Is the new Prado’s luxury twin on your shopping list? This is everything you need to know.
From initial teasers and the big reveal to our first local drive, all of our latest stories are linked below ?
JUMP AHEAD
- Oct 2024: GX550 Overtrail REVIEW!
- May 2024: GX vs Prado spec battle
- March 2024: Pricing and features confirmed
- Feb 2024: New Australian details
- July 2023: GX confirmed for Oz!
- June: New-gen GX unveiled
- June: New GX previewed
- May: Will the new GX look like this?
- May: GX teased from the rear
- May: GX teased for the first time
Oct 2024: 2025 Lexus GX550 Overtrail REVIEW!
Our first taste of the LC250 comes in the form of the Lexus GX550 Overtrail, and this luxury 4×4 wagon impresses on and off the road
May 2024: Lexus GX550 vs Toyota Prado: SPEC BATTLE!
Examining all the differences between the all-important new 2024 Prado and its new-to-Australia Lexus luxury variant, the GX550.
March 2024: Pricing and features confirmed
Lexus Australia has confirmed the new GX550 will start from $116,000 before on-road costs, with all variants powered by a 260kW/650Nm 3.5-litre twin-turbocharged V6 petrol.
February 2024: Lexus GX Australian details confirmed
The 2024 Lexus GX four-wheel-drive large SUV – heavily based on the all-new Toyota Prado – is due in Australia mid-year, and now the company has confirmed more of what we can expect.
July: Lexus GX coming to Australia!
As expected, the Prado’s luxo cousin, the Lexus GX, is on its way to Australia. Details at the link below.
June 9: Lexus GX revealed!
Here it is at last. Lexus unveiled the new GX today, and we expect it to come to Australia. Details at the linked story below.
June 7: GX shown again in final teaser before the big reveal
The new-generation Lexus GX is expected to be unveiled this week, offering a first look at the next Toyota Prado in the process – given the GX is currently the upmarket version of the Prado.
Before the big event, Lexus has handed down a fresh new teaser image, showing the GX tearing through water at an off-road location. Good reminder of its capability…
What do you think of the GX’s look? The current GX wasn’t offered in Australia, but this new model is expected to come here in the months ahead.
Catch up on our evolving story below.
May 31: New Lexus GX rendered ahead of Australian debut
Thanks to last week’s revealing new teaser of the 2024 GX’s rear end, our updated renderings now offer what we reckon is an accurate look at the new model.
Lexus Australia hasn’t yet confirmed the new GX for our market, but it’s been rolling out teaser images – which it doesn’t tend to do unless it has plans for a local launch.
Tell us what you think of our renders, and catch up on the rest of the evolving 2024 Lexus GX story below!
May 26: 2024 Lexus GX teased from the other end!
A second new teaser of the upcoming Lexus GX has been handed down ahead of its upcoming debut.
This time, we get a look at the rear end, showing a full-length LED light bar terminating at a compact corner unit, giving the GX a more utilitarian look than most of its stablemates.
Of course, being based on the next-gen Toyota Prado likely plays a part in that particular aspect of the GX’s design.
Before today’s teaser was released, we’d prepared the below speculative renderings. But, as this latest preview shows, our imagined rear-end design is a little wide of the mark – so we’ve tasked our Photoshop wiz with taking another pass at it.
In the meantime, what do you think of our version of the GX?
May 11: 2024 Lexus GX teased
The 2024 Toyota Prado large SUV appears closer to its long-awaited debut.
Lexus has provided a first glimpse of its third-generation 2024 GX off-road SUV before its unveiling, which is expected soon.
The latest model is expected to share its fundamentals with the forthcoming LandCruiser Prado, which should debut later this year – after the Lexus GX appears.
The current Lexus GX is based on the Toyota Prado available in showrooms today – dating back to 2009 – with a 4.6-litre naturally-aspirated petrol V8.
While the model is currently focused on the left-hand drive North American market, an Australian launch is likely for the new-gen.
The brand’s local arm distributed an official press release on its media website late Thursday, stating further information would be announced soon.
It follows a similar strategy for the latest LM people-mover confirmed for Australia, with the new model teased one week before its debut at the 2023 Shanghai Auto Show in April – though a longer wait is likely for the new GX.
In late 2021, Lexus trademarked the GX badge in Australia, though it isn’t unusual for brands to protect trademarks in global markets, regardless of any launch plans.
The trademark listing refers to a ‘GX550’ variant, suggesting it could be fitted with a less-powerful version of the 305kW/650Nm 3.5-litre twin-turbo petrol V6 found in the LX600 and overseas LandCruiser 300.
With the demise of the seven-seat Lexus RX L, the new GX would provide Lexus Australia with a more-affordable three-row SUV positioned below the larger LX.
As such, it would also help to fill the difference between the RX and LX, with a circa-$27,000 gap between the flagship RX550h and the entry-level LX500.
As with all Toyota-derived Lexus models, the GX should build on the Prado’s appearance with its own ‘spindle’ grille and L-hooked headlights.
The teaser images showcase headlights reminiscent of the LX, while – interestingly – the B-pillar sits lower than the chiselled bonnet, allowing for a more-rugged design to rival the Land Rover Defender off-road SUV.
The smaller Toyota Prado and Lexus GX would typically follow a year behind the full-size LandCruiser and LX. That would’ve seen the new models debut in 2022, but supply and production issues have reportedly delayed the release.
While details remain sparse, both are expected to ride on Toyota’s latest TNGA-F frame architecture shared with the LandCruiser 300, Lexus LX, and the Toyota Tundra ute.
As reported, the current 2790mm wheelbase and 1585mm track width are expected to remain – similar to the LandCruiser 300 Series, which retained the 200 Series wheelbase.
Under the bonnet, the Prado’s familiar 2.8-litre turbo-diesel four-cylinder appears set to remain, though it’s likely to receive hybrid power – either as standard or optionally – to improve fuel economy and boost its 150kW and 500Nm outputs.
Other reports have suggested the new Prado could also pick up the 3.5-litre petrol V6 tipped to feature in the Lexus GX.
The 2024 Lexus GX is expected to debut soon, with more information likely in the coming weeks, so stay tuned to Wheels for the latest news – including for the all-new 2024 Toyota LandCruiser Prado.
Spring in Australia brings perfect weather for exploring the outdoors.
Whether you’re venturing into Tasmania’s dense forests, enjoying Queensland’s scenic coastlines, or cruising along the iconic National Highway 1, staying connected and powered is a must for today’s adventurers.
Traditional fuel generators may have been the go-to choice for years, but their noise, fumes, and reliance on fossil fuels are hard to ignore. Enter BLUETTI’s solar-powered portable power stations—clean, quiet, and eco-friendly solutions to keep all your gear charged without the hassle.
Let’s dive into how you can stay powered during your springtime adventures in Australia with reliable BLUETTI power solutions.
Sustainable Power Solutions for Every Outdoor Adventure
BLUETTI, a leading provider of portable power stations and solar generators, offers reliable, sustainable, and affordable power solutions for all outdoor explorations.
Portable power station for 1-2 day weekend getaways: BLUETTI AC180
For short weekend getaways, the BLUETTI AC180 is the ultimate power companion. Weighing only 16.4kg, this compact generator packs a punch with 1,800W output and 1,152Wh capacity—enough to keep your essentials running while you enjoy the scenery. Capture every moment with fully charged phones, cameras, and drones, or power your picnic with camping fridges and portable grills.
