Denza, the premium sub-brand of BYD, will make its UK debut at the 2026 Goodwood Festival of Speed – running from July 10 to July 13. 

Taking centre stage alongside the Z9GT Grand Tourer and D9 MPV will be the new Denza B5, a plug-in hybrid SUV aimed squarely at segment staples like the Toyota Prado, Ford Everest and Isuzu MU-X.

To compete with these names, the B5 will almost certainly be priced sharply – much like the BYD Shark ute, which launched in Australia with a sub-$60,000 price tag. In China, the B5 is currently priced between 239,800 and 302,800 yuan (around AU$52,000 to AU$66,000), giving it an edge if that pricing translates to export markets.

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“We’re thrilled to be introducing Denza to UK customers, especially at the iconic Goodwood Festival of Speed,” said Stella Li, Executive Vice President of BYD. “This is a brand that has always had its roots in European design in particular, and we’re confident that British car enthusiasts will find inspiration in how DENZA blends that influence with our sophisticated technologies, the finest craftsmanship and, for the first time in this segment, a true focus on efficient, sustainable new-energy powertrains.”

Built on BYD’s rugged DMO (Dual Mode Off-Road) platform – the same one underpinning the Shark – the Denza B5 combines a 1.5-litre turbocharged petrol engine (135kW) with a dual-motor electric setup (485kW) for a combined output of 505kW and 760Nm. For comparison, the Shark makes 321kW and 650Nm. This setup is said to launch the B5 from zero to 100km/h in just 4.8 seconds.

Packing a 31.8kWh Blade battery and 85-litre fuel tank, the B5 offers a claimed range of up to 1200km, while electric-only driving sits at around 125km.

For tourers, the B5 includes a virtual locking centre differential, simulated low-range mode, and electronically locking front and rear diffs. Its approach, departure, and breakover angles come in at 35, 32 and 20 degrees respectively, and it has a wading depth of up to 700mm. The height-adjustable hydraulic suspension allows ground clearance to stretch as high as 310mm. The B5 measures 4890mm long, 1970mm wide, and 1920mm tall, with a 2800mm wheelbase 

The interior layout is similar to the BYD Shark, with a 15.6-inch rotating touchscreen, 12.3-inch digital instrument cluster, and four-zone climate control. High-quality leather trim and soft-touch materials feature throughout the cabin.

An official Australian release date hasn’t been confirmed, but the B5 is expected to arrive in the second half of 2025. BYD has reportedly confirmed plans to bring a large 4×4 SUV to Australia, and it’s widely expected to be the B5, likely carrying the same nameplate.

Further hinting at an imminent Australian launch, camouflaged Denza B5 test vehicles were spotted earlier this year undergoing road testing in New South Wales.

The Evakool Down Under II 50L fridge was put to the test during a full Simpson Desert crossing, loaded into the canopy of a BYD Shark.

This model is genuinely Australian-made – not just assembled locally or designed here. It’s manufactured onshore, which makes a difference when reliability is critical in remote conditions.

Another standout feature is the weight – or lack of it. In an era where many rigs are pushing the limits of their GVM, a lightweight fridge that can be easily lifted in and out of a canopy, even when full, is a major advantage. No lifting injuries or awkward two-person operations required.

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Key features of the Evakool Down Under II 50L

One of the most useful features is the dual-zone functionality. A removable divider allows the fridge to be configured as a dual-zone (fridge and freezer), or converted into a single-zone unit. The setup is quick and intuitive, and during extended desert use, it maintains temperatures flawlessly. One side kept drinks icy cold, while the other kept meat frozen solid for days.

The dual-lid design also deserves mention. Lids can be opened from either side or removed completely, which proved invaluable when working around packed gear in a canopy or drawer system.

Power management is another strong point. The fridge offers both Eco and Max modes, allowing users to balance energy efficiency and cooling performance. Even during 40°C days on the French Line, the unit maintained consistent temperatures in Eco mode, drawing minimal power from solar.

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Is the Evakool fridge worth it? 

