Backtrack a couple of years while I was building my 4×4-converted Toyota Hiace. The addition of a decent awning was a ‘must-have’ item on my long wishlist of accessories – not only for rain protection but also for sun, wind and privacy.
Given the rear-opening tailgate of the Hiace, and not wanting to fit an awning too high above the roof line, that ruled out a 270-degree awning that would wrap around the rear of the van, so instead I opted for a 180-degree model.
Bush Company gear, which is of South African origin, has been available in Australia for some time and has earned a great reputation for quality, form and function, so I opted to fit a 180 XT Max awning.
Given the lack of heavy-duty mounting options on my pop-top Hiace, I fitted a set of custom fabricated brackets to handle the weight of the awning. No, you can’t buy these, and no, I don’t have the plans for them, so I won’t make a set for you, but given the standard fitment for most 4×4 applications, the included brackets will be strong enough for most people’s needs.
Most awnings consist of three components, and if any of those parts fail, the awning is most likely a bin job, so I wasn’t prepared to fit a substandard one.
The first component is the canvas; The Bush Company utilises a 313gsm polycotton ripstop material in its traditional olive-green colour. It’s a personal choice, but I’d go for a light grey colour, if possible, over the green. Aside from that, the workmanship is excellent, and all stress points have been reinforced to ensure longevity at chafing, rubbing and wear points. The same material is used for the additional walls, which Velcro into position via a 50mm strip sewn under the awning’s valance.
The frame is the part that will see bin day sooner rather than later if inferior materials and design are used. Given our couple of years’ worth of use, along with a few high-wind campsites that have required the use of both poles and guy ropes, I can report no problems with the extruded alloy arms, the stainless steel hinges, the gusseting system of the trussed arms, or the alloy backboard.
The protective travel bag, with included YKK zips, has proven to be large enough to pack the awning away easily and it doesn’t flap when driving at speed. My only gripe with the 45gsm tonneau-style fabric is that it holds dust rather than an impervious PVC-style material that would wash off easier. Besides personal looks, the cover has maintained its waterproofness, and the quality zippers allow easy usage without jumping a tooth or jamming.
The misnomer that awnings should be strong enough to hold their own weight and be freestanding is somewhat misguided. Yes, the framework, attachment brackets and design should be able to hold the awning arms and material weights, but it’s the uplifting wind that will do the most damage to any awning.
On a calm to mildly breezy day, The Bush Company awning reveals its freestanding ability. Perhaps I am erring on the side of caution, but once the wind picks up and the parachute-like awning is out ready to catch the wind, I always peg a few guy ropes down to ensure the whole shebang doesn’t flip over the Hiace’s roof. Holding the awning down is more important than supporting it or holding it up.
I opted for a pair of side walls; not enough to totally enclose to act as a room, but enough to block most weather elements, plus provide some privacy. Each wall can be positioned anywhere on the sewn-in Velcro strip on the awning, so we adjust the wall position as needed.
Packing the awning away requires a sequence to be adhered to, to allow the four arms to fold inwards on themselves without fouling, but once learned, it’s an easy job. Once packed, the bundle measures just 2.3m long, while when set up, it has a coverage of just over 8.5m2. It’s not as large as a 270° awning, but The Bush Company offers those if required. The overall length when set up is 5.58m, which I’ve positioned to start near the van’s front doors and end at the corner of the rear tailgate when it’s in the open position. Besides the small gap between the awning and the tailgate, this returns a 270° coverage.
RRP: $2100 (awning); $445 (canvas walls); $590 (canvas walls with mesh window inserts)
Our long-serving master of lenses, Ellen Dewar, spent a big portion of this year behind the wheel of a 2024 Mitsubishi Outlander PHEV, using it as a daily runabout, to escape the bitter Melbourne winter, and for work duties on a number of photo shoots.
When the time came to hand back the keys, Ellen arranged to swap the Outlander for something a bit more versatile; this Triton GLS. Let’s follow its progress!
JUMP AHEAD
- Part 1: Triton time
- Part 2: Lumber load
- Part 3: It ain’t perfect
- Part 4: Rock-star finale
Part 1: Triton time
The GLS sits smack-bang in the middle of the Australian Triton line-up – above the GLX and GLX+ but below the top-spec GSR – and it retails for a touch under $60k at $59,090.
A GLS Leather variant is available for $60,590, which adds black leather upholstery, heated front seats and a power-adjustable driver’s seat, but we’ve settled on the stock GLS edition. Unlike the GLX and GLX+, the GLS gets Mitsubishi’s more advanced Super Select II 4WD system with 2H, 4H, 4HLc and 4LLC, 18-inch alloy wheels, standard-duty rear suspension, terrain control and hill descent control. Plus, it carries over the rear diff lock that is standard on the GLX+.
Also setting it apart from the lower-spec variants is the inclusion of LED exterior lighting; dual-zone climate control; an auto-dimming rear-view mirror; a bed liner in the tub; and heated, electrically-adjustable side mirrors with LED indicators. On the inside it also adds a wireless phone charger and soft-padded interior surfaces with silver-accented stitching.
Equipment it shares with the GLX and GLX+ includes a nine-inch infotainment system; Apple CarPlay and Android Auto compatibility (wireless for CarPlay only); a seven-inch semi-digital instrument cluster; vinyl flooring; two front and two rear USB ports (USB-A and USB-C); front and rear parking sensors; 360-degree camera, reverse autonomous emergency braking; side steps; and a Tyre Pressure Monitoring System (TPMS).
The sixth-gen Triton is loaded with eight airbags – dual front, side chest, side head, centre and driver’s knee – and it received a five-star safety rating from ANCAP. An early criticism of the new Triton was its overbearing driver monitoring system, which would (almost) caution drivers for blinking too much. Thankfully, Mitsubishi released a software update to scale back the system’s sensitivity and it’s much better as a result.