Here’s what you can expect: charge your smartphone up to 62 times, your laptop 15 times, and your camping lights up to 93 times. Best of all, the AC180 runs on solar power. With solar panels, it recharges in just 3 hours under bright sunlight, letting you reduce your carbon footprint without sacrificing comfort.
Portable solar generator for 3-5 day camping trips: BLUETTI AC200L
For longer camping trips with family or friends, the BLUETTI AC200L provides more power and flexibility. Its 2,400W output and 10 outlets handle everything from charging phones to powering hairdryers and coffee makers. With 2,048Wh battery capacity, it can run a 150W fridge for over 30 hours or a 600W microwave for around 3 hours—perfect for off-grid cooking.
The AC200L supports 6 ways to recharge. You can top it up at 2,400W in 1.5 hours from a wall outlet, or 2.5 hours from 1,200W solar chargers. So you’ll never have to worry about battery life if you grab some portable solar panels like the BLUETTI PV350 before you hit the road. They harness solar energy to keep your adventure fully powered, no matter how remote your campsite is.
Power kit for long-haul road trips (7 Days+) : BLUETTI AC200L + Charger1 + B300K
For extended caravan trips, the BLUETTI AC200L , paired with the Charger1 alternator charger and the B300K expansion battery, creates an unstoppable power combo. Even far from civilization, this setup keeps you charged.
Here’s how it works: the Charger1 DC-DC car charger taps into your vehicle’s alternator, charging the AC200L power station while you drive. It delivers a robust 560W power, charging the AC200L about 6 times faster than the 100-200W from a cigarette lighter charger. With multiple layers of safety guards, it never drains your car battery for a worry-free drive. The B300K battery expansion allows you to store an extra 2764.8Wh of electricity, powering larger appliances like air conditioners longer. This power kit forms a small off-grid power system to let you enjoy a fully-powered, luxurious RV trip experience.
Show your green journey to inspire others
This spring, BLUETTI invites you to inspire others with your eco-friendly adventures through the #BLUETTIGlampThisSpring campaign. From October 16th to November 5th, share your green journeys powered by BLUETTI products for a chance to win amazing prizes, including the latest iPhone 16 or BLUETTI power stations. Let’s show the world how rewarding sustainable outdoor living can be.
About BLUETTI
As a technology pioneer in clean energy, BLUETTI is committed to a sustainable future by providing affordable green energy storage solutions for both indoor and outdoor use. Through initiatives like the LAAF (Lighting An African Family) program, BLUETTI is dedicated to bringing power to 1 million African families in off-grid areas. With a strong focus on innovation and customer needs, BLUETTI has established itself as a trusted industry leader in over 110 countries and regions.
Hyundai has added two off-road option packs that can be equipped to its Santa Fe Hybrid, with the dealer-fit Genuine accessories available now to suit the SUV.
The packs are a result of a collaboration between Hyundai Motor Company Australia (HMCA) and Hyundai America Technical Centre, with extensive development and testing ensuring the kits will meet the challenge of difficult terrain.
Both packs include new suspension componentry – Mando dampers, and XRT suspension knuckles and stabiliser bars – to give the vehicle a 30mm lift, thanks in part to the use of an Australian-exclusive 17-inch wheel and all-terrain tyre combination. The Pirelli Scorpion All-Terrain Plus tyres are available in either 235/65R17 108H or 245/70R17 110T sizes. Here are the differences both kits make when off-road ?
| u00a0 | SANTA FE (standard) | SANTA FE XRT |
|---|---|---|
| Approach Angle | 17u02da | 19u02da |
| Departure Angle | 20u02da | 22u02da |
| Breakover Angle | 17u02da | 19u02da |
| Ground clearance | 177mm | 210mm |
“Our XRT Option Packs enhance Santa Fe Hybrid’s off-road capability to help our customers boldly explore the great outdoors,” said Ted Lee, Hyundai Motor Company Australia Chief Executive Officer.
The cheapest entry point is the XRT Adventure Option Pack, priced at $6990. This pack comprises the XRT-exclusive 17-inch off-road wheel and tyre package, XRT mud flaps, an underbody skid plate, and the XRT suspension kit.
Spend an additional $3000 for the XRT Peak Option Pack ($9990) will get consumers the same equipment listed above, as well as integrated side steps, genuine roof racks, a roof platform, a bonnet protector and dark-tint style visors.
Both packs are available now for new and existing Santa Fe Hybrid owners, and they’re covered by Hyundai’s five-year, unlimited kilometre warranty when they are fitted by a Hyundai Dealership at new vehicle purchase.
The story so far ?
Santa Fe XRT off-roader revealed at LA Auto show ?
With the new ‘MX5’ Hyundai Santa Fe’s Land Rover Defender-like looks it needs off-road capability to match.
And Hyundai revealed just the ticket at this year’s LA Auto Show with the XRT variant. Designed as a joint flagship with the Calligraphy, the lifestyle-oriented trim promises enhanced rough terrain capabilities along with sportier blacked-out styling.
Hyundai Australia trademarked the XRT name locally in October, though a spokesperson told Wheels the XRT is for the North American market only.
However, the spokesperson did admit to some “light smouldering” – if not quite fire – around the XRT trademark. In other words, there’s potential if Hyundai hears enough customer demand.
Hyundai describes the Santa Fe XRT as “an outdoor-focused sport model tailored to the diverse needs of enthusiasts” – and, thankfully, it’s more than just a black pack.
It rides on steel springs and traditional dampers (no Defender-esque air suspension with height adjust here) with 30-inch all-terrain tyres (the fitment is 245/60R18) wrapped around beefy black 18-inch alloy wheels.
Hyundai hasn’t said whether it’s fitted a body or spring lift, but has said the XRT boasts 40mm more ground clearance. Braked towing capacity is rated at 2040kg with the NA-market 207kW 2.5-litre turbo-petrol four-cylinder.
Visually, the XRT is set apart from the chrome-heavy Calligraphy with dark chrome and piano black exterior trim, different grille design, black roof rails and bars.
Inside the leather turns to black with ‘XRT’ debossed into the headrests of the seats. It’s otherwise the same vertically laid-out cabin design as the standard vehicle.
As mentioned above, the Santa Fe XRT is not confirmed for Australia and is built for domestic consumption in Alabama, not South Korea where Aussie cars come from.
There is interest in a local introduction, but don’t expect the off-road-focused Santa Fe XRT to arrive at launch.
New Hyundai Santa Fe revealed with 2.5T
After more than two decades in local showrooms, the latest version of Hyundai’s largest SUV, the 2024 ‘MX5’ Santa Fe, will be expected to perform more strongly in the sales race against more fancied rivals, according to company insiders.
Revealed tonight in – where else – Santa Fe, New Mexico, the large, bold and brash Santa Fe will arrive in Australia in 2024, some two years after category leader Toyota dropped its brand new Kluger into the burgeoning large SUV sector.
Hyundai Australia insiders have admitted to Wheels that the unibody Santa Fe, which on average only manages around a third to a half of the Toyota Kluger’s monthly sales volume, has underperformed down under.
Other unibody-style large SUVs like the Subaru Outback have also traditionally outperformed the Santa Fe, while ladder-on-frame 4×4 wagons, including the Isuzu MU-X and Ford Everest, also sell strongly in comparison.
However, the all-new version of the Santa Fe will push it up and away from its key rivals, most notably from a design front. It’s big and it’s bold, and it cuts a swathe through more traditionalist design – including its own former visage.
