scorching heat and humidity of Cape York we thoroughly enjoy the fresh air provided by the elevation of the tablelands directly inland from Cairns. Night-time temperatures are genuinely cold, and hiking through the low mountains is a great way to warm up and enjoy the brisk morning air.

After a tip from a local we set out in search of the elusive tree kangaroo, which to my surprise is actually real and not just hoax like drop bears or so many other exaggerated Aussie critters. Exactly as the name implies, they look exactly like a small kangaroo, but prefer to live high in the treetops. Native to Papua New Guinea, Indonesia and this very tiny region of Northern Queensland, the highly endangered tree kangaroo is extremely difficult to spot.

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Soon we’re standing around with a few other people craning our necks, and I can’t believe it when we actually spot a small family of three high in the towering trees. Obviously aware of our presence they watch us carefully, and clearly have no intention of coming down for a closer meeting. It’s always fun to spot odd Australian wildlife, and I never imagined seeing a kangaroo that lives in a tree.

Later in the afternoon we roll into Innot Hot Springs, another honest-to-goodness natural hot spring. Plenty of scorching hot water bubbles to the surface in a small sandy river, which I much prefer to the modern concrete swimming pools nearby. Camping on site means we can enjoy a soak and stargazing long into the night, and again at sunrise. Once again, I’m shocked to learn Australia really does have plenty of natural hot water bubbling to the surface – you just have to go looking.

Paddling with crocs at Lawn Hill National Park, Queensland

Surrounded by thousands of kilometres of red dirt and dust, the paradise of Lawn Hill National Park is a spectacular red rock gorge complete with striking blue water and lush vegetation.

The best way to experience the gorge is in a canoe, so after overcoming my fear of winding up in the next Crocodile Dundee movie, we push off from shore for a few hours on the water. After a short and stunning paddle upstream we arrive at Indarri waterfall, almost the perfect place for a quick swim. The water and view are top notch, but sadly the locals are a little unfriendly.

We’ve been warned the freshwater crocodile that lives here is territorial, and recently a few people have been bitten. Given he is only a freshie it’s not like they lost limbs or anything, though it still feels very strange to swim in water with a crocodile that is known to have bitten people. Truth be told I think I was in the water for less than a second before making my hasty exit.

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After dragging the canoe up and over the falls we continue further upstream where the canyon becomes overgrown, wild, and clearly not often visited. Eventually the canyon narrows down until we find ourselves in a small and fast flowing creek and we can go no further. Floating downstream on the return leg is extremely relaxing and gives us a great chance to really study the beautiful red rock canyon walls towering over us.

Not surprisingly Lawn Hill is a very popular spot, and when we discover the campground is full we decide to push on before making camp on the side of a random dusty track. With enormous distances the auxiliary tank in the Gladiator is essential, and transferring 70L with the push of a button sure is a nice way to go.

Boabs, red dirt roads and wild camping in the Kimberley

After thousands of kilometres of rough tracks, fine red dust eventually works its way inside the canvas cover on the Gladiator bed, and a fine layer coats everything from our clothes and bedding to our plates and bowls.

Washing off with a quick shower from the world’s simplest shower bag at sunset is always worthwhile, and many nights I fall deeply asleep the second my head hits the pillow, exhausted by long days, the scorching sun and never-ending corrugations. I’m not usually one to get caught up naming birds or plants, though I have to say the mighty baobabs of Africa are etched strongly in my mind. They have an enormous presence and majesty, and some of my favourite wild camps were surrounded by these giants.

While a few different types of baobabs are native across Africa, a small pocket of north west Australia is home to the boab, which looks virtually identical. With an enormous swollen trunk and stunted branches the silhouette of these giants is unmistakable. With soft pulpy fresh, they are actually a type of succulent that can live for thousands of years by storing water in their enormous trunk. Boabs of all shapes and sizes are a regular feature of the Kimberly landscape, and I have to constantly remind myself I am not back in Africa.

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 Exploring the remote Western Lost City in Limmen National Park

After a quick visit to a ranger station we get the code to a combination lock that grants access to the Western Lost City, an enormous rock formation well off the beaten path in remote Limmen National Park.

The access track is slow going, with sandy sections, dry rocky riverbeds and plenty of corrugations to rattle our teeth. I air down to 22psi all around not so much for added traction, but to dampen the vibrations and make travel easier on man and machine.

Formed roughly 1500 million years ago, these giant sandstone pillars were part of an ancient seabed that cracked and split as it was exposed. Millions of years of erosion from wind and water have carved the incredible pillars which defy belief. Each pillar is a stunning display of various colours caused by the mineral deposits in the sandstone and millions of years of sun exposure. We spend hours wandering around the entire site, discovering hidden aboriginal rock art, caves and beautiful trees and roots climbing all over the rock.

Putting the drone in the air I simply couldn’t believe my eyes – we had only been able to see a tiny fraction of the formation which is many kilometres in length and width. Leaving the stunning formation at sunset we see a herd of wild water buffalo on the track, another terrible Australian tale of an introduced species turned feral that now wreaks havoc on the native plants and animals.