We’ve only had the Triton at 4X4 Australia HQ for a couple of days, but we’ve already taken it for a quick run off-road – essentially to get some slick photos of it. We’ve reviewed a few Tritons already, including the GLX+ and this GLS in a comparison against the Ranger and HiLux, and our quick run reminded us how competent the Mitsubishi is on both dirt and tarmac, and how incredibly easy the 4×4 system is to operate.
Ellen’s time with the Triton will run over the Christmas period, so stay tuned to 4X4 Australia to read all about her journey with it over the next few months.
- Total kilometres we’ve put on it: 769km
- Average fuel use: 8.1L/100km
Part 2: Lumber load
One of my favourite memories is barrelling up the beach on K’gari in my ex-partner’s Triton dual cab as part of many adventures some years ago. Fast forward to now and the feeling of driving the new Triton GLS is familiar, but it’s come a long way in terms of refinement, space and features.
At 5’2″ I appreciate the side steps and grab handle that make it easy to climb into the cab, and while the push button start took me a while to get used to, most of the dials around the cabin are easy to use analogue ones, and I still prefer these over having everything operated from within the infotainment screen. The 360° cameras help with reversing and there’s an additional camera that checks surroundings, which I really like as utes like the Triton can be unsuspectingly long.
The Triton’s first real job was taking a load of firewood from a neighbour’s fallen tree down to my parent’s place in South Gippsland. The tub is a little longer and wider than the previous model, and the GLS has a soft tonneau cover over it. After taking the cover off I had doubts I’d be able to get it back on as some tonneaus can be very tight, however I was proven wrong ; the front clips easily over a lip, with loops to pull over the side and rear edges with ease. An additional elastic with clips is included to secure large items, and the tub liner does a great job of protecting the painted surfaces.
With the windows up I was surprised at how good engine noise suppression is, especially for a diesel, but as my eyes wandered from the straight ahead – it’s the photographer in me, I can’t help it – the driver distraction indicator lights up… again and again. I understand the logic behind this feature but to me it’s bothersome when looking around for locations to shoot, or even just looking around and enjoying my surroundings. Mitsubishi has recalibrated and updated the software but to be honest it’s still too sensitive for my liking.
With a load in the rear the ride in the Triton felt grounded and stable through the rolling hills and gravel roads of Gippsland. A photo trip to Lerdederg with nothing in the tray showed that steady and measured driving on gravel is best in a ute, but back on the highway it drives much like any SUV, with the cruise control easy to use and intuitive, and blind spot warnings always helpful.
In these first weeks I’ve found the Triton to be user friendly for the most part; steering adjustment has taken some time to get right, but I am short and little. Its rear seating is a little roomier than I recall, so taking my teenage nephew to help offload the wood wasn’t a squeeze for him.
The Triton’s usability and practicality on point, but I’ll reserve any further judgment until after a longer stint behind the wheel.
- Kilometres since previous update: 413km
- Average fuel use: 9.8L/100km
Part 3: It ain’t perfect
The Triton has proven handy for long days on photo shoots and driving hither and thither.
On a shoot north of Melbourne, out in the state forest near Heathcote Junction, I was heading up the Hume Highway, coffee in hand, when the driver monitor alerted me: “Drowsiness detected, take a break.” I’d been on the road all of 20 minutes and I needed a break? It seems that one-handed steering and sipping a cuppa isn’t in the system’s visual repertoire.
Music is a must on the road and using the 9.0-inch infotainment system with Apple Carplay made it easy to select my road-trip playlist, and the six-speaker sound system sounds just fine. My preference is for the USB for phone charging as the charging pad seems to make my phone very hot.
It was smooth driving on the highway and after grabbing a sausage roll and a drink at the local bakery we hit the dirt. I selected Gravel mode and off we went. Without a load in the tub, the ride was quite bouncy, to the point of being jarring over potholes, which had me backing off the pace quite a bit. The steering felt light and responsive, at least, especially compared to my FJ Cruiser.
I shifted into 4H to navigate a steep descent and then an ascent, and the Triton made light work of it. At the photo shoot I jumped into the tub to get some extra height when shooting engine bays and a roof rack setup. Although the tub has a tonneau cover it doesn’t do much to keep the dust out, so I need to stow all of my camera gear on the back seat and on the floor of the cabin.
While there’s decent space in the back for rear-seat passengers, I doubt they’d be very comfortable back there bouncing around on gravel roads and off-road tracks.
When I got home I discovered a bolt had well and truly lodged itself in one of the front tyres, which was slowly deflating, so I set about changing it for the spare. The jack and brace setup is located behind the back seat. Winding down the spare from beneath the tub should have been easy – just feed the pole through a gap and wind, but this is an exact science with a specific angle required all while laying on hot concrete with hands getting covered in dirt and muck.
Dragging the spare out was a struggle as well, but with persistence I got there. Frustratingly, I couldn’t for the life of me get the wheel nuts undone; time to call in some masculine muscle. Using the marked jacking points meant the supplied jack didn’t quite have the extension to lift the wheel off the ground, so we used a trolley jack instead. I was dripping in sweat by the time the job was finally done. I reckon the OE jack and associated equipment could only just get you out of a bind, and it would certainly not be up to off-road adventuring.
Also, it seems the spare doesn’t come with a sensor for the TPMS, so recalibrating the tyre pressures didn’t work. Carry a portable pressure gauge, perhaps? In hindsight I should’ve called for help earlier as I spent the next week hobbling around with a tweaked back and nasty sciatica.
- Kilometres since previous update: 860km
- Average fuel use: 8.1L/100km
Part 4: Rock-star finale
It’s an early start Friday morning, throwing the swag, awning and camp chair into the tray, in readiness for a road trip down the coast.
As I roll to a stop on the freeway on-ramp the Triton’s auto stop engages, I lift the brake and there is a notable delay in the restart. I get the purpose of the auto-stop in urban environs, however the Triton’s a bit slow to fire up and that really isn’t ideal for on-ramp scenarios where you need to brake, hold, brake and hold. This is why I usually opt to deactivate the stop-start system.
