At 4X4 Australia’s 2025 4X4OTY, fellow judge Dave Morley probably summed the Ford Everest Sport V6 up best: “The Everest really is the vehicle a lot of Ranger owners should have bought”.
He’s not wrong. The Everest does pretty much everything a Ranger with a tub-topper canopy does, but in more comfort and with a nicer interior. It has the same 3500kg tow rating, it has all of the safety stuff that has always been a strong point for the Fords, and it has the same off-road ability. Plus, it has significantly more luggage space than its closest rival, the Toyota Fortuner (1823L with the rear seats folded down versus 1080L).
As you’d expect, there’s also a metric buttload more power and torque from the V6, which this segment of the market is almost always sorely lacking. In fact, the Everest is the only large diesel-powered SUV that puts respectable numbers out. Please take note, other manufacturers.
Much like the next-gen Ranger, the Everest is unmistakenly an American “truck.”
The big ol’ LED headlights, the big ol’ black grille, the big ol’ wing mirrors, and the same amount of attention paid to the overall aerodynamics as was paid to a 1940’s Peterbilt. But it works. They get all the cool points, and you can’t help but start adding a front bar, winch and some high-end suspension with filthy large tyres to it in your head as you absorb its almost brutalist form.
With that said, it’s essentially unchanged from the 2024 model. There are a billion articles online already that have each switch, measurement and driver aids listed in exhaustive detail, so we won’t go too deep into them all here because we’re an off-road website. Even so, the approach, departure and rampover angles, while not exactly setting the world on fire, are not terrible at 30-, 25- and 22-degrees respectively.
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During off-road testing, the dimensions of the Ford were not problematic, and the vehicle never felt like it was one rut away from concaving a door. While we were very grateful for the standard steel bashplates, a front bar and a set of sliders would have given further peace of mind – but there are very few off-road vehicles this side of a Unimog that aren’t at least a little bit of a concern in that regard.
Sure, beauty is in the eye of the beer-holder and all that, but the Everest, for our money, is a good-looking 4×4. It’s big and ballsy without being overbearingly butch, and it only starts looking better with a few aftermarket accessories.
Interior and safety
The interior is somewhere that’s super easy to spend an hour or eight, and it makes a lot of its rivals pale by comparison.
This is seriously a nice place to spend a commute, a few hundred kays blasting up the highway … or up the Peninsula Development Road for that matter. The vertical infotainment touchscreen is huge without being obnoxious, and it’s very intuitive and easy to use.
The eight-way power leather seats are supportive and comfy, and even after several hours in the saddle didn’t leave us with aches, pains, stiffness or any other downside to being north of 25 years old. Which, if you’re coming from a 70 Series LandCruiser or a cloth-covered milk crate pov-pack ute, is a total treat.
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The driver aids and safety additions are plentiful. Some people will value them, others won’t (raises hand). Autonomous Emergency Braking, Lane Support System, Lane Keep Assist, and Emergency Lane Keeping (because staying between the lines needs three different computer programs to help; but whatever) are just the tip of the safety iceberg.
There’s also active cruise control with stop-and-go, auto high beam, rollover mitigation, trailer sway control, traffic sign recognition, post-impact braking and drive attention assist all as standard. Whether you like these things or not, if you’re someone who habitually rams into other cars and continues to drive after impact while wildly swerving from lane to lane and ignoring traffic signs as you struggle not to high-beam other motorists, these inclusions would be a godsend.
There are also nine airbags dotted around the cabin and a very ambience-calming 10-speaker sound system to keep the audiophiles happy. The hands-free electric tailgate will impress the neighbours, and the impressive interior build quality and high level of appointments make the Everest, particularly the higher grades, more of a Prado rival than, say, a Fortuner or MU-X rival.
On-road
Interestingly, at $74,640 the 2025 model Everest Sport V6 has increased in price by $900 over the previous year’s model, making it $7600 more expensive than the 2.0L bi-turbo Trend. Whether you think the V6 is worth the extra money is up to you, but spoiler alert: it definitely is.
It doesn’t matter if you’re buying this as the family hauler, daily driver, tow pig or touring vehicle, the V6 simply does it all easier and better than the 2.0L, which to be fair, is no slouch. But those 184 killer wasps and 600 Newton yards (hey, it’s ‘Murican) just make it a dream to drive, particularly on-road.
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In fact, on-road is where this vehicle really shines. It doesn’t matter what kind of driving you’re buying the vehicle for, the handling for a vehicle this size is nothing short of excellent thanks to the selectable transfer case that allows you to switch between 2H and 4A when on the blacktop, and the steering is nothing short of excellent with its direct feel with decent feedback from the road without ever feeling heavy or vague.