Crossing croc country: Ivanhoe Crossing and a hidden Kimberley canyon

After a quick resupply in Kununurra just over the border into Western Australia we set out early in the morning to check out one of Australia’s most infamous river crossings.

At Ivanhoe the Ord River cascades over a kind of curved concrete dam wall, and concrete blocks mark the edges of the driving surface. At this time of year the water is no deeper than a foot, although it is flowing fast enough that I concentrate carefully. Putting a tyre wrong would result in a very bad day, especially given the river is teeming with monster salties waiting below for any wayward fish or four-wheel driver.

With low mountains in the background and boabs on the water’s edge, the scene is spectacular and inviting, and I have to constantly remind myself this is not the place for a swim. I’m also not sure about the group of locals standing on the bank fishing. The crocs are a constant concern, they say, but the fishing makes up for it. I think it helps to be nuts.

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After promising we won’t give up the location, a local tells us about a nearly ‘secret canyon’ full of waterfalls and swimming holes, and so we immediately set out to explore. The access track has a few river crossings that lap at the bonnet, and a couple of loose rock scrambles that require low range 4×4. 

The canyon and surrounds are everything we were promised, and we spend an entire day swimming and climbing all over the waterfalls in the hot sun. The elevation change and rocky waterfalls mean there should be no crocs to worry about, and I’m very happy to not see one for the entire day.

The mighty Top End: 5000km across northern Australia’s wild frontier

We spend a week resupplying and doing odd maintenance jobs in and around steamy Darwin, a city that feels more like South East Asia than Australia, which makes perfect sense given we’re only a stone’s throw from a dozen other countries.

Reflecting on our time across the top of Australia, we have explored well over 5000km on remote and dusty corrugated roads to see stunning natural wonders, plenty of beautiful wildlife and more crocs than I care to count – both freshies and salties.

Though we are months from the peak of summer, the heat and humidity have been intense, and the red earth has taken on a special hue that makes sunsets brighter than ever before. All of this combined with tropical fruit, natural hot springs, waterfalls and monster lizards makes me feel like we’ve been exploring some exotic land far from where I grew up in rural Victoria.

While the distances are huge, the rewards are equally as big across the top of this enormous continent.

As a general wellbeing precaution, I try to avoid the UK between early October and late May and, in almost two decades of being an expat, there has been only one event sufficiently irresistible to break my own self-imposed rule – the global launch of the Ineos Grenadier. 

Getting a first steer of this deeply intriguing new 4×4 in 2023 meant leaving the height of the Australian summer and travelling to Scotland in January, facing sub-zero temperatures and – the part everyone forgets – seven hours of daylight. But it was absolutely worth it to witness the arrival of one of the most dedicated off-road vehicles in decades. 

At the time, I was reminded that the pinch of arctic air, frozen toes and the palpable depression of sunset at 4pm were the main reasons I left this hemisphere all those years ago. But I was happy to tolerate the discomfort in the knowledge that the next time I drove a Grenadier it’d likely be blasting across an arid Australian desert or some idyllic white sand beach closer to home following its local launch.

So why is it that I’m at the wheel of the new Grenadier Quartermaster, heated seats blasting and watching its digital gauges tell me I’m heading up as steeply as the temperature is plummeting? Since it arrived Down Under, we’ve thoroughly examined the Grenadier and explored its breadth of ability as a recreational vehicle, and each time we take it for a steer it impresses with amazing standard equipment, unquestionable off-road ability and gorgeous driveline. But Ineos says its vehicles transcend the usual freedom machines and weekend warriors and is putting that claim to the test in one of the most extreme environments in the country.

About 1800m above those balmy beaches I was hoping for, Mount Buller provides one of the country’s premiere ski resorts to the backdrop of stunning scenery, perched at the ceiling of the Victorian High Country. Make the trip at any time of year and you’ll be spoilt by stunning views, excellent trails and some of the most unique and precious nature anywhere on the planet. But there are two sides to this mountain and in minutes, the awe striking beauty can turn into a savage, exposed environment that spares neither man nor machine.

Why Ineos brought the Grenadier to Mt Buller

That’s why, for about two years, Ineos has based a fleet of Grenadiers at the top of the world for one of the most honest and inescapable stress tests any aspiring rugged off-roader could imagine. And that’s why I’m here… in another Quartermaster.

Two Grenadier ‘wagons’ joined the Mt Buller team in late 2023 and when the Quartermaster utes launched in 2024, a brace of the dual-cabs were sent up the mountain to double the fleet. Since then the four fourbies have been earning their keep, not by simply ferrying sauced-up VIPs from one apres ski to the next (don’t worry – they do that too), but at the white-coal face working hard to keep the chairlifts humming, the snow cannons blasting and the lights on at one of Australia’s loftiest villages. 