While final specs are yet to firm up ahead of its launch, locally-delivered Hyundai Santa Fes are likely to utilise a 207kW/422Nm ‘Theta III’ turbocharged 2.5-litre four-cylinder engine from the Sonata as the headline powertrain.
Although there’s no information to confirm the drive configuration, images show an HTrac badge on the back. The spec sheets suggest the 2.1-tonne Santa Fe will return a fuel economy figure of 9.0L/100km and hit 100km/h in 8.0 seconds.
The other option likely for Australia is a hybrid ‘Gamma III’ 1.6-litre turbocharged four-cylinder.
The petrol engine is good for 132kW and 265Nm and expect the gearbox-mounted electric motor to raise combined outputs near or above the existing car’s 169kW/350Nm figure. The supplied specs confirm a 6.5L/100km efficiency rating.
However, there are a couple of notable omissions from the Santa Fe’s specification sheet; both the 2.2-litre turbo diesel and 3.5-litre naturally aspirated V6 powertrains present in the current Santa Fe will not be available in the 2024 Santa Fe.
Hyundai showed off an image of an off-road concept it’s calling the Santa FE XRT – a beefed-up SUV with mud tyres a very Land Rover Defender 130-style safari kit hanging off the side.
It’s bigger in almost every direction; at 4830mm it’s 45mm longer than previously, its 2815mm wheelbase is 50mm longer than previous, and it is 35mm taller at 1720mm. Its overall width remains static at 1900mm, despite those prominent wheel arches.
Nowhere is that extra length more evident than on the inside.
The second-row legroom has increased by 35mm to 1075mm. and by 20mm to 1055mm in the hybrid-equipped version. Third-row legroom, meanwhile, has increased by 15mm to 761mm.
Hyundai is also claiming best-in-class third-row headroom as well, with the third-row headroom’s height lifting by 69mm to 958mm.
It is also claimed that the Santa Fe’s luggage capacity is up by 91 litres, while tailgate opening width jumps by 125mm.
Inside, the dash mimics the style of the Sonata and Tucson, with twin 12.3-inch screens mounted side by side on a sweeping curved binnacle, while the electronic gear shifter has been relocated behind the steering wheel.
A mix of digitally accessed controls and traditional dials and switches for climate control and the like combine with a generously wide centre console that’s home to a pair of inductive phone charging pads.
The high-spec version used for press images sported heated seats, push-button start, multi-zone climate control and a digital rear-view mirror that can be used when visibility via the traditional glass mirror is compromised.
Hyundai has also added an ultraviolet light-based steriliser atop the glovebox, in what is a genuine industry first, that can be used to sterilise items like phones and wallets.
Over-the-air (OTA) software updates for the Santa Fe will negate the need to visit a dealership for some upgrades, while on-board near-field technology (NFC) will allow the use of a phone-based digital key.
The Santa Fe’s suite of active and passive safety features is comprehensive and includes second-generation intelligent cruise control that can moderate speed in corners and keep the car centred within a lane.
Intelligent speed limit assist, rear-view monitor, rear cross-traffic collision-avoidance assist, front/rear parking distance warning, surround view monitor, remote smart parking assist, and safe exit assist are all listed as standard fitment.
Pricing hasn’t been divulged for the 2024 Hyundai Santa Fe, but it’s reasonable to expect that they will increase from their present position, given the increase in specification, new powertrains and increased production costs.
For example, the 1.6-litre HEV-equipped AWD Highlander currently costs $69,500 plus ORCs, while the base model V6 FWD starts at $46,050 plus ORCs.
Expect the range to climb above $50-55K for an entry model and over $70K for a flagship Highlander.
The 5.7-litre Hemi V8 is officially in run-out mode across the RAM 1500 DT line-up, marking the end of the line for the eminent 291kW/556Nm eight-cylinder engine.
This follows in the footsteps of RAM Trucks in the USA, which in 2023 replaced the V8 with the choice of two Hurricane 3.0-litre turbocharged inline-six alternatives (a 313kW/636Nm version and a higher-output 403kW/707Nm option). While an announcement is yet to be made, RAM Trucks Australia is expected to follow suit – but to what extent is still to be confirmed.
What is known is that the phasing out of Hemi V8 stock – an iconic engine which can essentially trace its roots back to 1951 – is in preparation for the soon-to-be-announced, revamped 2025 RAM 1500 line-up.
“Hemi V8s and RAM Trucks go hand in hand, so now’s the perfect time to grab a future classic,” said Jeff Barber, General Manager, RAM Trucks Australia.
“The legendary Hemi V8 has been the rock-solid backbone of the RAM Trucks product line-up since the early 2000s, offering unrivalled drivability, outstanding towing capability and, of course, that unique V8 rumble for over 70 years in various incarnations.
“While we have exciting news ahead for what will power future RAM Trucks, once these history-making Hemi V8s are gone, they’re gone,” Barber added.
The Hemi V8 currently powers Big Horn, Laramie, Laramie Sport and Limited editions of the DT range, and it promises an industry-leading 4500kg towing capacity.
BYD will launch Australia’s first PHEV mid-size 4×4 ute on October 29, when the order books open on the Shark 6 double-cab pick-up – customer deliveries will begin in December.
Pricing and full details on the new Chinese ute will be revealed on October 29, so keep an eye on our website for those numbers on the day.
Senior BYD management told us they realise the burgeoning brand doesn’t have the decades of history in the popular Australian ute market that top-selling marques do, and as such the highly specified Shark 6 will be priced accordingly and very competitively.
The Shark 6 will beat the upcoming GWM Cannon Alpha PHEV to market by a few months, and the PHEV Ranger by a few months more.
Before the Shark goes on sale, we had the opportunity to sample the Premium model in prototype form on a short drive on the tracks at the foothills of the Victorian High Country. We came away with the belief that, if the price is right, the BYD Shark could be in the sights of plenty of Aussie ute buyers.
Four-wheel drivers might not be too familiar with the BYD brand, but it is the biggest seller of EVs in its home country by a long mile and you’ll see plenty of marine life-named passenger car models on Australian roads already. The Australian arm of BYD intends to match that success here and early indications are that it is well on its way. It sold 12,000 cars here in 2023 and is expecting to sell 20,000 in 2024, with plans to double its sales each year going forward.
To reach those ambitious targets, BYD knew it would need to have a contender in the mid-size 4×4 ute segment from where Australia’s top-selling vehicles are coming from. Enter the Shark 6.
BYD passenger cars include both PHEV and BEV models, but the Shark only comes as a PHEV which is the only configuration suitable for the longer distances Australians drive in their 4×4 utes.
PHEV means Plug-in-Hybrid Electric Vehicle, so it has both an electric powertrain and an internal combustion engine (ICE), and the EV battery can be charged both by plugging into a charger and on the run from the ICE. Keep putting fuel into the Shark’s 60-litre tank and your range is endless, but BYD says the Shark should be good for around 800km between fill-ups/charging stops.
The PHEV drivetrain combines a 1.5-litre turbocharged Miller-cycle petrol engine that is mounted longitudinally in the front of the Shark with a pair of electric motors, one each for the front and rear axles. The ICE engine makes 260Nm and the electric motors make 310Nm and 340Nm front and rear respectively. Combined, that’s enough to propel the 2710kg Shark from zero to 100km/h in just 5.7 seconds; almost half a second quicker than a Ranger Raptor!
The ICE engine spends most of its time charging the Shark’s 29.58kW/h ‘Blade’ battery pack, and fully changed that should be enough for around 100km of pure EV driving. That’s enough EV range to cover the distance of most folks’ daily commute. Need more and the ICE can send drive directly to the front axle as well as charge the battery pack. As said earlier, a hybrid like this is the only EV powertrain to make sense for Australian touring use.