I’m heading to Lerderderg to meet the 4X4 Australia crew to photograph a comparison test before venturing down the Great Ocean Road for a weekend of music and camping. Finally I get out of town to stretch the Triton’s legs, and mine to the sound of bands rocking.
The Triton has been a great workhorse, and makes for an excellent shooting platform for various photographic assignments, traipsing up, down and around many parts of Victoria with ease and confidence.
It’s a stinking hot day, the GLS’s rear seats are fully loaded with camera gear and fridge, the latter working hard to keep cool. A lack of rain has made the tracks very dusty and the tonneau doesn’t do much to keep dust out of the tray.
Finishing up the long work day, I wave goodbye and point the Triton towards the Great Ocean Road. With three-and-a-half hours to my destination I get comfortable for the drive. I turn off the highway and the map sends me through the farm country of Winchelsea and Colac.
A light on the dash has been illuminated for at least a week now telling me ‘AdBlue required in 2400 km’. This reminder pops up every time I start the Triton and now it says ‘AdBlue required in 1500km’. Rolling through ColacI spot a BP out the corner of my eye with AdBlue, so I fill it with 10 litres straight from the bowser. Finally, one less beeping message.
The roads aren’t the best and the Triton’s ride is a little bouncy when lightly laden. With the adaptive cruise activated I approach a Toyota Kluger wandering around the road; someone needs a nap! The adaptive cruise control allows me just to stay back without having to apply the brakes.
Following the Kluger for 15 minutes with no overtaking available, I watch with horror as it takes a corner way too wide. I decide it’s time to put some space between us; a long straight allows me to put my foot down and the Triton responds with decent acceleration. I wave the sleepy driver goodbye, watching in my rear view as the Kluger pulls over over moments later for a rest stop.
A gate just outside of Princetown covered in flags is my entry to a beautiful farm where the festival is taking place. The triton handles the rough farm tracks confidently, down into the valley, with views down to Princetown, the closest town to the 12 Apostles.
I pull up next to my mates who have set up early, and strategically park the Triton where it will shade my swag the following morning. The weekend is going to be hot.
Outdoor festivals are fun but having the right vehicle to get you in and out of paddocks and dusty tracks is beneficial, and the Triton is the perfect vehicle for this. In the morning we squeeze five people into the Triton and my passengers comment on the generous legroom, comfortable seating and the decent head rests, and the bonus rear-ceiling ducts for the air conditioning which blow cool air into the sweaty crew as we navigate dusty tracks down to the river for a morning swim, flotation devices thrown in the tray.
The only drawback of the rear air ducts is that there’s no front control for the fan (at least none that I could see), so when I left the festival solo I couldn’t easily switch it off, so you have to remind passengers to do so before exiting. If you’re long-armed you might reach back to access the controls, but not I.
Covered in dust inside and out, the Triton and I avoid heading home too early by detouring via Barwon Heads to visit friends for one final night. It is pouring with rain and whilst it isn’t the sunny afternoon I was hoping for, the sun pokes through the clouds the following morning allowing for a short swim and a look around town before cruising back into Melbourne for some reflection.
Utes really have become a popular choice thanks to their versatility – dual cab for the kids, tray for the odd jobs or trades, and enough payload capacity for holidays on which you want to take everything but the kitchen sink. While there are compromises in some areas with utes, the Triton GLS has proven itself to be a great all-rounder and it’s certainly worth fair consideration if you are in the market for a new 4×4.
- Kilometres since previous update: 1547km
- Average fuel use: 8.0L/100km
Following a massive media campaign in Australia and a global unveiling last year, Kia is set to launch its all-new Tasman midsize ute to the market this coming July. But before the Korean manufacturer does that, it gave us a sneak peak of the Tasman’s off-road capabilities at a drive event in NSW.
The Tasman utes made available to us on the private property were all pre-production models, and not all up to final specification and finish, but the Kia team told us that the Tan Beige Tasman we had to drive was pretty close to the top of the range X-Pro model.
JUMP AHEAD
What does it get?
The X-Pro is the most off-road focused Tasman thanks in part to its 28mm higher ground clearance over the rest of the Tasman range.
This brings its ground clearance to 252mm. The X-Pro also rides on 17-inch alloy wheels fitted with all-terrain tyres in lieu of the 18-inch wheels paired with highway tyres on other variants. While the Tasman X-Pro also gets a lockable rear differential, no front locker is available from the manufacturer. Lower grades of Tasman get what Kia calls a reactive locking rear diff that is not driver selectable but operates automatically.
Off-road drive modes include Sand, Mud, Snow and Rock settings, while the X-Terrain function gives low-speed cruise control for off-road use. Kia quotes the wading depth at 800mm at speed of 7km/h and slower, and this is enabled by having the engine air intake entering via a highpoint on the inner fender.
That engine is a 155kW/441Nm 2.2-litre turbo diesel backed by an eight-speed automatic transmission and a dual-range, part-time transfer case that also offers a 4×4 auto setting for all-road, all-wheel drive use. This is much like what you find in some Ford Ranger models as well as the Super Select-equipped Mitsubishi Tritons.
Off-road test
Rain at the Central Coast location for this drive meant that the farm’s paddocks were boggy and slippery, making them perfect for testing out the off-road abilities of the Tasman. The team had a set course that took in a range of man-made obstacles, a creek crossing and farm tracks.
Even after the rain, the creek was never going to challenge the Tasman’s 800mm wading depth. The condition of the paddock, however, did deteriorate as more vehicles drove over it and it did pose a challenge for the tyres after a while.
Slipping inside the Tasman X-Pro reminded us how good the interior of this ute looked and felt at the unveiling. It’s big and wide, and well laid out with a large central multimedia screen. Not so familiar was Kia’s placement of the start button on the transmission selector stalk but I’m sure we’ll become more familiar with it with more time spent behind the wheel. Transfer case selection is done via a switch on the centre console where you will also find the X-Terrain (crawl control) selector.