The Evakool Down Under II 50L impressed with its practical design, low weight, dual-zone flexibility, and genuine Australian manufacturing. It performed reliably in harsh conditions and offers excellent value for money.

Based on this test, it’s a unit well suited for serious off-road touring and long-distance travel – and one that deserves a permanent spot in any touring setup.

What we love

✅ Aussie-made
✅ Super lightweight
✅ Dual-zone flexibility
✅ Lid opens both ways or pops off entirely
✅ Power-saving modes actually work

A crackdown on illegal camping in Noosa has resulted in more than 30 travellers being fined, after community reports guided authorities to known hotspots.

Frustrated residents, fed up with public spaces being misused by overnight campers, provided key information that helped Noosa Council and Queensland Police carry out an enforcement blitz. Officers issued 31 fines of $322 each at popular locations including Noosa Spit, Noosa Junction, and Noosa National Park.

Locals have grown increasingly frustrated as beaches, parks, and gardens are frequently taken over by camper vans and used as temporary accommodation. Complaints have surged in recent months, with residents claiming they can no longer enjoy public areas that are being treated as campgrounds and public toilets.

As part of the operation, council rangers and police patrolled high-traffic areas, knocking on windows and directing illegal campers to move on. Authorities say the crackdown is just the beginning, with further enforcement planned along the eastern beaches and Noosa River in the coming weeks.

Illegal beachfront camping is not unique to Noosa. Tourist towns across Australia are grappling with the same issue, as travellers in RVs and vans seek free overnight stays in scenic spots. Reporting platforms such as Snap Send Solve receive thousands of complaints each year about unlawfully parked campers nationwide.

Officials are reminding travellers that staying overnight in undesignated areas comes with consequences and that the local community is taking an increasingly active role in reporting violations.

If you’ve ever aired down your tyres for off-road traction, you know the risk: too much side load or a sharp turn and you could de-bead a tyre.

In the USA, beadlock wheels solve this by clamping the tyre bead to the rim – simple, but not legal on Australian roads. Until now, Aussie 4WDers have had to choose between off-road capability and on-road legality. ICON Alloys aims to change that. Its ICON Rebound Pro and ICON Recon Pro wheels, now available through Dynamic Wheel Co retailers across the country, feature Innerlock technology – a patented internal bead retention system that’s street legal in Australia and built for genuine off-road use.

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A new kind of bead retention

Traditional beadlocks use an external ring to clamp the outer bead of the tyre. They’re great off-road, but they’re heavy, require regular maintenance, and can’t legally be used on Australian roads.

ICON’s Innerlock system takes a different approach. Instead of an external clamp, it uses a series of hardened alloy pins installed inside the wheel barrel, which press against the inner bead of the tyre. These pins are removable and reusable, and they sit behind O-ring seals that keep the system airtight. The result is a wheel that prevents tyre de-beading under low pressures, just like a beadlock – but is fully compliant.

In practical terms, that means you can run lower pressures off-road for better traction and ride quality, then drive home legally without changing wheels or worrying about fines.

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ICON Rebound Pro and Recon Pro

ICON’s first two wheels to feature the Innerlock system are the ICON Rebound Pro and the ICON Recon Pro, each aimed at slightly different users.

The ICON Rebound Pro is for those who split their time between on-road and off-road. It’s lighter than traditional beadlocks, legal on-road, and compatible with a wide range of popular platforms including dual-cab utes. It’s available in three finishes, with offset options from 25P to 12N.

If you’re doing weekend trips, beach runs, or light rock work, and want a wheel that handles everything without swapping gear, the ICON Rebound Pro fits the bill.

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The ICON Recon Pro takes things up a notch for more serious off-roaders. It keeps the Innerlock system but adds HALO Wheel Armor – four replaceable aluminium segments around the edge of the rim that absorb off-road damage. It also features a 16-spoke concave design, load ratings up to 1814kg (4000lbs) on 8-lug versions, and internal hardware that’s protected from rock hits.