The Shark is a typical body-on-frame, four-door ute, but the frame was specifically designed to be part of a PHEV and not adapted from anything else. The front suspension is a typical double wishbone, coil spring independent design, just like you’ll find under most other utes in this class, but things begin to look a bit different at the back-end.
With no gearbox or drive shaft running from the front of the car to the rear axle, the rear-end is also a double wishbone, coil spring independent configuration, with drive shafts running out from the differential to each rear hub. The full independent suspension configuration improves the dynamics of the Shark ute. The brakes are discs all around and the tyres are sensible 265/65-R18s fitted to alloy wheels.
The Shark is similar in size to the current model Ford Ranger and may be a touch bigger in some dimensions. It measures 5457mm in length and rides on a 3260mm wheelbase. It’s 1971mm wide, with a 160mm wheel track both front and rear.
The styling is also very Ranger-like, with that huge BYD insignia in the grille ensuring that no-one misses the branding.
On- and off-road
The Shark 6 we drove on this day was a pre-production prototype, but a very late one, meaning it was very close to what we can expect of the vehicle that goes on sale in December. It was a premium grade model, which is very highly specified.
The high spec is evident when you step inside the Shark and you’re met with a 15.6-inch multimedia screen that is able to rotate 90 degrees to be viewed in either portrait or landscape layout, depending on preference. The screen features wireless connectivity for both Apple and Android connections, and there’s a 50-watt wireless phone charger that has a fan to cool your device while it is charging.
Unfortunately there is a lack of manual dials or buttons, with most functions needing to be accessed via the multimedia screen. The driver’s information screen is a 10.5-inch screen, and there’s also a heads-up display.
This teaser drive shows a lot of promise in terms of its high levels of equipment, performance and size
The seats are faux leather-covered and are power adjustable, heated and ventilated in the front. The rear seat is spacious by mid-size ute standards, offering a bit more leg and headroom than the current popular models.
With its large battery on board the Shark features 230-volt AC outlets in both the cabin and the cargo tub, which are claimed to be able to power tools and camping accessories. There’s also an array of USB-A and USB-C outlets in the cabin.
The body shape is unashamedly boxy, giving the Shark a purposeful look. The designers say you can see the look of a shark in the front-end styling, but it was beyond my imagination. LED lighting is used for the headlights and around the vehicle. The Shark is fitted with a tow bar and is limited to a 2500kg capacity.
For safety’s sake, the Shark is fitted with all modern ADAS features up to and including a driver monitor camera, and BYD is predicting it will achieve a five-star rating by the latest 2024 standards. The driver monitor didn’t bother us on this short drive, and I didn’t know it was there aside from spotting the camera on the A pillar.
Our drive was on mountain tracks, where the Shark felt more at home than any marine animal should. The suspension is firm but not uncomfortably so, and it walked its way over ruts and erosion mounds without a problem. Nor was ground clearance an issue, only slightly dragging but not damaging the back bumper when climbing up a steep bank.
With its electric motors and lack of a conventional transmission, the Shark also forgoes a transfer case and any low range reduction gearing. Torque is distributed electronically between the front and rear axle, and each has their own motor; while cross axle torque distribution is via a more conventional electronic traction control system.
With no mechanical link between the front and rear axles, and open differentials in each of them, the system is capable of sending 100 per cent of the power to the single tyre with the most grip, something that can’t be achieved with a locked transfer case and/or differential.
The Shark does have multiple drive modes – Mountain, Sand and Snow – that control the way the throttle and tractive systems are applied for various terrains. While this worked well on the tracks, we found it to be too slow in reacting when we pointed the Shark up a steep bank and one or two wheels lost traction. Admittedly, the highway tyres didn’t have a hope on the wet surface, but we know from experience that the leading ETC system in other mid-size utes would have done better.
When we pointed this out to the BYD staff they said this is something they will look at and it could be tuned in the software controlling the system. We’ll have to wait until we get more time in the production version to see how they go with that.
Likewise, we’ll need to wait until the launch to comment on the on-road characteristics as the prototypes could only be driven on a private property. On the little sealed roads we did cover it felt taught and well mannered, but it wasn’t enough to give a proper assessment.
There’s a lot yet to discover about the BYD Shark 6 when it goes on sale here, but this teaser drive shows a lot of promise in terms of its high levels of equipment, performance and size.
On-road performance, price and living with the Shark are all yet to be revealed, but this short sample promises a lot.
Mazda has released a teaser image of its new-look BT-50, ahead of the vehicle’s global reveal later this week.
Limited information regarding the updated model has been released to date by Mazda, but the brand revealed in a statement that the refreshed ute will benefit from, “a major new update for 2025, ushering in a comprehensive redesign inside and out, as well as significant enhancements to the Human Machine Interface (HMI), associated safety and assistance systems and additional functionality”.
The teaser image reveals revised headlights and prominent Mazda badge in the middle of the grille.
As a twin of the Isuzu D-MAX, the new BT-50 is expected to gain the same interior spec as found in the Isuzu, including the new nine-inch infotainment screen and a more comprehensive seven-inch multi-information gauge display as found in high-spec models.
It’s also likely to carry across the D-MAX’s suite of safety features including less intrusive driver aids and a new forward-facing 3D stereo camera. The full range of ADAS and safety features across the D-MAX range now includes ?
| Eight airbags (dual front, dual seat side, dual full-length curtain, front knee and centre) |
| AEB with Turn Assist |
| Forward Collision Warning |
| Updated Adaptive Cruise Control |
| Speed Limiter |
| Mis-acceleration Mitigation |
| Driver Attention Assist |
| Traffic Sign Recognition |
| Lane Departure Warning |
| Lane Departure Prevention |
| Updated Lane Keeping Assist |
| Emergency Lane Keeping |
| Blind Spot Monitoringu00a0 |
| Rear Cross Traffic Alertu00a0 |
| Trailer Sway Control |
| Updated Adaptive Cruise Control |
| Rear Cross Traffic Brake |
| Digital reversing camera |
The exisiting 110kW/350Nm 1.9-litre and 140kW/450Nm 3.0-litre powertrain options are expected to be carried over.
Mazda last updated its BT-50 line-up in May this year, adding a Rough Terrain Mode for all 4×4 models and debuting a new dual-cab chassis GT variant. A new, premium infotainment upgrade accessory package was then added to suit all models except lower-spec XS and XT variants.
The world premiere for the 2025 Mazda BT-50 will take place on October 18 at 11am (AEDT).
Following its global debut at the 2024 Goodwood Festival of Speed in July, the twin-turbo V8-powered Land Rover Defender OCTA will make its Australian debut this week.
The high-performance hero variant will officially make its local debut at SXSW Sydney (South by Southwest), an annual conference and gathering of tech visionaries and emerging talents from the Asia-Pacific region, from October 17-18.
Attendees to the conference will find the OCTA at the Defender House, where sensory experiences and panel discussions will provide an in-depth look at the new off-road SUV. The Defender range will also be showcased at Tumbalong Park, within the SXSW precinct, from October 14-20, where guests will be able to test drive the Defender.
“We are excited to showcase the new Defender OCTA at SXSW Sydney, the essential destination for global professionals that celebrates the convergence of tech, music and culture,” said Penny Ferguson, Managing Director, JLR Australia. “Defender OCTA is the definition of breadth of capability and the ultimate companion for the urban jungle with capability to take on nature’s most epic adventures.”