The first section of the test loop was done in 4 Auto allowing the clutch-plate transfer case to automatically distribute drive to the front and rear axles respectively. Moving to either 4×4 high or low range in the transfer case locks it with a 50:50 drive split like you would find in any part-time 4×4 system.
In this Auto setting the Tan Beige Tasman easily climbed up and over the first obstacle and motored through a boggy grass patch at the base. This led to a typical farm track with a firm graded gravel base where the Tasman felt well-planted and solid at the safe speeds for the conditions.
The Kia Australia team really took the lead on developing the ride and handling character of the Tasman, arguing hard with the head office to make changes to suit our conditions and winning more battles than they lost. This wasn’t just in suspension and EDAS tuning but went as far as moving hardpoints of the suspension mounts to allow for longer arms and better leaf springs. As a result, the Tasman feels sturdy and well mannered on such tracks at relatively low speeds but we’ll reserve our full judgement until we get one on wide open outback roads.
When we entered a section of manmade offset mounds to test the suspension articulation it was clear the changes fought for revealed their value. The vehicle provided ample articulation, tucking the rear wheel up and extending the strut of the opposing front as it crossed the mounds. All the while the traction control did its thing without fuss.
A second lap of the course in the Red Tasman, which didn’t have the all-terrain tyres as fitted to the Tan Beige vehicle, was later in the day and the boggy grass at the bottom of the first obstacle had become more, er, boggy! This time the wet grass and mud stopped the Tasman in its tracks and it took a fair amount of fore and aft manoeuvring to eventually get it out. Hampering things was the rear parking sensors, which would automatically apply the brakes as I tried to reverse back into the mud, confusing the bog for something else behind the vehicle. I assume there’s a way to turn this safety feature off but in the heat of the moment it wasn’t obvious.
Once out of that bog the Red Tasman made its way around the course without a problem, even if there was a bit more tyre slip in the muddiest sections of the track.
The next test was a steep-ish climb up a gravel track that we initially did in low range but found the transmission was constantly shifting between second and third gears as we drove it. The Tasman does have paddle shifters behind the steering wheel for manual selection and while this initially gives you the gear you want, it doesn’t hold it, and it would soon shift back up a ratio. This trait wasn’t as evident when driving in high range but it was still there. Remember, this was a pre-production vehicle and it should be a simple transmission calibration fix to sort this issue out, and we look forward to driving the hopefully sorted version come July.
The climb did give us a brief opportunity to try the X-Terrain mode which is basically a low-speed cruise control that holds the vehicle at a set speed while it drives over rough terrain with the driver only having to make steering inputs. It’s a system that works well in other vehicles and this short test didn’t give us any reason to think it won’t do the same in the Tasman.
I took a second run up the hill, this time sitting in the back seat behind the driver, and I’ve got to say, the Tasman offers the most space for rear-seat passengers in the midsize ute class. This allowed me to use the tilt and slide adjustment for the rear seat providing a more comfortable position… and there was still space between the front seat and my knees. The back seat is also wider across the cabin than most others in the class.
Verdict
Kia says that it has 1800 to 2000 orders in the books for when the Tasman launches in July.
This drive not only revealed the Tasman’s off-road abilities but showed that Kia has made some subtle changes to the styling that was widely criticised when first revealed. The grille has changed since the first examples were revealed, and the fender mouldings on the Tan Beige pre-production vehicle were colour-coded rather than being black. We’ve been advised this will only be the case for Tan Beige and White Tasmans, and the mouldings will remain black on all other colour Tasmans.
The Red pre-production Tasman also displayed a bull bar which will be part of the factory accessories offering, and the photos revealed one fitted with a canopy as well.
This brief off-road drive indicated that the Tasman has that solid feel of a well-built vehicle, with good wheel travel and fast-acting electronic traction control. It was only the transmission shifting calibration that stood out as still needing to be fully sorted. We expect this to be rectified by the time the Tasman is launched in full production trim in July when we will have a more extensive drive review for you.
Western Australia’s Turquoise Coast, stretching from Guilderton to Leeman, has long been a favourite among the 4WD, fishing and off-grid camping community.
However, increased visitor numbers and vehicle traffic is placing mounting pressure on the coastal environment and prompted local authorities to take action before long-term access is jeopardised.
The shires of Dandaragan, Coorow and Gingin have released a Coastal Recreation Track Management Master Plan, designed to preserve public access while addressing the growing environmental impact. Rather than restricting access altogether, the plan aims to manage and protect the existing network of tracks. It proposes the closure and rehabilitation of informal and duplicated routes that are contributing to dune degradation, while guiding vehicles onto a more sustainable set of designated paths. Improvements to signage, clearer boundaries, and targeted public education are also key components of the strategy.
Key destinations such as Sandy Cape, Cervantes, Green Head and the Moore River mouth are among the areas under review. These locations are not only popular with locals but play an important role in Western Australia’s off-road tourism economy, making their long-term accessibility a priority.
The draft plan is now open for public consultation, with feedback accepted until 4:00pm on Thursday, May 15, 2025. Interested parties are encouraged to view the proposal and submit comments via the Shire of Dandaragan website at www.dandaragan.wa.gov.au.
Following the consultation period, the final version of the plan will be implemented in stages. This may include track upgrades, managed closure, and restoration efforts supported by local volunteers and community groups. If successful, this approach could serve as a model for responsible off-road access across other parts of the state and beyond.
This plan presents a valuable opportunity to safeguard this iconic coastline, for the benefit of current users and future generations alike. And importantly, local four-wheel drivers, tourism operators, traditional owners and land managers have all contributed to shaping the proposal.
Premium 4x4s could potentially get considerably cheaper, if the newly re-elected Labor government does indeed scrap the Luxury Car Tax (LCT) which was implemented way back in 2000.
The LCT adds a hefty 33-per-cent tax on the portion of any vehicle priced over $80,567 – or $91,387 for more fuel-efficient models. That means consumers have been forced to pay thousands more for high-end 4WDs – but the tax, initially introduced to protect the now-defunct local car industry, may soon be axed by the Albanese-led government.