Offset options include 6N, 0P and 25P, with finishes in Satin Black or Charcoal. For drivers pushing into tougher terrain – think High Country tracks, desert runs, or slow technical work – the ICON Recon Pro offers more durability and wheel protection.

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Why it’s a big deal

The problem with beadlocks in Australia has always been the law.

Even if you’re careful, a set of beadlocks can get you defected in some states. ICON’s Innerlock wheels are the first legal alternative that actually works under off-road conditions. They’re not just a token fix – they hold the bead securely at low pressures and don’t rely on external rings or clamping hardware.

They’re also designed for real-world use:

• No bolt re-torquing after every trip
• Lightweight aluminium alloy construction
• Less rotating mass than a traditional beadlock
• Easier to maintain than standard beadlocks
• Fitments that suit modern 4WD platforms straight out of the box

For anyone who’s run into the limits of standard wheels off-road – or got pinged for beadlocks on-road – this could be a genuine fix.

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Halo Armor

The HALO Wheel Armor system uses a modular design with four segmented quarters per wheel. If a segment gets damaged – from rock rash or off-road impacts – it can be replaced on its own without needing to swap out the entire set. This helps keep repair costs down and simplifies maintenance.

Segments can be installed or removed without taking the tyre off the wheel, so repairs or adjustments can be carried out easily. They’re available in satin black and raw aluminium. The satin black version comes pre-installed on the ICON Recon Pro. Raw aluminium segments are sold separately and can be painted or coated for a custom finish. The design makes it straightforward to maintain or personalise the wheel armour with minimal effort.

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Verdict

ICON’s Innerlock-equipped wheels are a first for Australia: a legal, functional bead retention system that’s built to handle real-world 4WDing.

Whether you’re doing long-distance touring, technical crawling, or just want peace of mind when dropping pressure for sand or mud, the ICON Rebound Pro and ICON Recon Pro offer a solid, well-engineered solution. They won’t replace beadlocks in competition rigs or extreme setups, but they offer a huge leap in usability and safety for the vast majority of 4WDers who drive tracks on public roads.

Both the ICON Rebound Pro and Recon Pro are available through Dynamic Wheel Co outlets nationwide.

Touring gear is only as good as its ability to handle Australia’s harshest conditions. 

After crossing the Simpson Desert in a fully loaded 70 Series LandCruiser, we can confidently say MSA 4X4’s drawer system, drop slide, and storage accessories passed with flying colours.

This wasn’t a cushy weekender, either. We packed heavy from Melbourne, travelled over 5000km on everything from outback highways to remote dune tracks, and relied on this MSA set-up to keep tools, spares, comms food, and production gear organised, secure and accessible.

Drawer system

The backbone of the set-up – the MSA Explorer Aluminium Storage Drawer System – is rattle-free, dustproof and beautifully finished, and the drawers proved to be one of the unsung heroes of the trip. Fully loaded with recovery gear, hand tools, camera equipment, and enough snacks to feed a film crew, they still opened and closed like new every time.

Fit-and-finish is excellent – precisely built components, slam-shut latches and whisper-quiet runners give the unit a premium, OEM feel. Even after 1000km of corrugations, nothing shifted, squeaked or came loose.

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Drop slide

When your fridge is mounted at canopy height, a drop slide isn’t a luxury, it’s a necessity. The MSA 4×4 Drop Slide allowed us to safely access a 75-litre fridge without clambering over drawers or wrecking our backs. The gas struts made it easy to raise and lower, even fully loaded, and it locked into place with confidence – vital when parked off-camber or loading up quickly before moving on.

It’s a heavy unit, but that weight translates to strength and stability. And if you’re building a touring vehicle, durability should always be a top priority.

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Canvas storage

Often overlooked but always appreciated, MSA’s canvas seat organisers and barrier bags added serious day-to-day usability to the fit-out. Maps, UHF radios, notepads, torches and even a set of jumper leads all had a dedicated home. It’s one of those small upgrades that turns chaos into order – and after days of rough travel, any gear that keeps things in place earns its keep.