The Defender OCTA comes with a price tag nearing $300K in Australia, starting at $291,542 (plus on-road costs). Under the hood, it boasts a 4.4-litre twin-turbo V8 mild-hybrid engine paired with an eight-speed automatic transmission, delivering an eye-watering 467kW and 750Nm. The OCTA can accelerate from 0-100km/h in just four seconds.
An innovative hydraulic suspension system, dubbed 6D Dynamics, is designed to provide superior on-road comfort and enhance off-road performance. This technology is comparable to systems found in luxury SUVs like the Porsche Cayenne and Audi RS Q8, featuring longer wishbones and specialised active dampers.
The OCTA also includes a performance-oriented off-road mode with Off-Road Launch. It retains familiar Terrain Response modes like Sand, Mud and Ruts, and Rock Crawl, plus ClearSight Ground View for improved visibility in tough terrain.
Measuring 28mm higher and 68mm wider than the standard 110, the Defender OCTA is equipped with 400mm front brake discs and Brembo callipers. It features 33-inch Goodyear all-terrain tyres, the largest ever on a production Defender, along with new performance seats that incorporate advanced audio technology. These seats can be experienced at the SXSW Sydney event.
SXSW Sydney will take place within Central Sydney and its surrounding neighbourhoods, from October 14-20, 2024.
Some of Australia’s most stunning 4×4 destinations are located within the state of South Australia. Here are five sensational SA experiences for the adventurous four-wheeler ?
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Flinders Ranges
Ron Moon
A 4×4 tour through the spectacular Flinders Ranges offers a rich tapestry of modern and ancient history
A Flinders Ranges adventure can begin from the north, as you turn off the Strzelecki Track and cross the low, rocky plains at the northern fringes of the range. Mt Hopeless, the northernmost point of the Flinders, will barely be visible among the gibber-strewn hills.
Heading south, the ranges grow closer and more rugged near Balcanoona Homestead, now the headquarters of Gammon Ranges National Park. From here, you can continue to Arkaroola Wilderness Sanctuary, nestled in rugged mountains north of the national park.
One of Arkaroola’s highlights is the Ridgetop Tour. Driving through expansive, craggy terrain, including the Mawson Plateau and Freeling Heights, you’ll arrive at Sillers Lookout.
From here, sweeping views include Mt Painter Creek’s radioactive source, East Painter Gorge, and the distant flat plains with the glistening Lake Frome.
Spend a few nights at Arkaroola and then head south, taking a lesser track into Mount Chambers Gorge. Here, splash through shallow creek crossings and stop at a bluff overlooking the creek bed. A short walk up a narrow feeder creek leads to what is considered the best Aboriginal rock art site open to the public in the Flinders Ranges. The petroglyphs, pre-dating painted art, feature hundreds of designs and provide a glimpse into a once vibrant society.
Returning to the main road, continue to Blinman and camp near the creek. There’s also a pub offering camping and accommodation, a nearby cafe, and the Blinman Underground Mine Tour experience, which is a tour of the old mine workings, and well worth doing.
Next on the agenda, explore the Public Access Route, a unique South Australian arrangement allowing access through pastoral properties to points of interest including the historic Artimore ruins. Artimore sheep station, once prosperous, lies in a secluded valley dominated by Patawarta Hill, famously depicted in Hans Heysen’s 1929 painting The Land of the Oratunga, displayed at the Art Gallery of South Australia.
The track to Artimore is usually in reasonable condition but can be challenging after rain, with small but sharp run-off gullies and steep, eroded creek banks. The drive is worth it for soaking in the history and views of Patawarta Hill. Unfortunately, invasive native cypress pine is overtaking the region, depriving it of its former open valleys.
From the ruins, continue through picturesque country, zig-zagging through Hannigan Gap and passing south of Moolooloo Hill before reaching the Glass Gorge Road. Then head south through Flinders Ranges National Park.
Spectacular drives through Bunyeroo and Brachina Gorges remain breathtaking, and once back on the blacktop, you can visit the impressive grave of Douglas Bruce, who died in 1873 when his horse fell on him. His friends erected a grand tomb near Wonoka Creek, once a busier area than today. Nearby are other graves re-interred in Adelaide when the town of Wonoka was abandoned.
Further along Wonoka Creek lies the site of Hookina, a small town established in the late 1850s on the route between Blinman’s copper mines and Port Augusta. By 1862, it had a blacksmith shop and a 12-room inn. The town declined when the railway bypassed it in 1896, leading to Wonoka’s rise. Nearby are more lonely graves.
From Wonoka, head west to skirt the range’s edge or south on Bobby Creek Road, passing deserted homesteads like Wild Dog Glen, which begs for further exploration.
The route south crosses Kanyaka Creek and leads to the ruins of Simmonston, another failed venture of the 1870s, established for the railway that ultimately passed eastward. Nearby, Hugh Proby’s grave marks the spot where he died while mustering cattle in a flooded creek. Proby’s expansive Kanyaka run, which once covered 94,500ha and employed over 70 families, is worth visiting.
After paying respects to Proby, continue south and the dirt road improves as you near Warren Gorge. This favourite spot, popular with tourists, has been enhanced with fences, a camping fee, and added amenities, but the grandeur of the rugged red bluffs and occasional yellow-footed rock wallabies at dawn or dusk remain unmatched.
Nearby private properties offer 4×4 trails through spectacular country, including Mount Arden, named by Matthew Flinders in 1802.
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Gawler Ranges
Glenn Marshall
Gawler Ranges National Park is packed with spectacular sites
Gawler Ranges National Park is located 40km north of the Eyre Highway, accessible from Iron Knob, Kimba, Wudinna or Minnipa. The cooler months from April to September are the best times to visit, but access can be restricted after rain.
A vehicle entry pass is required, costing $13.50 per vehicle per day, and camping fees are $21.60 per night. All fees must be paid online before entering. Essential items to bring include an air compressor, tyre gauge, tyre repair kit, first aid kit, firewood, food and water. A 4×4 is recommended to fully explore the park, although the roads are generally well-maintained.
The trip can begin at Kingoonya, a remote one-pub town. The caravan park here is charming and well-managed, perfect for refuelling before or after tackling Googs Track.
The Kingoonya Hotel is a welcoming spot with friendly owners, locals and fellow travellers. The beer is cold, and the food is excellent. It’s also an ideal starting point for exploring Lake Gairdner and the Gawler Ranges.
Heading south along Gawler Ranges Road, and after crossing a few dunes, will reach Skull Camp Tanks Road, where you can check out the old wells at the junction before continuing along the side road. Skull Camp Tanks Road is smooth and comfortable, reminiscent of a bitumen road.
Within 90 minutes or so you’ll reach Waltumba Campground beside Lake Gairdner, where a drive to the end of the track and a hike up a nearby hill will lead to spectacular views over the lake.
Continuing south on Skull Camp Tanks Road will lead to the Pondanna Ruins, where there are remnants of a shearing shed, quarters and cookhouse from around 1880. The harshness of life in this remote area is evident. Following Hiltaba Road towards the Gawler Ranges, the flat plains give way to hills. Turning southwest will lead past the homestead and enter Gawler Ranges National Park, where you can settle at Yandinga Campground.
Within the park, venture to the Organ Pipes, famous for their rhyolite columns formed over 1.5 billion years ago from volcanic eruptions. The easy 1.4km walk from the carpark provides a chance to see these geological wonders, with an optional climb for panoramic views. Yandinga Falls also offers several walking trail options along the watercourse at the right time of year.