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The altitude is where it begins and ends up here and although Buller’s 1805m summit might be the third highest peak in Australia – and comparatively tame by global comparison – the effects are far from negligible. At that height the air contains 20 per cent less oxygen than at sea level, temperatures have a habit of fluctuating wildly and can occasionally dip below minus -10°C, while the wind-chill strips the perceived temperature back to as little as three times lower. When the sun does come out, the relatively thin atmosphere and low humidity filter out less UV than in surrounding low lands so the attack of cosmic rays on people and things is ironically more brutal than many might expect. And the fleet of Ineos Grenadiers have to perform their duties in all of it. 

There’s no such thing as an average day on Buller and what might seem like routine duties to any of the mountain staff here would make for a very unorthodox set of circumstances in many other settings. My visit coincided with the final days of preparation for the 2025 ski season and the mountain was teeming with activity, not least from the Grenadiers. Over the previous weeks they had been hard at work toiling to get everything ready for the influx of snow bunnies which can peak at 10,000 in the various resorts, cafes, shops and restaurants on a single weekend, and as many as 450,000 over the full winter season. 

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There’s a serious amount of kit to move up here: lift assemblies weigh half a ton and get hauled up to the lifts in the back of a Quartermaster along with the wheels, axles and bearings to recommission the lifts after their summer slumber. There are nearly 300 snow guns on the mountain and a train of up to five can be hooked up and towed into place by a single Grenadier, while the hefty high-track cable equipment vital for servicing the 20 chair and T-bar lifts is no problem for an Ineos, says Mount Buller mountain operations manager Nick Reeves.

“We haven’t had the opportunity to do that before because the cars wouldn’t take the weight or get there,” he says when recounting previous operational vehicles. With 43 winters and summers spent on the mountain, the former landscaper (with tenures in French cuisine and the music industry) has seen it all at Buller… except for a vehicle quite like the Grenadier, he claims.

“I’ve seen a lot of car sponsorships on Mt Buller but I’ve never had a company approach us saying we want these cars specifically to be worked. Normally they go to the general managers, directors and marketing, but these guys were serious and they wanted the cars to be operational.”

How the Ineos Grenadier handles every task on Mount Buller

And operate they do. While the snow may melt and the chair gondolas pack away, the mountain is alive with visitors all year round and when Nick’s team isn’t battling cold conditions with the Ineos, the warmer months bring revegetation tasks, conservation work and even fire-fighting.

When they’re not loaded up with masses of frozen metal machinery and parts, Reeves converts one of the Quartermasters into a wildfire first-response vehicle complete with either 500L or 1000L water tank and all the associated pump and hose gear. Unlike the dedicated fire trucks stationed on the mountain, the Ineos is lighter on its feet, faster and more agile, reaching anywhere indiscriminate lightning can strike. It’s the same for virtually all duties says Reeves, including as an impromptu ambulance or for vehicle recovery.

“Having the power and torque and being able to isolate all the egresses you just feel a lot safer,” he says. “I don’t have any worries driving up the steepest runs – I can get to areas with no safety concerns at all.”

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It becomes clear that there really isn’t anything the fleet can’t turn its hand to. The recent addition of winches was immediately applied to hauling insulating fabric from the huge piles of manufactured snow ahead of the run’s opening, while the hose-out interior has been tested on numerous occasions when mud and ice has made an unwelcome visit to the cabins. Even the Ineos’s low-geared and heavily damped recirculating ball-type steering, which often attracts criticism on the road, is praised by the Buller team for its stoic resistance to fight the driver.

“You can really find your line on a pickled or steep rocky road. If you hit a rock it doesn’t kick the steering wheel back. We really like that, especially going to work in the morning when there’s deep snow and you have to stay in a wheel rut. It’s a beautiful car to drive on snow and ice – it tracks so nicely. I put it into manual and hardly ever brake.”

Of course, this is not the first time a manufacturer of off-road vehicles has partnered with a snow resort to showcase the suitability of their vehicles in the harshest winter conditions Australia can muster. Subaru currently has Perisher, Falls Creek and Mount Hotham, Land Rovers look after Thredbo, while Mercedes-Benz was the Buller partner before Ineos. Certainly any brand wanting to base a fleet above the snow line needs some bonafide go-anywhere ability and durability, but the Ineos stationing is easily the deepest we’ve ever seen a model immersed into mountain life.

Ineos support and servicing behind the Mt Buller fleet

Since introduction, the British brand has found a small but loyal niche in the Australian market and, although off-road credentials are not one of the things the Grenadier has struggled to prove, its Buller placement is a strong statement of confidence in its ability from the company. Just as important however, is the supporting network for customers to gain equal confidence that they will be looked after if something should need attention. For the Buller fleet, that support is provided by Shepparton BMW.

“I really like that we have good back up and maintenance,” says Reeves. “The guys at Shepparton Ineos/BMW have been wonderful. I think it’s important we use little north east towns and they’ve been awesome.”