And while the legislation hasn’t officially been passed yet, it’s widely expected that the LCT could be gone by the end of 2025, in part to smooth over trade negotiations with the European Union. The EU has long viewed the tax as a barrier to fair trade, especially for high-end European cars, and it looks like Australia’s ready to make a change.
This could mean a major price drop for popular models. For example, the Toyota LandCruiser 300 Series Sahara ZX, currently priced at around $144,000, would lose about $15,600 in LCT – knocking the price down to around $128,400 before dealer and on-road costs. $15K of aftermarket equipment could go a long way!
You can do the maths, but the Patrol’s price could drop by at least $7000, RAM’s 1500 Laramie could lose roughly $13,000, and the Ford F-150 Lariat and Land Rover Defender 110 D300 could see significant price reductions from anywhere from $10,000 to $15,000.
However, there’s a catch, and it’s a big one: New Vehicle Efficiency Standard (NVES) emissions rules are just around the corner and could drive those savings right back up.
To be implemented from July 1, 2025, the NVES aims to slash emissions across the automotive industry by fining manufacturers whose vehicles fail to meet the new carbon dioxide limits – vehicles just like the ones mentioned above. And while the penalties will hit manufacturers first, the reality is they’re almost certain to pass the costs on to buyers.
It’s also worth remembering that in states like Victoria and Queensland, there are still state-based luxury car taxes in play, which can add up to five per cent on vehicles priced over $100,000.
So while the idea of saving significant money is exciting, it’s worth tempering expectations. The removal of the LCT isn’t a magic fix – and it won’t suddenly make every high-end off-roader cheap. With emissions rules set to reshape the market and state taxes still hanging around, what you save on one end could be lost on the other.
Toyota has added a new range-topping variant to its local Tundra line-up, with the Platinum joining the Limited in dealerships across the country.
On sale now, the Tundra Platinum is listed at $172,990, a steep $17,000 increase over the now “base-spec” Tundra Limited which retails for $155,990 and first arrived in November 2024. It’s a heavy whack to the hip pocket, but for that extra coin buyers are treated to a suite of interior and exterior additions.
Notably, the Platinum raises the stakes inside the cabin with new-look ‘blue and black’ genuine leather trim; 10-way power adjustment for the front passenger; four-way power adjustment and massaging function for the front seats; heating and ventilation for the outboard rear seats; power steering column adjustment; a heated steering wheel; and a 10.9-inch head-up display.
The Tundra Limited features black synthetic leather upholstery; eight-way power adjustment; two-way power lumbar adjustment; and heating and ventilation for just the front seats. Both grades feature a giant 14-inch touchscreen; a 12-speaker JBL sound system; the full suite of Toyota Safety Sense driver assistance technologies; and cavernous interior space.
“When we first proposed our Tundra program to locally re-engineer the US-built full size pick-up to right-hand drive, we knew it was not going to be an easy process, given Toyota had never done anything like it anywhere else in the world,” said Sean Hanley, Toyota Australia Vice President Sales, Marketing and Franchise Operations.
“But we knew, working with our partners at Walkinshaw, that we could achieve full Toyota-quality standards and the two-model line-up that we now have is testimony to that.
“The Tundra remains a niche product in our line-up but for those Australians that desire the size, power and performance of a full-size pick-up to meet their work or lifestyle needs, we are proud to say we can offer them a premium product built to the highest standards,” he said.
Converted in collaboration with Walkinshaw Automotive Group, the Tundra measures 5955mm long, 2040mm wide, and has a wheelbase of 3700mm. Both grades offer a braked towing capacity of 4500kg, as well as two towing modes, a manual trailer brake controller with 10 selectable adjustments, and a trailer back-up guide.
Both grades also utilise an i-FORCE MAX powertrain that combines a 290kW/649Nm 3.5-litre twin turbo V6 petrol engine with a 36kW/250Nm electric motor, to deliver peak performance of 326kW and 790Nm. This runs through a 10-speed automatic transmission and part-time 4WD system with a dual-range transfer case. The Tundra is built on the same TNGA-F ladder frame as per the Prado and 300 Series.
The Tundra Limited and Platinum full-size pickups are on sale.
When it comes to the range of workhorse LandCruisers, the venerable LC76 GXL four-door wagon is my pick. Is it comfy? No. Is it a dream to daily, park and does it have a sweet-as interior? Also no.
But it crushes it off-road, is well-catered for by the aftermarket and is as simple as modern rigs get. My list of requirements for a 4WD, basically. The GXL is my choice because it comes with front and rear lockers, which are an absolute non-negotiable for the tomfoolery I get up to.
Now, the older V8 engine is still the pick, but given they’re thin on the ground these days, I’ll go with the 2.8L four-pot. Yeah, yeah, I know they’re not as fun as a big bent eight, but the kicker for me is that it comes with the eight-speed auto the 70s should have had a decade ago, so I’m going with it.
The twin-lockers, super basic suspension and extra off-road capability from the auto (gotta love a torque converter that essentially acts as a giant low-range gear, eh?) make it one of the best out-of-the-box wheeling rigs on the planet from the get-go.
I’d chuck on a steel front bar and winch (because I do a lot of solo travel), plus a roof rack to hang a Boss 270 awning from so I have somewhere to set up the swag out of the weather. That round of mods would cost me in the vicinity of $6500.
From there, it’s adding a tune to get close to that 600NM mark ($1500), a Wholesale Automatics transmission cooler ($800), wire in some Great White LEDs and a 100Ah lithium set-up to run the fridge and camp lights ($2000), then a minor spring lift along with the best shocks I could get my hands on and a set of 35s to round things out (say $8500 all up).
If the budget stretches, I’d throw some good seats in too (I like the PWR suspension seats which retail for around $2000 with bases), which would save me in the long run on visits to the chiro.
Toyota will pause production of its iconic LandCruiser 70 Series later this year, to update the vehicle in line with new emissions regulations.