Peterby Rockhole is an important Indigenous site for hunting kangaroos and euros. Nearby Stone Dam, a relic of early 1900s European water-trapping techniques, provides some historical context.
Old Paney Homestead, built in the 1870s by William Crawford, is also a fascinating visit. Once prosperous, it fell into decline due to drought, low wool prices, and other hardships, and Crawford abandoned it by the 1900s. Exploring the site and its informative boards offers insights into pastoral life and its challenges.
Continuing along the Old Paney Scenic Route, divert onto Mattera Track to see Mattera Campground and the steep, unmarked route to Mattera Bluff. The bluff offers extensive views across the ranges.
The easier base walk is popular with bird watchers. The dispersed campsites at Mattera are flat, with fire pits and a clean drop toilet.
Mattera Track ends at the LP Track junction. Turn right and cross the plains before climbing over the range near Kolay Mirica Falls. The Kolay waterhole is hard to spot, and Mirica Falls is spectacular when flowing well. Nearby shelter can be had at Mt Ive Station, a comfortable refuge with accommodation options and a bar.
Gawler Ranges National Park offers a great experience, especially with running creeks and flowing falls. An excellent time to explore is after rainfall, and it’s a visit you won’t regret.
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Bendleby Station
Robert Norman
Bendleby Station is a must-visit destination for anyone keen on polishing their off-road driving skills
Bendleby Station, a sprawling 15,000ha property near South Australia’s Flinders Ranges, has evolved from a sheep-grazing station into a premier destination for 4×4 enthusiasts. Located about 50km north of Orroroo, it has been under the ownership of the Luckcraft family for more than 50 years. In the past five years, the fourth-generation owners, Charlie and Kylie Luckcraft, have transformed it into an award-winning adventure spot.
The station’s main attraction is its 200km of diverse 4×4 tracks, catering to all levels of experience from novice to expert. Each track has a difficulty rating, and Charlie and Kylie personally welcome guests, providing maps and advice on which tracks suit their vehicle and skill level.
The difficulty ratings are accurate, so a track rated 10 out of 10 is extremely challenging.
Visitors should be prepared for potential mechanical issues, which are usually the result of inadequate vehicle maintenance or overconfidence. The station offers emergency recovery services at a cost, so a thorough vehicle check before setting out is advisable.
Camping at Bendleby requires a 4×4 vehicle. The Hidden Valley area, in particular, offers some of the most picturesque campsites, nestled along a dry creek bed surrounded by ancient red gums. The sites are secluded and come with complimentary firewood. After a long drive, the serene environment is perfect for relaxing and enjoying the natural beauty, which includes rolling foothills and rugged ranges.
Camper trailers are popular among visitors, though there are also options for caravans.
Bendleby Station is pet-friendly, allowing dogs on leads, and offers activities like mountain biking, bushwalking, and horse riding. The walking trails vary in difficulty, with some following narrow gorges and others climbing into the surrounding hills. Guides are available at the station’s reception.
Historical ruins of the original Gumdale Homestead from the 1800s provide insight into the property’s past. Initially used for cereal growing and dairy cattle, the land’s agricultural potential diminished due to droughts and changed weather patterns. This led to a shift from cropping to grazing and the amalgamation of properties. Nearby, Johnberg, a ghost town with a population of just two, offers a glimpse of the area’s history.
The buildings are in varying states of repair, and a stop here provides a chance to see original structures from a bygone era.
Bendleby’s tracks include a variety of experiences. The Gum Creek Drive, rated medium, features steep climbs, rocky sections, and beautiful scenery. It culminates in a lookout with panoramic views. North South Ridge Track starts with a challenging climb to Sunset Lookout, offering stunning vistas and ends with the one-way Kokoda Trail back to Hidden Valley.
Gum Gorge Road is a gentler drive, following a wide gum-lined creek and connecting to Monument Loop. This track offers scenic views and some steep ascents and descents. Monument Loop ultimately leads back to Kokoda Trail.
For more challenging terrain, the Hungry Ranges to the south provide rugged tracks. Lantern Gate and Back Track are particularly rough, with rocky sections and expansive views.
Back Track meets North Fence Track, which features rocky conditions and significant elevation changes. The difficult Billy Goat Ridge should only be attempted by those with highly capable vehicles and advanced driving skills.
The East Fence Track and Aeroplane Gorge, named for a forced landing by a Flying Doctor in 1927, add historical interest to the visit. The challenging tracks and rugged landscapes make Bendleby a destination for those seeking both adventure and natural beauty.
Whether you’re a seasoned 4×4 driver or an occasional enthusiast, Bendleby Station offers a range of experiences. From challenging tracks and scenic drives to serene campsites and historical insights, it’s worth the drive, despite its remoteness.
With its focus on providing a memorable experience, Bendleby Station has earned its place as a top 4×4 destination, reflected in its numerous tourism awards and accolades.
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Wider Robe area
Ron Moon
Wandering the dunes and beaches of the south-east of South Australia.
Robe is evolving into a trendy tourist destination with around 50 historic buildings, stylish cafes, and several good pubs. Historically a haven for fishermen, divers, and four-wheel drivers, Robe’s protected marina supports a crucial crayfishing fleet. The area was visited in the 1960s for abalone and crayfishing, though the challenging seas often thwarted plans.
Aboriginal people have long inhabited this coastline, with shell middens scattered on rocky headlands marking their historical presence. The Bungandidj clan lived from Robe south to the Victorian border, while the Meintangk group lived north to Cape Jaffa.
The town was officially settled in 1846 and quickly became South Australia’s second busiest port.
The famous Cape Dombey obelisk, built in 1852, guided ships into the port. Chinese gold miners began arriving around 1854, bypassing Victorian taxes, and the town saw significant activity with 15,000 Chinese and 32 foreign ships from the USA, Holland, and England.
By the 1930s, Robe had become a key crayfishing base, a role it continues to play. Tourism and a couple of well-situated caravan parks make it an ideal base for exploring the coast and hinterland.
South of the Stony Rises the route alternates between beaches and dunes, passing over rocky headlands, with limestone bluffs and reefs becoming more frequent as the Bishops Pate area approaches.
Bishops Pate is a prominent headland and bay with a track leading east out of the park. This area includes Lake Robe, a game reserve attracting waders, waterbirds, and other wildlife. The melaleuca scrub and samphire flats are ideal for birdwatching, with kangaroos and occasional emus adding variety.
The southern route mirrors previous conditions with steep pinches and tricky side slopes. On these slopes, stopping can lead to difficulties in regaining momentum, often requiring a reverse down the dune to start over.
Errington Beach is located about 20km from Robe. Here, turning east along the southern access track leads to the main dirt road and Nora Creina, a small bay with fishing and holiday shacks. The route then continues to Stinky Beach for a challenging drive south to Beachport. With luck, arriving before sunset allows for a drink and meal at the pub before returning to Robe.
Further south, the challenging beaches continue through Canunda National Park to Carpenter Rocks. The soft sand here demands high experience, proper equipment, and travelling with others for safety.
The nearby Long Beach is known for its firm sand and ideal conditions for swimming and kiteboarding. The northern end of the beach, about 10km from Robe, offers a quieter experience. Just south of Boatswain Point, a low bluff marks an exit point from the beach. Inland, dirt roads lead to Wright Bay, where a popular campground offers a serene spot for those in the know.