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Yes, it’s a two hour drive from the mountain but when you consider the nearest Woolworths is in Benalla and you’ll need to drive to Seymour for a Bunnings, it’s about as convenient as any other main shopping precinct. BMW dealerships, as Ineos Asia Pacific MD Justin Hocevar explains, are the ideal existing franchises to take on the Grenadier as the workshops already have the special tools and experience to service the BMW drivetrains, while the bricks and mortar are often located in regional townships for better access. 

It’s not hard to see why people relocate to this part of the world. The cold is inescapable in winter so why not lean into the big freeze and enjoy the spectacle of a winter wonderland on your doorstep rather than the occasional treat at the end of a three hour drive? In the summer, locals are treated to a reprieve from the scorching lowlands heat and even bushfires are given a hard time up here. With a network of about 300 snow guns, 200 megalitres of water, head pressure on water lines and state-of-the-art computer controlled valves from a central control room, Buller has a formidable firefighting arsenal – it just happens to make snow in the winter. 

Ineos Grenadier proves its strength hauling heavy loads at altitude

As I’m lost in thought considering a relocation myself and captivated by the endless view to the south east, I’m snapped out of the trance by another Ineos at work, this time dragging a snow bus toward the summit.

I’m assured it’s not a marketing stunt arranged just for me but, honestly, it wouldn’t matter if it was. The grenadier is pulling a 4.5-tonne caterpillar-tracked machine up a 16 percent incline. “We do that when the things break down,” laughs Reeves.

Talk to any of the mountain community and they all have something to say about the Ineos, from the local bobby who claims “It has a military feel – seriously fit for purpose,” to the countless intrigued visitors who Reeves always invites to sit in for a closer look. 

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The Ineos and Mt Buller partnership continues to bring mutual benefits to both parties. On the one hand, Ineos has possibly the most authentic demonstration of its vehicle’s hostile environment capability, while the Buller team has a fleet of machines that make every day on the mountain safer, easier and more idyllic all year round.

I’m personally hopeful the relationship continues and that my next visit to this stunning natural escape may be with my mountain bike loaded into the Quartermaster’s tray once the lush green alpine peak is revealed from under its white winter blanket. I know the Grenadier is good in winter but I reckon it would be even better up here in the summer.

Exploring High Country trails before the snow sets in

The flanks of Buller and surrounding areas are a labyrinth of high country trails with good accessibility for the day tripper or more committed camper.

During our visit however, we were given access to something a little more off limits. Leaving Buller Village via Number 3 track and dropping over to Pineapple Flat, the track connects to sister Mount Sterling and the gateway to the High Country trails. Depending on the climate, these byways normally close the Thursday after King’s Birthday and in line with DECA, but this year that date was being brought forward in anticipation of the first decent snow. After that, it’s strictly skidoos only. 

Unfortunately our visit was just a few days too early for the most exclusive piste pass and, although the mountain had been dusted by the season’s first flakes, we missed out on a significant snowfall. While we were privileged to pass through beautiful trails, negotiating them blanketed in snow is something you ordinarily have to be on the Buller or DECA payroll to experience.

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Regardless, the trip offered a chance to remember what makes the Grenadier unique. Its 3.0-litre BMW straight-six diesel (or have a petrol if you like) bolted to the eight-speed ZF auto is still the standout with accessible torque sent though three lockable diffs and an unrivalled level of sophistication and refinement. Coil springs on twin live axles offer a good balance of comfort, load lugging and wheel articulation, while the various drive modes have been clearly well thought out. 

Traction is simply never a worry even on standard mud and snow tyres. Any minor squeaks and rattles from the original vehicles have been comprehensively banished and even prolonged corrugations couldn’t provoke an unwelcome report from a poorly fitted trim or insufficiently secured panel. 

Yes, there’s the same slow steering that requires angle to be wound on and off with a resistance to self centre, but it only takes a little adjustment. Less easy to forgive however is the simply galactic 14.5m turning circle with many of the region’s tight switchback turns requiring a couple of bites at to negotiate.

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The lack of instrument cluster is another unorthodox feature along with a reversing camera that doesn’t function when in off-road modes, and rain-sensing wipers would be nice too. But we can forgive the Grenadier a lot for its switchgear which manages to be functional, robust and looks extremely cool.

The somewhat commercial driving position is tolerable when jacked high in the cabin which is best when negotiating trails, but still a bit strange on-road. Before we had time to complain, our journey concluded at the iconic Craig’s Hut on one of the most perfect days we’ve ever seen it.

Clear blue skies, views all the way over to Mount Buffalo and not a breath of wind. Perhaps we’ll get snow next time.

The 2025 Jeep Wrangler is now on sale in Australia with lower pricing and a broader range of colour options.

MSRP pricing for the Rubicon two-door has dropped to $79,990 (down from $82,950), while the four-door version is now $82,990 (previously $89,450).

Mechanically, the Wrangler remains unchanged. It continues to be powered by a 2.0-litre turbocharged petrol engine producing 200kW and 400Nm, with its torque tuned for improved low-rpm response and moderate fuel efficiency.