The production pause is expected to occur in September, though reports suggest Toyota has sufficient stock to meet consumer demand during the hiatus.
This update is in response to ADR 80/04 (Australian Design Rule 80/04 – Emission Control for Heavy Vehicles), which was formally legislated on February 20, 2023. The rule introduces new emissions standards for heavy vehicles and applies to all M (passenger) and N (goods) category vehicles with a Gross Vehicle Mass (GVM) exceeding 3500kg.
ADR 80/04 mandated that – from November 1, 2024 – all new heavy vehicle models approved and supplied to Australia for the first time must comply with ADR 80/04. Phase two mandates that – from November 1, 2025 – all heavy vehicles supplied to Australia, including existing models, must meet the new emissions standards.
To meet these standards, ADR 80/04 requires the use of advanced emissions control technologies, including Selective Catalytic Reduction (SCR) and Diesel Particulate Filters (DPF). AdBlue, a urea-based fluid, will play a crucial role in helping diesel vehicles meet these stricter emissions standards – it’s used in SCR systems to reduce harmful nitrogen oxide emissions by up to 90 per cent.
As Australia transitions to adopt Euro 6 and even stricter Euro 6d standards, AdBlue will be essential for compliance in trucks, buses, and dual-cab utes.
Up until the end of April, Toyota has sold a total of 3159 LandCruiser 70 units.
Brabus has revealed its latest ultra-luxury off-roader, the Brabus XL 800, a vehicle that, in the words of Brabus, bridges the gap between off-roaders and supercars.
Based on the W465 series Mercedes-Benz AMG G63, this rock-star example features a bespoke suspension system incorporating portal axles, resulting in improved approach and departure angles and an impressive ground clearance of 47cm.
Powering the beast is a 4.0-litre twin-turbocharged V8 engine, tuned by the boffins at Brabus to produce a breath-taking 588kW at 6600rpm and up to 1000Nm at 3600rpm. Gains were achieved by modifying the turbocharging system and updating the engine management software.
The stainless steel sports exhaust features twin tailpipes wrapped in exposed-structure carbon surround. The exhaust system even features active sound management depending on the selected drive mode, with a “Coming Home” mode to keep neighbors on-side. Integrated within the rear-end are red launch ambience lights that are in sync with the interior lighting.
Giving the vehicle its presidential appearance is its carbon-fibre Widestar body kit, which adds wide fender flares fore and aft, as well as a front fascia with an integrated 4500kg winch, to give the vehicle its menacing stance. A set of Brabus-branded Monoblock Z/HD forged alloy wheels – 9.5 inches wide and 22 inches in diameter – look trick and are said to be lightweight yet incredibly strong.
Brabus treated the interior of the XL 800 to its Masterpiece trim level, which includes slate grey leather upholstery with custom stitching, applied by hand; a “Double Cube” quilting pattern on the seat centres, door panels, floor mats, and the centre strip of the headlining, which is finished in Dinamica microfibre; and BRABUS logos integrated into several interior elements. The perforated seats include both heating and ventilation functions.
Zagame Automotive located in Melbourne is the exclusive distributor of Brabus vehicles in Australia, with the G700, G800 and G900 G-Wagens listed on its website, all of which are also based on the AMG G63. Prices typically start at $300,000, but can exceed $500K for highly customised versions.
With an enticing price tag of just $57,990 excluding on-road costs, the BYD Shark is a stunning first entry into the dual-cab market. Deliveries began rolling out early in 2025, and we’ve even taken ownership of one!
The BYD Shark features the brand’s DM-O (dual-mode off-road) technology, combining a 1.5-litre four-cylinder turbocharged petrol engine with dual electric motors, yielding a total power output of 321kW. It boasts independent coil-spring rear suspension and offers three terrain modes: Sand, Mud and Snow, along with instant torque distribution between the front and rear wheels. BYD claims the Shark 6 will provide a combined range of approximately 800km.
Interior kit includes a 12.8-inch infotainment system with Apple CarPlay and Android Auto, a 10.25-inch digital instrument cluster, a 360-degree camera system, a wireless phone charger, a head-up display, and an NFC key card for added convenience. Here’s everything else we know about the BYD Shark 6 👇
JUMP AHEAD
- May 2025: REVIEW | Off-road test
- April 2025: BYD updates its warranty policy
- February 2025: Shark gets five-star safety score
- January 2025: First Australian deliveries commence; new shipment spotted in Melbourne
- November 2024: Nearly 4000 sales in first month
- November 2024: We bought a Shark!
- November 2024: More than 2000 orders taken in first 24 hours
- October 2024: Factory-backed Ironman 4×4 accessories
- October 2024: Full pricing and specifications
- October 2024: Shark will be priced below $60,000 in Australia
- September 2024: On-sale date confirmed for Australia
- September 2024: SPEC BATTLE: 2025 Ford Ranger PHEV vs BYD Shark
- August 2024: Spied in Adelaide
- May 2024: BYD Shark unveiled!
- May 2024: Reveal date announced
- May 2024: Shark spied feeding in Melbourne!
- April 2024: BYD ute spied without disguise
- December 2023: BYD PHEV ute spied in Oz!
- November 2023: BYD Ute imagined
- October 2023: BYD Ute leaked
- September 2023: BYD Ute confirmed for Oz
May 2025: REVIEW | BYD Shark tested off-road
The Shark is a stunning first entry into the market, but there’s still room for improvement.
It has been making waves since it launched in Australia at an eye-popping $57,990, enticing more than 2000 orders in its first 24 hours on sale. At less than $60K, owners are treated, not only to a plug-in hybrid powertrain, but to a vehicle loaded with premium equipment. But, more importantly, how does it perform off-road? Not great, all things considered.
April 2025: BYD updates its warranty policy
BYD has simplified its warranty policy, announcing all-new six-year/150,000km bumper-to-bumper coverage, as well as its eight-year/160,000km battery warranty.
Previously, BYD offered a mix of warranty periods for various pieces of equipment, including the infotainment system, shocks, charging port assemblies, lights, suspension, tyre-pressure monitoring module, and more.