From Wright Bay, a farm road leads north into the Bernoulli Conservation Reserve, eventually becoming a sandy track toward Cape Jaffa. Near the tip of the headland, the remains of the Cape Jaffa Lighthouse cottages can be found. Built in 1872 for lightkeepers’ families, the cottages were abandoned in 1929.
The lighthouse continued operating until the 1970s when it was replaced by an automatic light on the reef and the original structure was moved to the Cape Jaffa Lighthouse Museum in Kingston SE.
From the cottages, a drive along the beach northward is possible, but deep seaweed can make it impractical. Opting for inland tracks will lead to Cape Jaffa’s small town, where a new marina has struggled to attract boats and activity.
A stop in Kingston SE should include a visit to the bakery for coffee. That’s one of the great attractions of the beaches around Robe: there is always something new to discover and places to explore!
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Fowler’s Bay
Scott Mason
With isolated beaches, cliff-top single tracks and stunning dunes, Fowler’s Bay is home to some of the best hidden off-roading in Australia.
Crystal-clear water, stunning beaches teeming with fish, secluded coves, rocky headlands with cliff-top tracks, and some of the best sand-dune driving imaginable – without the crowds. Fowlers Bay is a near-perfect four-wheel-drive destination that should definitely be on any adventurer’s list.
A drive along the Eyre Highway leads to the small township of Fowlers Bay. The area offers little more than a basic caravan park, a small store, and a cafe, while the long jetty is famous for southern right whale watching tours. However, the ascent into the dune system behind the town marks the start of an incredible 4×4 adventure.
Within minutes of starting, the camera will be out to capture panoramic views from the dunes above the town. This is a prime example of why owning a 4×4 is so rewarding.
The route continues through the dunes and soon reaches a stunning beach. To get to the first camp, the entire length of this beach has to be travelled. A crucial warning here: seasonal ribbon seaweed can blanket the shore, creating a deceptive thin crust over rotting seaweed.
It may appear as hard-packed sand, but underneath could be a treacherous layer prone to bogging down vehicles. A well-worn beach track above the high-tide mark is safer but can be hard on a 4×4 and may disturb nesting shorebirds. This is quite different from driving on the more stable beaches of Fraser Island.
Once past this challenge, you’ll reach a golden beach with stunning water clarity and no other people in sight.
Campsites behind the next beach offer basic facilities, and the Great Australian Bight’s coastline lacks tall trees due to frequent high winds, so bringing a sturdy shelter for hot months is essential.
The clifftop, beach and dune driving in the area is some of the best off-roading to be experienced, ranking among the top three touring experiences in Australia. The absence of other travellers adds to the charm.
Secluded beaches surrounded by steep headlands provide opportunities to fish or relax in the sun.
Each evening brings the reward of an idyllic bush camp, often found along inland tracks among thicker vegetation for wind protection, though always close to the coast.
From here, punters can travel to the end – or start – of the Dog Fence, a historical landmark tracing back to the late 19th century. Initially constructed by pastoralists to keep dingoes out, the fence was later extended following a Royal Commission on vermin’s impact on grazing lands.
With this endpoint in mind, the journey continues past one final notable landscape: the Wanginya Sandhills. This area, rarely visited, features overgrown tracks and fallen timber. Clearing the path through dense vegetation and shifting sand can be challenging but rewarding, with one last stunning bush camp before reaching the famous fence.
Fowlers Bay always leaves a lasting impression. It truly is incredible.
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The adventurous P-plater in his GU Patrol probably wasn’t expecting to see anyone in his rear-view mirror this far off the beaten track.
Even if he was, you could have given him 1000 tries and he wouldn’t have guessed he’d spot the round-eyed retro face of a new Ford Bronco. And who could blame him? There are currently just two right-hand drive Broncos in Australia – Ford Australia has a few left-hook engineering cars – so you’ve almost better odds of winning Powerball as coming across one on the road, let alone crawling through a Victorian forest.
Both RHD Broncos are the work of Melbourne’s Crossover Car Conversions. One has gone to a customer and this one is still for sale at the time of writing for $199,990 plus on-road costs. That’s obviously a huge amount of money but when you consider this spec costs around A$90,000 in its homeland and then has to be transported, converted, engineered and complied, it’s easy to see how the cost stacks up.
According to CCC, that price can be sharpened slightly, but you’re still looking at around A$150,000 for a base model up to around A$250,000 for the range-topping Bronco Raptor.
Choosing a Bronco is no easy task. There are nine different variants: Big Bend, Black Diamond, Outer Banks, Heritage Edition, Badlands, Everglades, Wildtrak, Heritage Limited Edition and Raptor, with the further options of two- or four-door and hard or soft top.
Raptor aside, there’s also the choice of a 224kW/440Nm 2.3-litre turbo four-cylinder petrol with a seven-speed manual or 10-speed automatic, auto-only 246kW/562Nm 2.7-litre twin-turbo V6 petrol and Mid, High, Lux and Sasquatch equipment packages. Not all options are available on all variants but you get the point – there are many ways to cut the Bronco cake.
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What do you get?
The vehicle you see here is a four-door, soft top Black Diamond with the V6 and Sasquatch Package. It’s aimed at hardcore adventurers, with marine-grade vinyl seats, rubber mats and drain plugs in the floors to allow the interior to be hosed out.
This is not a luxurious vehicle. Higher spec variants like the Wildtrak have leather accenting, a bigger infotainment screen and more active safety equipment, but the basic Black Diamond is a no-frills package. Adding the Mid Package brings heated front seats, keyless entry, reversing sensors and more – helpful stuff.
It’s the Sasquatch Package that is of more interest here, though. At US$8995 it’s not a cheap box to tick, but it turns the Bronco into an absolute off-road monster. Top of the list is automatic 4×4 engagement when you select one of the G.O.A.T (Goes Over Any Terrain) modes, a system familiar from the local Ranger and Everest. It works exactly the same, select Sand or Mud/Ruts etc. and the car will set everything up of its own accord.
The 17-inch wheels become beadlock-capable and wear enormous 315/70 BF Goodrich Mud Terrain boots, which combine with a suspension lift to increase ground clearance from 210 to 292mm.
Three-position, remote reservoir Bilstein shocks are joined by a 20mm thicker front axle, shorter 4.7:1 diff, a rear anti-roll bar and front diff lock to give it lockers at both ends. So equipped, the specs tell their own story of its capability: 850mm wading depth, 67.8:1 crawl ratio and 43.2°/26.3°/37° approach/rampover/departure angles.
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On-road performance
To get off road you need to drive on road.
Being very similar in size and weight and based on the same T6 platform, there’s an expectation that the Bronco will feel like an Everest, but this couldn’t be further from the truth. Refinement is not a Bronco strong suit, at least with the soft top. Anything over 80km/h has the wind howling through the cabin, but that’s also kind of the point.
Not only does the roof come off but the doors as well, which is no doubt fantastic cruising Santa Monica Boulevard, but not a realistic course of action on a wet Melbourne winter day.
The ride is as you’d expect of a live-axle, separate-chassis vehicle, with poor surfaces setting up some shimmy, but otherwise it’s comfortable enough. Where the Bronco really differs from its T6 siblings is its steering, being much quicker – part of this will be down to the smaller steering wheel – but also differently weighted. A bit more heft is required.
It’s certainly not lacking under the bonnet, the 2.7-litre twin-turbo V6 providing plenty of punch and making light work of the 2230kg kerb weight. There’s an equivalent thirst, but you could imagine a reasonable takeup of this engine were it offered in the Ranger like it is in the States.
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Off-road performance
Our destination today is Wandong Regional Park, hitting the tracks that criss-cross the forest just north of Mount Disappointment, about 40 minutes from Melbourne.