Two new paint colours – ‘41’ (military green) and ‘Mojito’ (bright green) – expand the total colour palette to eight, alongside existing options like Bright White, Black, Granite Crystal, Firecracker Red, Hydro Blue, and Anvil.

The Wrangler retains its core off-road setup: solid front and rear Dana axles, a two-speed transfer case, four skid plates, and the Rock-Trac 4×4 system on Rubicon variants. This includes a 4:1 low-range gear ratio and 77.2:1 crawl ratio. The rear axle is a full-float HD Dana 44, allowing for improved load handling and easier fitment of aftermarket tyres.

The cabin is unchanged from the 2024 update and features a 12.3-inch Uconnect 5 touchscreen with wireless Apple CarPlay, Android Auto, multi-device Bluetooth, and up to five user profiles. A forward-facing TrailCam off-road camera remains standard on Rubicon models.

Standard safety equipment includes front and rear side curtain airbags, electronic stability control, and a rear seat reminder alert on four-door variants. The roof panels remain removable, allowing for open-air driving across both city and trail conditions.

The Wrangler is covered by Jeep Australia’s ‘Wave’ ownership program.

Toyota Australia has announced a temporary pause on customer orders for its LandCruiser 70 Series GXL Wagon automatic, effective immediately.

The company cited strong demand combined with constrained production levels as the reason for halting new orders. The decision is intended to help dealers fulfil existing orders more efficiently and offer clearer delivery timeframes to customers.

The pause applies only to the GXL Wagon automatic variant. Toyota confirmed that all other models in the LandCruiser 70 Series line-up remain available, with many variants either in dealer stock or available for delivery within two to four months.

“We know in the past, particularly through the COVID-19 pandemic and during the global semi-conductor supply shortage, vehicle supply challenges caused a degree of frustration with our customers with wait times for delivery of new vehicles being extended significantly,” said Sean Hanley, Toyota Australia Vice President Sales, Marketing and Franchise Operations. 

“We never want to be the cause of that frustration again so together with our dealer network, we are committed to carefully managing any supply issues to provide complete transparency for customers when issues outside our control arise.

“We continue to work with our parent company in Japan to optimise production and supply levels of all Toyota vehicles to ensure we can deliver and satisfy Australian customer demands. “Since we launched the new four-cylinder LandCruiser 70 Series in late 2023, we have seen its appeal grow for Australian customers with strong demand across the entire range,” added Hanley.

All variants of the LandCruiser 70 Series are powered by Toyota’s 2.8-litre four-cylinder turbo-diesel engine and are offered with a five-speed manual or six-speed automatic transmission, depending on the model.

The automatic transmission is standard on the WorkMate Wagon and all Single Cab Chassis variants.

GWM (formerly Great Wall Motors) gave its Cannon ute a significant update at the start of 2025. 

The headline changes included a larger 2.4-litre diesel engine, an increased towing capacity, and a new flagship variant – the Cannon XSR – aimed squarely at off-road buyers. Six months on, we finally get our first crack behind the wheel of the $50K XSR.

Off-roaders will welcome the arrival of a budget-priced midsize ute with front and rear diff locks straight from the factory. Lockers give any 4×4 a far better chance of tackling rough terrain by ensuring equal drive is sent to all four wheels simultaneously. The only other utes in this segment with that spec are the $90K Ford Ranger Raptor and the Cannon’s own bigger sibling, the Cannon Alpha. In the XSR, you’re getting the hardware at a $50K drive-away price.

That’s the good news about the XSR. The downside? It ditches the full-time 4×4 system in favour of a part-time setup and misses out on key safety features including Emergency Lane Keeping, Smart Dodge, Blind Spot Detection, Rear Collision Warning and the Door Open Warning system. Because of these omissions, the Cannon XSR hasn’t been tested with ANCAP and doesn’t carry the five-star safety rating earned by other models in the Cannon range.

We’re sure plenty of buyers would gladly trade some safety tech for front and rear lockers, but for others, that compromise will be a deal breaker. Horses for courses.

JUMP AHEAD

• What does it get?
• On-road performance
• Interior refinement
• Off-road performance
• Verdict
• Specs

What does it get?

As well as the locking diffs and part-time 4×4 system, the XSR scores Cooper all-terrain tyres, an air intake snorkel, steel side steps, additional drive modes and a model-specific grille. You can add as many off-road drive modes as you like, but once you’ve got proper locking diffs like the XSR does, most of them become redundant – lockers are the ultimate off-road drive mode.

The off-road hardware adds to an already well-specified ute, which includes leather-trimmed seats with heating and ventilation up front, six-way power adjustment for the driver and four-way for the passenger, a heated steering wheel, and a 360° camera system displayed on a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto. There’s also a wireless phone charger, power sunroof, seven airbags and a tyre pressure monitoring system (TPMS).

The 2025-spec 2.4-litre diesel engine is borrowed from the larger Cannon Alpha and is paired with a nine-speed automatic transmission. The single turbo unit produces a claimed 135kW at 3600rpm and 480Nm between 1500-2500rpm.