The trade-offs

The drawer latches need a firm hand to fully engage – something that caught us out once or twice early on. And the fridge slide adds significant weight to the build. But for a long-distance tourer or remote worker, those are small trade-offs for solid reliability.

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Verdict

From Mount Dare to Birdsville, across the Simpson’s endless dunes and out to the Stuart Highway, this set-up never missed a beat. Not only did it protect gear from dust, impact and heat, it also improved our workflow in the field. In between filming, recovering vehicles, and knocking out camp dinners, everything stayed where it was meant to.

The MSA fit-out doesn’t just make your life easier – it makes long-range touring more organised, more efficient and less stressful. Whether you’re a professional in the field or just chasing sunsets off the beaten track, this is kit built to go the distance.

“Always share excellence” is BLUETTI’s motto – and its latest releases exemplify this philosophy.

The Elite 100 V2 builds upon the crowd-favourite AC180, which has sold more than 7000 units in Australia, with great updates to portability and performance. While the Elite 30 V2 is a refresh of the popular EB3A, holding more power in a more portable frame.

Launching on July 1 in Australia, the all-new Elite 100 V2 and Elite 30 V2 portable power stations bring next-gen design, smarter features, and rugged versatility to everyday life. Suitable for everything from 4×4 off-road adventures to beach camping, these two new units are engineered to give you power where and when you need it.

The headliner: Elite 100 V2 – Compact power without compromise

The Elite 100 V2 packs a similar 1024Wh capacity and 1800W AC output but sheds 30 per cent of the weight and 35 per cent of the volume. Now weighing just 11.3kg (25lbs) and sized like a small carry-on, it easily slides under a car seat or fits in your caravan drawer.

The upgraded 3600W surge (2700W Lifting power) handles heavy-hitters like kettles, microwaves, or even a portable AC unit. It sports nine output ports – including two AC outlets, two USB-A, two USB-C (100W and 140W), a car port, and two 5521 DC ports – to cover all your electronics and camping gear.

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The Elite 100 V2 supports up to 1200W AC input, reaching 80 per cent charge in about 45 minutes. Solar charging gets a major upgrade, now accepting up to 1000W for a full recharge in 70 minutes. It’s a game-changer for overlanders and RV owners who want a quick turnaround between stops. And for road warriors? The optional Charger 1 Alternator Charger juices it up at 560W, six times faster than traditional car charger while driving.

Built with top-tier LiFePO₄ cells, it’s rated for over 4000 cycles, meaning a decade of regular use with minimal degradation. And thanks to a near-silent 30dB operation and a lightning-fast 10ms UPS switchover, you get seamless performance both on the road and at home. The upgraded BLUETTI app also gives you greater control over the Elite 100 V2: monitor battery levels, set charge limits, and receive alerts, all from your phone.

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Small but mighty: The ultra-portable Elite 30 V2

Weighing just 4.3kg, the Elite 30 V2 is built for grab-and-go convenience. Whether you’re packing for a hiking trip, a bushwalk, or a beach picnic, it slips easily into your daypack.

The tiny beast houses a solid 288Wh capacity and delivers up to 600W of power (boosted to 1,500W with Power Lifting). With eight ports, including 140W USB-C, USB-A, AC, and a car port, it powers all your essentials like phones, laptops, cameras, and even your car fridge.

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Thanks to BLUETTI’s next-gen UltraCell™ technology and an intelligent thermal system, the Elite 30 V2 cuts system power use by 50%, bringing standby consumption down to just 4.5W. That means more real-world usage from every charge.

Recharging is just as flexible. Plug it into the wall at up to 380W, or tap into the sun with a 200W solar input. BLUETTI’s new pocket-sized PV60L solar panel even gets you a trail-ready solar setup. And with a 10ms UPS switchover, it steps in automatically during blackouts, ideal for keeping the Wi-Fi or a CPAP machine running.