Taking into account the vehicle’s rarity and value, the plan is to take it quite easy, but it turns out the Bronco has other plans. On the fast, flowing forestry roads that are the bread and butter of the locally-developed Ranger/Everest, the American Ford isn’t quite at home.
The quick steering and soft, long-travel suspension requiring smooth, measured inputs to avoid upsetting the apple cart, but there’s a certain feeling of invincibility that comes from knowing you have the hardware to tackle virtually any terrain. And software, too, the Bronco featuring some cool off-road toys.
A couple we are relatively familiar with. Trail control, effectively off-road cruise control, is becoming commonplace, though Ford’s system is excellent in its ability to control speed on even steep inclines/declines and it’s a breeze to activate using the regular cruise control buttons.
We’ve also seen Trail Turn Assist in the Ranger Wildtrak X, Tremor, LandCruiser and GWM products, the inside rear wheel heavily braked while turning to drag the front end around and substantially reduce the turning circle.
Trail one-pedal drive, however, is a new one. Standard on all V6-equipped cars, it effectively turns the Bronco into an EV – sort of. Just like an electric car with the regenerative braking turned up to maximum, release the throttle and the car will swiftly bring itself to a stop, a handy feature that eliminates the need to dance between the throttle and brake in tight spots.
It turns out this feeling of invincibility is misplaced. While climbing a very easy track a rear wheel lifts crossing a rut and flummoxes the traction control. A quick press of the rear locker has us on our way again but it’s a situation a Ranger or Hilux would’ve clambered out of without drama.
But the tougher the terrain becomes the more the Bronco shines. If you’re familiar with the Wandong forest you might be aware of ‘The Moguls’ at the bottom of Escreets Road. It’s a relatively gnarly set of offset holes and today is extremely slippery.
As mentioned earlier, given the need to protect this car we agree to just edge it onto the first ‘mogul’ to get the flex-photo done and then back out. Low range engaged, both diffs locked, the Bronco scales the first mogul without fuss. And the second. And the third.
As far as off-the-shelf off-roaders go, it’s incredibly impressive.
It seems determined to get to the top so who am I to argue? This is not an impassable section of track, but whereas a Nissan Patrol Warrior does it with lifted wheels and some V8 mumbo, the Bronco clambers up without a scrape and barely a hint of wheelspin. As far as off-the-shelf off-roaders go, it’s incredibly impressive.
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Verdict
The number of people who are going to sign over well into six figures for a Bronco are relatively few and those who do probably aren’t going to drop it up to the door sills in a mud hole.
Even if it were to come to Australia officially it wouldn’t be cheap, but this drive has proved the capability and appeal of Ford’s icon and if it reaches these shores, you’ll be a lot more likely to see one in forests all over the country.
Building a RHD Bronco
Sharing its T6 underpinnings with the Ford Ranger and Everest, you might think that switching a Bronco to right-hand drive is a relatively simple process. Yes and no.
Installing a Ranger steering rack means the mechanical side of things isn’t particularly arduous, but making a Bronco look like it came out of a factory with the wheel on the right-hand side is a lot more difficult.
The interior might be relatively simple, but the fact there’s nothing like it in the RHD world means a lot of the parts and trim need to be constructed from scratch. Even Ford doesn’t mirror the handbrake location and many of the buttons in the factory Mustangs.
Crossover Car Conversions will source, import and supply any Bronco you wish, but the real opportunity is if the car is introduced locally, with an enormous array of upgrade parts available, both factory through Ford Performance and aftermarket from brands like RTR.
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Specs
| 2023 Ford Bronco specifications | |
|---|---|
| Price | $199,990 |
| Engine | V6, DOHC, 24 valves |
| Capacity | 2694cc |
| Max power | 235kW @ 5500rpm (246kW @ 5250rpm premium fuel) |
| Max torque | 556Nm @ 3250rpm (562Nm @ 3100rpm premium fuel) |
| Transmission | 10-speed automatic |
| 4×4 system | part-time with 2WD (rear), unlocked 4×4, locked 4×4 high and low range, locking diffs front and rear |
| Crawl ratio | 67.8:1 |
| Construction | 4-door wagon on separate chassis |
| Front suspensions | Independent, A-arms and coil springs |
| Rear suspension | Live axle, five-link with coil springs |
| Tyres | 315/70R17 on alloy wheels |
| Kerb weight | 2230kg |
| GVM | 2732kg |
| GCM | 3946kg |
| Towing capacity | 1563kg (braked) |
| Payload | 502kg |
| Seats | 4 |
| Fuel tank | 79 litres |
| Fuel consumption | N/A |
| Approach angle | 43.2u00b0 |
| Rampover angle | 26.3u00b0 |
| Departure angle | 37u00b0 |
| Ground clearance | 292mm |
| Wading depth | 850mm |
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We say it every year, but this year has flown by. Yep, our November 2024 issue of 4X4 Australia is already in stores and en-route to letterboxes.
As always, the new mag is loaded with quality off-road content. This month we take a closer look at the recently revealed seventh-gen Nissan Y63 Patrol, which wears a strikingly different design compared to its predecessors, employs a V6 twin-turbo engine paired with a nine-speed automatic transmission, and features customisable adaptive air suspension. It won’t land locally until 2026, though.
The new Prado 250 will arrive much sooner than that, but before it officially arrives in Australia we’ve spent some time in its Lexus twin: the GX550 in Overtrail guise. The luxury Lexus isn’t cheap, but does its 260kW/650Nm 3.5-litre twin-turbo petrol engine make it a viable alternative to the diesel-only Prado?
Sitting in a similar segment is the Ford Bronco, and while you can buy a RHD Bronco in Australia, you’ll need very deep pockets. The variant we tested off-road for this issue – a Black Diamond edition – is a touch under $200K plus on-road costs once it has been transported from its homeland and then converted, engineered and complied. It’s highly capable, but how many people will actually buy one?
Matt was impressed following the launch of the Tank 500 earlier this year, so he decided to spend a more sizable chunk of time behind the wheel of the well-equipped large 4×4 wagon. After a week testing the $74K Ultra edition which puts out a meaty 255kW and 642Nm, Matt reckons it delivers the goods on- and off-road at a very reasonable price.
Also from GWM, we put two left-hand drive evaluation units using the brand’s Hi4T PHEV system – fitted to Cannon Alpha and Tank 500 models – to test on a closed road circuit and off-road track. These PHEV variants are still under evaluation for Australia, but they’re expected to be added to the GWM line-up in the not-too-distant future.
We’ve pointed a microscope at two inspiring custom 4×4 builds this month: a GQ single-cab with all the fruit, and a top-of-the-line LandCruiser 300 Series GR Sport that stands out from the crowd and is the perfect camping rig.
On the travel front, we’ve listed five of the best off-road destinations in South Australia. From the spectacular Flinders Ranges and the nearby Bendleby Station, to the wider Robe area along the coast, SA is home to some of the country’s best 4×4 destinations. Plus, we follow Kev Smith as he follows the trail from Herberton to Petford in Far North Queensland.
And don’t forget to vote for the 2024 Maxxis Custom 4×4 of the Year, for a chance to win a Maxxis Tyres voucher valued at $1000. Voting ends November 8.
What else is there?
- Kumho Road Venture AT52 tyre test
- myCOOLMAN Recreation 20 fridge test
- Safety Dave TPMS test
- Guzzle H20 Stream test
- Road to Ruin documentary
- Plenty more!