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On-road performance

While the power and torque figures aren’t class-leading, the Cannon moves along briskly when you put your foot down. But the issue isn’t the peak outputs – it’s how the engine delivers them.

There’s a noticeable amount of throttle and turbo lag from the engine. Prod the accelerator and there’s a moment’s hesitation before boost arrives in a rush, often prompting the driver to back off just as quickly. This delay can be disconcerting when pulling into traffic, making smooth throttle application essential for a clean getaway. Combined with the switch to a part-time 4×4 system – meaning no all-wheel drive on sealed roads – negotiating wet Melbourne streets becomes a learned skill.

The engine features a single variable-geometry turbocharger, intended to deliver a smoother and more progressive application of boost. However, something feels amiss in this setup – whether it’s the turbo itself, the engine tuning, or the throttle calibration, the end result is far from seamless.

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As for the throttle calibration, even maintaining a steady 20km/h in crawling city traffic can be a chore. The Cannon tends to surge and ebb, making smooth, consistent low-speed driving more difficult than it should be.

There’s nothing to complain about with the nine-speed automatic, and the inclusion of manual shift paddles behind the steering wheel is a bonus. Less impressive is GWM’s ‘aviation-inspired’ gear selector – a case of change for change’s sake that over-complicates what should be a simple function. That said, GWM isn’t alone in this trend.

Interior refinement

While we’re in the vicinity of the shifter, it’s worth mentioning the surrounding console. To the right are three pre-wired accessory switches, ideal for things like auxiliary lights. On the left are dedicated buttons for the front and rear diff locks, along with the tank-turn function. Selecting 4×4 high or low range is handled via the drive mode dial.

While it’s great to have the off-road controls placed for easy access, it’s frustrating that more frequently used functions – like climate control – are buried in the multimedia screen. These everyday adjustments would be far more intuitive and safer to operate using physical buttons or dials, rather than navigating screen menus. Once again, GWM isn’t alone in this trend of overcomplicating commonly used cabin functions.

The seats themselves are excellent, offering impressive back support and overall comfort. They’re among the best I’ve experienced in any OE offering – and easily the best at this price point.

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Off-road performance

With its triple-locked driveline, we were keen to put the Cannon’s off-road ability to the test. Recent rain had us questioning whether our regular test loops might be too slick for the all-terrain tyres, but fortunately the sandy tracks had dried out considerably.

The first of our tracks features a steady climb with a central rut, making it an ideal test for electronic traction control. The XSR performed well initially, but once a wheel lost traction, the ETC struggled to compensate – forcing us to engage the lockers to continue.

Most OE vehicles fitted with factory front and rear lockers require them to be engaged in sequence – centre first, then rear, and finally front. The Cannon, however, imposes no such restriction, allowing the driver to activate any locker independently.

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Of course, being a part-time 4×4, the Cannon XSR doesn’t have a centre diff – just select 4×4 High or 4×4 Low and equal drive is sent to the front and rear axles. Both front and rear lockers can be engaged at will, either individually or together. However, the rear locker proved temperamental and refused to engage, so we relied on the front locker to get the ute up the hill.

The rear locker continued to be temperamental when we moved on to the diagonally-opposed holes – a good test of wheel travel and traction. With water still sitting in the ruts, the track was slippery, but the Cannon made it through using just the front locker. Without the locker engaged, it struggled for traction. Eventually, the rear locker came to the party, and the Cannon walked up the track with ease, even with the tyre treads packed with mud.

The XSR’s metal side steps earned their keep here, touching down lightly as the suspension flexed over the undulating humps. They sit wide of the chassis, meaning you have to step over them every time you get in or out – especially if you want to keep your jeans clean. They’re a bit like the intake snorkel: yes, it creates some wind noise on the highway, but you tolerate it for the off-road advantages, including an extra 200mm of wading depth over the standard Cannon’s 500mm.

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The independent front and live-axle, leaf-sprung rear suspension has a firm tune, resulting in a jiggly ride on rough roads and bordering on jarring over rutted tracks. That said, it offers decent wheel travel and should perform well when carrying a load.

Speaking of loads, the XSR retains the Cannon’s 3500kg towing capacity and offers an 875kg payload. The cargo tub is strictly workhorse spec, featuring a spray-in protective liner, four tie-down points, a fold-out tailgate step, and integrated steps in the rear bumper corners.

Verdict

Like all dual-cab 4×4 utes, the Cannon XSR comes with compromises – but they’re some of the most polarising in the segment. From the missing safety tech (traded for off-road hardware), to the punchy but unpredictable acceleration and firm suspension tune, this ute is full of contradictions. You’d need to really value the off-road extras to choose the XSR over one of the five-star safety-rated variants in the Cannon lineup.

You could compare it to the Ford Ranger Raptor, which sacrifices payload and towing capacity in favour of exceptional off-road and high-speed performance. But the Raptor focuses its talents to perfection – even if it’s nearly twice the price of the XSR. 