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Availability and Prime Day specials

Both the Elite 100 V2 and Elite 30 V2 will be available starting July 1 through BLUETTI’s official website and Amazon Australia. Super early bird pricing will run until July 11 at 11:59 PM AEST, offering serious savings:

• Elite 100 V2: A$999 (super early bird)
• Elite 30 V2: A$369 (super early bird)

Even better, their launch coincides with BLUETTI’s Prime Day Sale, where discounts reach up to 43% off sitewide. There’ll also be lucky draws, giveaways, and coupon bonuses to sweeten the deal – making this the ideal time to invest in a future-proof power solution. Check the deals here.

About BLUETTI

As a technology pioneer in clean energy, BLUETTI is committed to providing reliable, affordable power solutions for everyday use. From solar-ready camping gear to robust home backup systems, its innovative products help Australians stay prepared and independent. With over 3.5 million users in 110+ countries, BLUETTI has built a reputation on quality, longevity, and sustainable design. Learn more at here.

A report out of Japan has shed new light on what to expect from the next-generation Toyota HiLux, with Best Car magazine claiming the updated ute will be available with a plug-in hybrid option when it arrives next year.

If the report proves accurate, it’ll be a major shift for Australia’s top-selling ute, which has so far only flirted with electrification through mild-hybrid diesel tech. The addition of a plug-in hybrid (PHEV) would see the HiLux take the fight to new-age rivals like the BYD Shark, GWM Cannon Alpha and upcoming Ford Ranger PHEV.

Toyota hasn’t confirmed any technical specs, but rumours point to the hybrid system being borrowed from the RAV4 – a 2.5-litre four-cylinder engine paired with an electric motor. That could give the HiLux a decent electric-only range.

There’s still some uncertainty around what’s happening under the skin. While Best Car reckons the new HiLux could switch to Toyota’s GA-F platform – the same bones used by the LandCruiser 300 Series and new Prado – spy photos suggest it might just be a heavily updated version of the current setup. 

The trusty 2.8-litre turbo-diesel looks set to stick around, now paired with a 48-volt mild-hybrid system to help cut fuel use without sacrificing torque. That engine will reportedly be matched to Toyota’s newer eight-speed auto, bringing the drivetrain more in line with its larger SUV siblings.

Looking further ahead, Toyota has floated the possibility of full electric and even hydrogen-powered versions of the HiLux down the track – though those are still a few years away. Toyota has confirmed an electric ute is coming to Europe by 2027, so the groundwork is already being laid.

These days it seems as though 4×4 wagons play second fiddle to their dual-cab ute siblings when it comes to the purchasing patterns of new-vehicle buyers in Australia.

Utes like the Ford Ranger and Toyota HiLux outsell wagons by a long shot and with the added versatility of a cargo tub on the back and the options that opens up, it’s not hard to see why. For many buyers, though, especially those with growing families, the 4×4 wagons from those same vehicle manufacturers would be much better suited to their needs.

Wagons generally ride better than utes due to their different rear suspension design – they do away with leaf springs at the back in favour of multi-link coil setups – which also helps them to be better off-road vehicles thanks to more rear-axle articulation over rough terrain. The shorter wheelbase of wagons also benefits them off-road thanks to better ramp-over angle.

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There are even greater advantages inside wagon bodies with more rear-seat legroom and greater rake on rear-seat backrests, resulting in more comfort. This is especially important for those with teenage kids or other taller occupants who won’t find it comfortable being squeezed into the back of a ute on extended journeys.

Most 4×4 wagons also have a third-row seat that can be handy for smaller children on short trips, but these generally eat into the all-important cargo space. Wagons have traditionally been better equipped too, with more safety, luxury and convenience features, although the popularity of utes has seen many of these features now included in the load-luggers.

With the aforementioned pros and cons in mind, and the availability of the new Everest Tremor, we thought it fitting to line this new model from Ford up with the 4×4 Of The Year-winning Toyota Prado Altitude to see how they compare. Manufacturers are cottoning on to the popularity of their wagons and the fact that owners like to use them for off-road adventuring, just what they were made for. Thus the Everest Tremor, like the Prado Altitude, has been specified for the adventurous driver, those who prefer their off-road improvements to come from the factory rather than as aftermarket additions.