February 2025: Shark gets five-star ANCAP safety rating
The Shark is equipped with dual frontal airbags, side chest and side head-protecting airbags, and a centre airbag. Plus it’s loaded with plenty of advanced safety tech.
It excelled during testing in two key criteria: Adult Occupant and Child Occupant Protection, scoring 85 per cent and 87 per cent respectively. Plus, it received scores of 86 per cent (Safety Assist), and 74 per cent (Vulnerable Road User Protection) in the remaining key areas.
January 2025: First Australian deliveries commence, and new shipment spotted in Melbourne
The first customers have received the keys to their all-new Shark PHEV; and a new load has been spotted in Melbourne, following ongoing port industrial action which delayed shipments.
Customer deliveries in Australia have begun for the BYD Shark 6, with the first set of keys for the hugely anticipated PHEV recently exchanging hands.
November 2024: Nearly 4000 sales racked up in first month!
Nearly 4000 Aussies have already put their hand up for BYD’s plug-in hybrid ute … and it hasn’t even landed yet!
Since retail pricing for the electrified ute was announced at $57,900 at the end of October, the petrol-electric dual-cab has seen around 4000 orders placed in Australia.
November 2024: We bought a Shark
We’ve just placed an order for a brand-spanking new BYD Shark 6!
We can’t wait to get our hands on it and put it to through the 4X4 Australia torture test, where we’ll see how it copes off-road and beyond city lights. We’ll also aim to bring it on as many comparison tests and trips as possible, so there’ll be no shortage of Shark content in 2025!
November 2024: More than 2000 orders taken in first 24 hours
In the 24 hours since pricing was released for the all-new Shark, more than 2000 orders have already been placed by the public.
The surge in traffic to the BYD website even caused it to temporarily crash, as order books opened with an introductory price of $57,900 (plus on-road costs).
October 2024: Factory-backed Ironman 4×4 accessories
Ironman 4×4 has collaborated with BYD’s local distributor, EVDirect, to develop a range of aftermarket products that can be equipped to the all-new BYD Shark.
Consumers can simply add the factory-backed accessories when purchasing the vehicle, and the equipment will be installed and backed by BYD’s six-year, 150,000km warranty. The Australian-designed range includes bull bars, roof racks, tonneau covers and canopies.
October 2024: Full pricing and specifications
The Shark will be released in Australia at a competitive price of $57,900 excluding on-road costs – at launch, only one model variant will be on sale. BYD have said this is an introductory offer, so expect that number to climb in the new year.
“No-one is left behind with the BYD Shark 6. There is no need for all of the fuss people might have heard about EVs,” said Luke Todd, EVDirect Executive Chairman and Managing Director. “With this vehicle, simply plug it into your normal wall socket overnight and you’re driving electric, but doing so without any range anxiety.”
October 2023: Shark will be priced below $60,000 in Australia
BYD has confirmed the Shark 6 will be priced below $60,000 when it is officially on sale in Australia from October 29 this year.
September 2023: On-sale date confirmed for Australia
The Australian on-sale date for the BYD Shark 6 has been confirmed, with the plug-in hybrid ute available to order from October 29, 2024.
September 23: SPEC BATTLE! 2025 Ford Ranger PHEV vs BYD Shark
Rocking the status quo! We line up the spec sheets of two plug-in hybrid utes en-route to Australia in 2025.
August 27: Spied in Adelaide
Eagle-eyed 4X4 Australia reader Jeff Sexton spotted this lightly camouflaged double-cab ute in a hotel car park in Adelaide.
Despite the covered badges, it didn’t take him too long to figure out that it was the upcoming BYD Shark that is expected to launch in Australia before the end of this year. BYD already revealed the look and styling of the hybrid-powered Shark at an unveiling in Mexico in May, but car companies still like to try and hide their upcoming models before local launch.
The Shark looks to be similar to the Ford Ranger in size, with similar styling, and if it does go on sale during 2024 it will beat Ford’s hybrid Ranger to the market.
May 14: BYD Shark unveiled!
The BYD Shark has now been officially unveiled. Get all the details in our big reveal story, linked below.
BYD Shark will be revealed on May 14
Chinese carmaker BYD has confirmed its upcoming Shark ute will be revealed on May 14 at an event in Mexico.
BYD made its announcement on the platform formerly known as Twitter, where it said: “Get ready for BYD SHARK’s global debut in Mexico City, Mexico, and witness the strength and innovation behind our new Pickup Truck. Mark your calendars for May 14, 2024, it’s here to redefine green mobility to the next level!”
Surprisingly, the announcement includes a full photo of the Shark without any disguise – showing BYD’s awareness that the game is up, on that front.
Watch for more details to come on May 14, if not sooner.
Here it is in Melbourne!
A Wheels reader has spied the new BYD Shark ‘feeding’ in outer Melbourne this week.
Pulled up at the Red Rooster in Ringwood this week, reader Halkin Developments spotted a camouflaged Shark plugged in at the Evie chargers outside the fast food restaurant.
Although the Shark has already been ‘revealed’ through photos of an undisguised vehicle in April, these new photos offer more context on the ute’s size, as it comfortably fills its parking space.
What do you think of the Shark as a Ranger and HiLux rival?
April 2024: BYD Shark ute spied without disguise
We’ve seen revealing patent images and a prototype testing in Australia, but now the BYD Shark is a little more official, thanks to these photos of an undisguised example.
Get all the details at the featured story linked below. ?
December 2023: BYD PHEV ute spied in Australia!
The 2025 BYD plug-in hybrid ute has been snapped testing on an Australian freeway ahead of its local launch in 2024.
Pictures posted to social media show a left-hand-drive prototype of the as-yet-unnamed Chinese dual-cab petrol-electric ute wrapped in camouflage ahead of its global reveal in the coming months.
November 2023: BYD Ute imagined
Thanks to those earlier patent images, we’ve been able to produce a pair of accurate (albeit still speculative) renderings for the upcoming 2025 BYD Ute.