And for peace of mind, GWM backs the Cannon XSR with a seven-year/unlimited kilometre warranty, five years of 24/7 roadside assistance, and five-year capped-price servicing.

Specs

Way back in 1985 Toyota created this FJ62 complete with a four-speed auto and the not-so-mighty 4.0-litre 3F petrol boat anchor that wheezed asthmatic output.

Anti-rust prevention was minimal, the suspension was comparable to a cart, the design and looks were basic… yet it was a rugged wagon. Although this particular 60 Series was more likely than not destined for the graveyard, Adam had other ideas and set about its resurrection, but with a very different route compared to most other restorations.

Minimal fuel use, a comfortable ride, surplus power, some high-tech wizardry and the adoption of some cool old-school paint and panel modifications were to be the order of the day.

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Isuzu 4JJ1 3.0-litre engine transplant

Nope, a thumping petrol V8 wouldn’t be transplanted into this old body, nor would a large-capacity Toyota diesel be squeezed between the rails. Rather Adam and James opted for a well-proven, smaller intercooled turbo diesel engine from an Isuzu D-Max. 

The renowned 4JJ1 3.0-litre engine was chosen for the Cruiser’s heart transplant. Even its standard 130kW and 380Nm is a huge leap up from the old Toyota engine (115kW/298Nm), and there are easy aftermarket enhancements to double the outputs, while overall reliability and efficiency, plus the engine’s compact size, all make it a great engine transplant for not only this older Cruiser, but many other makes and models. 

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Sacrilege or sanctification for combining a legendary Toyota body with a modern, small-capacity diesel engine? You be the judge. For us, it’s a winner all round, and given the minimal weight variance between the outgoing and incoming engines, it saves a lot of suspension and brake work. A thumbs-up from us.

Adam picked up a complete 2011 D-MAX from the wreckers to make life easier and save some money. Aside from a mild remap to boost performance, Adam reports that the vehicle returns about 9.9L/100km and hauls better than his 4.5-litre 79 Series Cruiser. Wow! Power, acceleration, driveability and economy all rolled into one. Immaculate conception perhaps? 

Driveline changes

It’s all very well having a replacement engine for a project but that’s only a small part of the overall plan. The ancillaries, gearbox, transfer case, electrics and physical fitting of the engine and all other components are where the hard work and magic happen. 

Adam has managed to keep the Cruiser’s four-speed shifter mechanism adapted to the four-speed A340 out of the D-Max and mated it to a 70 Series transfer case via an Aussie 4j Adaptors housing. A standard 60 Series tail shaft and lovechild of a 60/79 front shaft sends drive to the 60 Series diffs. The 79 transfer lever enters the cabin via the factory transmission tunnel hole. The standard brake pedal is retained, while the D-Max drive-by-wire accelerator pedal has been grafted in via custom-fabricated brackets.

Fitting the engine to the Cruiser chassis was achieved by cutting the D-Max engine mounts and grafting to the 60 Series chassis. The D-Max wiring harness is a custom job from Aussie 4j Adaptors, which then blends into the standard Cruiser dash cluster via an unlocked, standard D-Max engine management system.

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A JMAX Engineering black powder-coated snorkel feeds air into a 79 Series airbox, which was modified to take the D-Max MAF sensor. The air conditioning condenser, power steering pump and various engine bay piping was all retrieved from the D-Max and squeezed into the Cruiser. That’s a huge reason to purchase a complete donor vehicle rather than just an engine and ’box for transformations like this. The myriad of large and small parts that can be used saves time and money. Many brackets and parts, like the steel fan shroud, have been custom fabricated on the run to keep the conversion safe and legal.

A set of 285/70R17 Predator New Mutant X-AT tyres have been wrapped around 17×9 ROH Zullo alloy rims. The leaf-spring packs have had an extra leaf installed for a little more carrying capacity yet maintain as much comfort as a leaf-sprung 4×4 can offer. The rears also feature Boss airbags to cater for varying loads, plus both ends score EFS shock absorbers.

Stedi LED headlights are an excellent replacement for the standard glow-in-the-dark-style candles. A Carbon synthetic rope winch, with its control box relocated under the bonnet, gives a neat, clutter-free, minimalist front end. The only hint of there being a winch is the fairlead with hook, plus the slight protrusion of the clutch engagement handle.

Panel work

Casual glances by the untrained eye will only see a standard 60 Series Cruiser. Normal, but clean and tidy.

Those in the know will spend much time picking both small and large discrepancies from the original body. The obvious is the 79 Series bonnet scoop, which offers the only telltale of an engine swap via the letterbox opening, where you can spy the chromed Isuzu 3.0 badging.

All door locks, fuel flap lock, rear wiper and washer, and antennas have been eliminated, resulting in clean, smoothed-out panel work. Access is gained via factory central locking actuators combined with a Viper remote central locking system. A Mitsubishi Triton fuel flap release mechanism has also been grafted into the inside of the fuel flap to access the fuel filler.