The Tremor is configured to be the most off-road focused Everest. It comes after the success of the Ranger Tremor launched last year but, where the Tremor ute was limited to the four-cylinder bi-turbo diesel powertrain, the wagon variant comes exclusively with the V6 diesel engine. And the Ranger Tremor was a limited-edition model whereas the Everest Tremor has been added to the model lineup on a permanent basis.

JUMP AHEAD

• Powertrain and drivetrain comparison
• Suspension and ride quality
• Traction systems, tyres, and locking differentials
• Cabin layout, features and seating practicality
• Pricing and value considerations
• Verdict
• Specs

Powertrain and drivetrain comparison

The Everest powertrain is the superb ‘Lion’ V6 3.0-litre diesel engine backed by a 10-speed automatic and dual range on-demand 4×4 system.

It might be a bit thirsty when compared to its four-cylinder sibling, as well as its competitors, but none can match its sublime torque and smooth delivery all the way through the arc of the go-pedal. The auto transmission is beautifully matched to this engine and having the option of running the transfer case in the Auto setting on wet and/or loose roads is a huge plus in driveability and safety compared to part-time 4×4 systems.

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Ford’s 184kW/600Nm Lion V6 has been undergoing a series of rolling updates to its aging base and we feel it is an engine far better suited to these high-spec wagons, even if it is fitted to the cheaper of the two wagons here. It might like a drink, but the way it delivers its molasses-smooth torque is more befitting of a premium off-road rig than Toyota’s four is.

The Prado’s 150kW/500Nm 2.8-litre engine provides plenty of poke for highway and off-road driving but it’s no performance vehicle by any stretch of the imagination. The new eight-speed automatic transmission is quick to kick down and respond to a floored throttle and the engine pulls adequately with that familiar four-pot diesel rumble. While it’s less refined and 100Nm down on Ford’s V6 engine, Toyota’s 2.8 does a respectable job and isn’t left wanting. As to whether it’s up to being in a well-appointed wagon that’s nudging the $100k mark, we’re not convinced. The 250 Series deserves better.

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Suspension and ride quality

Like the Ranger Tremor, the Everest Tremor gets bespoke suspension to give it improved off-road capability.

Ford Australia’s engineering team tailored a set of Bilstein position-sensitive monotube gas-filled dampers with remote reservoirs to slot under the higher-riding Everest Tremor with a set of fresh coils that give it a 29mm lift.

As we found in the Ranger Tremor, the Bilstein-bolstered suspension does a superb job of controlling body movement in the Everest Tremor wagon. But this control does come at the expense of a firmer ride that can feel jarring on Victoria’s crook roads. This is no doubt amplified by the stiffer construction of the LT tyre fitted to the Tremor, but the ride quality is far from a deal breaker and the improved body control and handling poise outweigh any negativity. Ford generally tunes its suspension and chassis packages to be firmer and more taut than Toyota’s softer suspension calibration, giving the Everest more precise and confident handling when driving on road.

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Toyota has taken a different path in equipping the Altitude’s chassis for improved off-road performance. The suspension configuration remains the soft and supple all-coil arrangement with the standard shock absorbers, but a front swaybar disconnect function is added to increase the wheel travel on the front end by around 10 per cent. The sway bar automatically reconnects when road speeds reach 30km/h.

The soft, compliant multilink rear suspension of the Toyota gives the rear axle plenty of articulation which has always been a Toyota hallmark. The tauter Ford suspension picks up wheels sooner and relies more on its ETC and the RDL to get it through uneven terrain.

Traction systems, tyres and locking differentials

With their traction aid systems employed, both of these wagons cruised across our deep opposing holes.