Check them out below, and tell us what you think about the look! You can continue reading our evolving story further down.
October 2023: BYD Ute revealed in patent images
This is our best look ute at the 2025 BYD ute yet.
Snapshot
- BYD Ute revealed in patent images
- Market launch expected before the year is out
- Local testing and evaluation program promised
- Plug-in hybrid to be followed by pure electric variant
Following spy pictures and a confirmation that BYD will subject its ute to a local development program, patent images of the Chinese ute have been unearthed by CarNewsChina [↗].
The monotone images show the ute’s proportions in its entirety, and confirm it will wear BYD badging rather than the carmaker’s outdoorsy YangWang and Fang Cheng Bao spin-off brands.
The ute itself seems to follow similar design sensibilities to GWM’s Americana-style Ute Cannon range.
It has broad flared arches and with a long wheelbase and bed, presents at the larger end of the Australian pick-up scale. Think closer to the new Ford Ranger than the Mitsubishi Triton.
There’s also that bold front grille with ‘BYD’ stamping proudly declaring the vehicle’s maker. The blacked-out A-Pillar and laid-back windscreen are particularly sporty for this type of vehicle, perhaps inspired by chief designer Wolfgang Egger’s history at Audi.
Keeping things luxurious, the top-down view reveals a sunroof. It wouldn’t be entirely unique to BYD, but it does demonstrate the market the brand is targeting with this vehicle.
Chinese insiders confirm the ute will launch overseas in the fourth quarter of this year though exact powertrain details are still unconfirmed.
Initially, though, the Ute will launch with an undetermined plug-in hybrid system – potentially beating the Ford Ranger PHEV to the punch – with a battery EV version to follow.
BYD has said the ute will fall under its ‘Ocean Series‘ of vehicles that are already here in Australia as the Seal and Dolphin. The Ocean Series vehicles that are fully electric take animal monikers, while plug-in hybrids are named after vessels.
The Frigate, for example, is a plug-in hybrid medium SUV and the Landing Ship is a PHEV people-mover. As BYD will offer the ute with both powertrains, there are all manner of nautical nomenclatures possible – stay tuned for confirmation later this year.
Our original story, below, continues unchanged
September 2023: BYD Ute confirmed for Australian release following local testing
Ahead of an Australian release in 2025, BYD’s first-ever ute will be subject to testing and evaluation down under.
Snapshot
- Electric BYD ute coming to Oz next year
- Will be subject to local evaluation and testing programs
- Supposedly a collaboration between BYD China and local team
- Will be joined by an SUV larger than Atto 3 in 2024
“In our 2024 lineup, we have a larger SUV and a pick-up, which we’re very excited about”, EV Direct CEO Luke Todd told 4X4 Australia. He also revealed the ute will undergo Australian evaluation before it hits dealerships.
BYD’s electrified ute is yet to be revealed – even in its China home market –but the big, brash pick-up has been spied several times in camouflage [↗]. Reminiscent of American ute design (we see a hint of Ford F-150 in that fascia) the new BYD is likely to compete with one-tonne models such as the Ford Ranger and Toyota HiLux.
The successful launches we’ve had so far with products that people didn’t anticipate would go very well suggests we might shock a few people with the ute
Unlike other Chinese marques with separate commercial and passenger brands (such as GWM and SAIC’s LDV), it seems the ute will proudly wear BYD badging. A glimpse inside shows plenty of digital screens where pick-ups have typically had analogue dials.
As for the model name, theories are scarce. BYD’s working codename is ‘F pick-up’, according to CarNewsChina, though that won’t fly in markets where Ford sells its F-Trucks. The BYD Whale perhaps? It’ll all be confirmed in 2024.
There are rumours of both battery electric and plug-in hybrid options to cover all bases, though BYD Australia importer EV Direct is yet to confirm details.
“We’ve been very embedded in the engineering, relationship and partnership with BYD… we had a couple of week-long workshops with the BYD engineers who are designing and building the ute”, said Luke.
“We did that in China, we drove the ute and had great fun, but also did all the pressure testing and came away with a whole range of enhancements to make the ute the best it can be and the most attractive for the Australian market.
“We’ve been with BYD engineers in Australia on a research project looking at the conditions more in depth of Australia and what people are looking for in a ute”, Todd added.
It’s not unusual for ute manufacturers to come here to refine their vehicles. Mitsubishi, Isuzu, and Toyota are a few manufacturers who engage with Australia in development, while Ford had an even more full-on design and engineering program in Australia for its class-best Ranger ute.
Aside from being one of the largest markets for utes outside the United States, Thailand and South Africa, Australia also has unique demands for these vehicles.
They’re used not just on worksites but as daily family transportation and lifestyle products – utes have some of the broadest demands of all new vehicles.
“I can confirm the feedback from the partnership and communication of what Australian consumers are looking for was extremely detailed. We’re talking an immense amount of data sharing of what consumers want for Australia and a lot of those inputs are being implemented into the ute… It is very much a co-designed vehicle for the Australian market.”
The only electric ute on sale in Australia is the LDV eT60, a $92,990 rear-wheel drive battery vehicle with big business fleets in mind. There are various small businesses converting Toyota HiLuxes and Ford Rangers to EVs for mining operations but little for the private buyer.
Mitsubishi is weighing up options for its new Triton – whether PHEV, EV or HEV works – and LDV has promised a new-gen 4×4 pick-up next year. If BYD’s timeline and capability claims are to be believed, its ute could be the first electric one to resonate with both public and private buyers – that’s certainly what Luke Todd thinks.
“It’s the best of both worlds”, he said, adding “Obviously, consumers and fleets will make their own judgement but I’m very confident that we’re on the money. And the successful launches we’ve had so far with products that people didn’t anticipate would go very well suggests we might shock a few people with the ute.”
Accompanying the ute is allegedly a platform-sharing large SUV, though Todd did not comment on what would be a Ford Everest and Toyota Prado rival in discussions with 4X4 Australia.