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The front quarter panels have been chopped to allow for the customised McKinnon’s Cruisers bullbar, which gives a modernised OE appearance. Adam knocked up custom side steps/rock sliders to protect the sills and a rear bar to protect the Cruiser’s trailing end, both of which look perfectly modern on the old Cruiser body. It’s a great blend of classical heritage and modern design cues. 

A Rhino-Rack roof platform sits atop custom roof rack gutter mounts, finishing off the exterior of what appears to be a brilliant custom and perfectly usable touring 4×4. A pair of rear side-opening Emuwing Gullwing glass windows provide easy access to the Cruiser’s rear luggage compartment.

The final touches of Skoda grey have been applied to a meticulously prepared body, albeit after a lot of rust removal. Colour-coded finishing touches to the engine cover, plus custom dark gunmetal grey to the Toyota grille perfectly finish the project, making it a true one-of-a-kind standout vehicle. So stand out, in fact, that it scored best modified 60 Series at the recent Classic Landcruiser Expo & Car Show (CLECS) in Queensland.

Verdict

The end result is an amazing amalgamation of old and new parts and technology… a combination that returns an improved driving experience in every way to that of the old. It is a head-turning custom body that has been a labour of love for Adam and not possible without James.

The Mitsubishi Triton has long been one of the most popular 4×4 utes in Australia, and for good reason: price.

While the new Triton has gone up a level on the price scale, it still represents great value for money compared to some of the more expensive utes like the Ford Ranger and Toyota HiLux.

For those who want a Triton for 4×4 touring, we reckon the GLX-R hits the sweet spot at $56,490 drive away due to its impressive list of standard equipment as well as being the most affordable model in the range with Mitsubishi’s excellent Super Select 4WD-II selectable on-demand 4×4 system. Base colours for the Triton GLX-R are white and red, while premium paint (blue, silver, grey and black) costs an extra $740.

While previously not as powerful as some of its competitors, the Triton’s new 2.4L bi-turbo-diesel engine now musters a respectable 150kW and 470Nm, and it’s mated to a smooth shifting six-speed auto transmission. The Triton now also matches its class competitors in terms of towing, with a maximum braked capacity of 3500kg.

Standard kit on the Triton GLX-R includes black 18-inch alloy wheels, black sports bar, tailgate assist, a nine-inch touchscreen with satnav, a seven-inch multi-information display, rear cross traffic alert, lane departure prevention, traffic sign recognition, TPMS, adaptive cruise control, forward collision mitigation and seven air bags.

The Triton GLX-R’s Super Select 4WD II system allows the vehicle to be driven on the road in two-wheel drive or full-time 4×4. For off-road use the system can be set to high-range or low-range 4×4, both with the centre diff locked. Off-road capability is enhanced thanks to seven selectable drive modes (Normal, Eco, Gravel, Snow, Mud, Sand and Rock) aa standard fitment rear differential lock.

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The first things to consider when modifying any 4×4 to make it better for touring include tyres, suspension and protection equipment. Secondary items include storage systems, canopies, roof racks and the like, all of which will have a bearing on what suspension system you will need to fit.

If you’re going to fit a steel bull bar ($2500+), steel side rails and sidesteps ($1000+), winch ($1200-$3000) and driving lights ($700), all of which we’d strongly recommend, you will need a suspension system that can cope with all of that weight at the front of the vehicle, as well as springs and dampers at the rear matched to whatever load you’re likely to have on board while touring. A quality suspension system from the major manufacturers will set you back $3000 or more, but there are cheaper alternatives that will still handle heavier loads than the standard suspension, and give the Triton a lift of up to 40mm.

As with any 4×4, you will need to fit quality Light Truck tyres to the Triton GLX-R if you want it to survive traversing rocky off-road terrain and forging through remote deserts; there are several LT all-terrain and mud-terrain options in the standard 265/60R18 size priced from around $450 to $500 a tyre from the likes of BFGoodrich, Cooper and Toyo, or with a suspension lift you could go up to a LT275/70R18.

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While a canopy over the tub provides a secure and weatherproof compartment that’s convenient for touring, it does detract from the vehicle’s versatility when you want to use it as a ute. An alternative on the Triton GLX-R is to fit a quality roller shutter so you can secure your gear when needed but still be able to haul larger items too, such as dirtbikes. A manual roller shutter will cost $1300+ while an electric one will cost around $2000+. A bed extender allowing a dirtbike to sit in the tub with the tailgate down can be had for as little as $350, but you will also have to factor in a number-plate mount with lights ($120 or so) and an auxiliary number plate (around $50 depending on what state you live in).

Of course, with a roller shutter, you need to ensure your portable fridge/freezer has a low enough profile to fit, but there are plenty on the market. You might also wish to add a roof platform (around $1700) to carry light-weight gear and to fit an awning.

You should also factor in the other usual 4×4 touring accessories such as a snorkel ($700), an auxiliary or long-range fuel tank ($1200-$1500), UHF radio and antenna ($400-$700), lithium auxiliary battery and charger ($1500+) and under-vehicle protection ($800-$1000).