The Prado again demonstrated Toyota’s leading electronic traction control calibration which almost negates the need for locking diffs in such terrain. The Altitude is the only variant in the 250 Series Prado range that comes with a driver selectable rear diff lock (RDL), while all 4×4 Everests have one fitted as standard. Neither manufacturer offers a locking front diff on their wagons but they are available through the aftermarket.

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While both of these off-road ready wagons ride on 18-inch wheels and tyres, the Ford’s all-terrain rubber is ready for action while Toyota owners will be looking to replace the Toyo all-terrains on their Altitude as they are relatively mild as far as off-road rubber goes. The Altitude gets a model-specific grille with ‘TOYOTA’ spelt out across it, black wheel arch mouldings, and it is available in a range of grade-specific colours including a couple of heritage tones that can be paired with a white roof.

The Everest really benefits from the extra ground clearance and all terrain tyres included with the Tremor package, and this makes up for many of the things we criticised the Everest Sport for on our 4X4OTY test. The quicker-acting Rock Crawl drive mode also helps the Tremor’s performance when driving off road. The Everest’s stiffer suspension lifts wheels sooner and its ETC is slower to react, relying more on the rear diff lock than the Prado does.

Cabin layout, features and seating practicality

As the higher specification models in their respective ranges, both the Altitude and the Tremor come very well equipped, indicative of their high price points.

Inside the Prado Altitude you’ll find a 12.3-inch multimedia screen compatible with wireless Apple CarPlay and Android Auto; Bluetooth; wireless charger; cloud-based inbuilt sat-nav; panoramic moonroof; and leather-accented seat trim with eight-way power adjustment and power lumbar support and memory for the driver, and four-way power adjustment for the passenger.

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There’s also a 12.3-inch digital instrument cluster; a refrigerated centre console; power-adjustable steering column; and a JBL sound system with 14 speakers. The cabin is tall, spacious and comfortable for front and second-row passengers, with rear-seat ventilation and multiple charging points including a 220V AC outlet.

Toyota dropped the ball when designing the rear of the 250 Series Prado and the seven-seat models are heavily compromised in the cargo area because of the 48-volt mild hybrid system. Thankfully the Altitude forgoes the third-row seat, leaving the back for cargo storage. There’s a small floor lip where the hybrid battery sits, but the aftermarket is already addressing that with custom drawers and storage systems.

The Everest Tremor, by contrast, retains its seven-seat layout, with the third row folding flat into the floor when not in use, without compromising cargo space. While the cabin isn’t as tall as the Prado’s and feels slightly smaller, it is still wide and comfortable. Leather-accented seats feature ‘Tremor’ stitching, and the $1100 premium seat upgrade on the test car added heating, ventilation, and power adjustment to the front seats. The 12-inch vertical screen is easy to use, with manual controls for climate and volume. It includes wireless Apple CarPlay and Android Auto mirroring, a wireless phone charger, an inverter, and a 220V AC outlet.

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Another unique Tremor feature is the Rock Crawl drive mode that sharpens the ETC and centre diff clutch for quicker traction response off-road. The Touring Pack option adds a 360° camera system, integrated trailer brake controller, tow bar and hitch, and Pro Trailer backup system. Externally, the Tremor features a bespoke grille with driving lights tucked behind it, black wheel arch flares, and is available only in four shades of grey (with a $700 paint option).

Pricing and value considerations

The Everest Tremor’s package, including ground clearance and tyres, plus the optional Rough Terrain Pack and Touring Pack, add around $7800 in extras, eating into its roughly $15,000 price advantage over the Prado Altitude. The Prado is priced higher but offers a more economical engine, a larger cabin, and a bigger fuel tank.

Verdict

Choosing the right off-road wagon from this pair will come down to a few key differences in how the relative manufacturers offer them and how each fits in with your budget and intended use.

The big one is the circa-$15k price difference between the two, as it could be a deal breaker for potential Prado buyers. As mentioned, the money saved by choosing the Tremor could equip your wagon with a lot of accessories and/or pay for an extended outback family holiday. Another positive for the Ford in the eyes of some is that it retains its seven seats, and when folded away and the vehicle is used as a five-seater, those seats don’t eat into the cargo space. Then there’s that syrupy V6 diesel engine that is unrivalled in this sub-$100k class of 4×4.

In the Altitude’s favour are its strong off-road performance, larger cabin, more economical engine and bigger fuel tank. But are these features worth that extra money? Whichever of these two vehicles you choose, you’ll end up with a wagon that’s up to the challenges of adventurous Aussie four-wheel drivers.

Ford Everest Tremor: 8.5/10
Toyota Prado Altitude: 8.5/10

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Specs

Tackling the Simpson Desert isn’t something you take lightly, and having the right gear makes all the difference.

One of the standout upgrades in our 70 Series LandCruiser was the Terrain Tamer Suspension Seat. I’m always on the hunt for kit that actually improves the drive, so I was keen to see how this would hold up out in the rough stuff.

First impressions – the seat felt a bit firm and took a while to get used to. Early on, especially across those endless corrugations, it wasn’t quite as comfortable as I’d hoped. But once I played around with the weight adjustment, it came into its own. The lumbar support and the seat’s suspension really started to make a difference – smoothing out the ride and making long stints behind the wheel a lot easier.

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If you’ve got a wider frame, you might find it a bit tight. It hugs you in pretty firmly. But once you get the recline angle sorted and settle into it, it becomes a real asset, especially over longer distances.

On the run down the Stuart Highway, with the seat paired up with our GVM upgrade and parabolics, the ride was noticeably better. I did the crossing with my mate Max, and we both felt like we were floating along – a massive improvement over the stock setup. The seat offered real support and comfort, particularly once we hit the rougher patches.

The only real drawback was a slight squeak that popped up when the suspension in the seat was working hard. Not a major issue – more of an odd noise that gave the Cruiser a bit more “character.” Could be user error, could just need a tweak. Either way, not enough to put us off.

Maybe just a sign it’s time to upgrade the stereo.

Land Rover has pulled the covers off a monochrome-themed version of its flagship model, dubbed the Defender OCTA Black.

As the name suggests, the all-black variant is dressed in as many as 30 exterior elements finished in either Gloss Black or Satin Black, including the front tow eye cover, rear scuff plates, quad exhaust tips, and even the recovery eyes. There’s a choice of 20-inch forged wheels or larger 22-inch Gloss Black wheels, all with black centre caps and Shadow Atlas badging. The brake calipers are also gloss black, with subtle contrast in Sentient Silver script.

Inside, the OCTA Black introduces a new trim combination for the Defender: Ebony Semi-Aniline Leather and Kvadrat. Semi-aniline leather is a softer, more natural finish than typical automotive leather, while Kvadrat is a premium wool-blend textile known for its durability and sustainable production.

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Front passengers get Land Rover’s Body and Soul Seats (BASS). These performance seats feature built-in tech that lets occupants feel the music as well as hear it. Developed with audio specialists SUBPAC, the system uses input from the 700W Meridian surround system to deliver an immersive listening experience — especially as Wonderwall blasts at full volume. Fittingly, Land Rover is the official automotive partner of Oasis Live 2025, transporting the British band on its world tour.

“There’s no denying the presence and purpose of Defender OCTA: it’s the tallest and widest Defender, enabling it to tackle even more extreme terrain,” said Mark Cameron, Managing Director, Defender. “The introduction of Defender OCTA Black takes things up a notch. We know our clients love giving their Defenders all-black finishes, so our designers have applied this principle to every possible surface – inside and out – to create the ultimate tough luxury Defender OCTA.”

At its core, the flagship Defender OCTA is powered by a 467kW/750Nm twin-turbo mild-hybrid petrol V8. It’s paired with Land Rover’s advanced 6D Dynamics suspension. Exclusive to the flagship Defender, OCTA Mode is designed to fine-tune the suspension, throttle, steering, and driveline responses for fast-paced off-roading.

The Defender OCTA Black is in showrooms now, priced from $337,233 drive-away in NSW ($313,800 plus on-road costs).