Even if you had no intention of driving off-road and merely used this as the family holiday rig as well as for school-runs and the daily commute, the Everest is still very difficult to fault. It has power, it has comfort for days and it handles like something much sportier than it is. What’s not to like?
Off-road
At 4X4OTY, the Everest was the only vehicle on test that could select the rear locker in high-range. Everything else needed to be in low. It seems like a small thing, but for off-roaders having that little bit of extra control over the mechanicals is a lot.
However, it can’t be said that the Everest performed astoundingly out of the box. It ran out of flex, and traction control was unable to keep up without applying some serious revs, to the point where it felt like you were increasing the chance of breaking something significantly. But it’s nothing that couldn’t be fixed with a few choice aftermarket mods.
Yes, we’re an off-road website and, yes, off-road performance is incredibly important to us, but we can’t in good conscience say the Everest is a bad off-road vehicle, because it’s simply not. Is it a rock-crawler? No, but without much effort it could be a hell of a touring and tow rig, which really says a lot. It has nice, strong diffs, decently durable half-shafts that have been proven to handle up to a 35-inch tyre, factory bash plates, and not terrible off-road angles and clearance.
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Also, you have to factor in the engine. The V6’s praises have been sung a bunch, and we stand by those lyrics – it’s a gorgeous piece of mechanical art that makes the most out of modern technology with very few drawbacks. It’s not perfect, but it’s a lot closer than any other mid-size wagon currently on the market, with the possible exception of the BMW-derived straight-six in the Ineos Grenadier; but that’s a different vehicle altogether, so it doesn’t count.
The Ford’s engine opens you up to serious towing, serious torque for wheeling, and serious power for fatigue-free long-distance driving. Yeah, it’s getting old now, having been around since the early twenty-tens, but it’s a long ways better than Toyota’s 2.8L turbo-diesel that’s about the same age, so it’s difficult to think of too many negatives.
Who should buy one?
Do you like driving off-road or for long distances? Do you need more than two usable seats? Is having a tray a non-negotiable vehicle requirement for you? If you answered yes, yes and no respectively, then you need to be looking at an Everest. Simple as that.
It may not be perfect for you and there may be things you won’t like about it, but it does need to be a consideration. The big Ford just does too many things right for it not to be.
Isuzu UTE Australia’s I-VENTURE Club has just celebrated its 10-year anniversary, marking the occasion with a two-day off-road event at the Gordon Country 4WD Park in Queensland.
The program is offered to essentially give MU-X and D-MAX owners the opportunity to learn the capabilities of their vehicles, under the guidance of an experienced team of off-roaders. Plus, participants get to experience some of the best 4WD locations in Australia, and do it with like-minded people.
“When I-VENTURE Club was established ten years ago, we never would have dreamt of the uptake and participation the program has experienced,” said Mr Junta Matsui, Isuzu UTE Australia’s Managing Director.
“Since 2015, over 7500 IUA customers and more than 3500 vehicles from across Australia have joined one of our IVC events. These events have taken place all over the country, from Stockton Beach in New South Wales to West Australia’s Moondyne and even as far south as the west coast of Tasmania, we’ve certainly enjoyed experiencing the wonderful landscapes each region has to offer.
“We are proud of the program’s ability to not only assist our customers with instilling confidence in their own skills, but to also learn how to best harness their vehicles’ capabilities to truly embrace the Australian lifestyle with their Isuzu D-MAX or MU-X.
“I-VENTURE Club is more than just a driving programme, it’s an outstanding way for us to get feedback directly from our customers, to help inform and improve our product,” said Mr Matsui.
“This feedback has directly shaped the D-MAX and MU-X updates, helping IUA to better understand the unique needs of our Isuzu UTE family and Australians more broadly. Our customer is at the heart of everything we do, and their feedback is invaluable to our success. I would like to thank them all for their continued support.”
Walkinshaw’s collaboration with Volkswagen will continue, with confirmation that the second-gen, Walkinshaw-tuned Amarok has been given the green light.
Reports indicate that the vehicle is slated to launch in Australia in 2026, with testing to begin within the next few months. It is expected that the Walkinshaw Amarok will retain the stock Amarok’s powertrain, in either 184kW/600Nm V6 or 222kW/452Nm four-cylinder turbo-petrol guise – as seen in the top-spec Aventura.
Details are scarce at this stage, with only a shadowy render released at this stage (above). However, the teaser image does reveal a unique grille pattern, an LED light bar running between (and connecting) the headlights, a sailplane, wider wheel arches, and alloy wheels.
The upcoming variant will build on the success of the W580 – the last iteration of which was the W580X, an off-road-focused variant given a suspension lift and off-road tune courtesy of MTV twin-tube dampers front and rear. It was also strengthened with underbody protection and heavy duty rock sliders. The W580S was a road-oriented version wearing 20-inch alloys, and road-biased suspension.
The Walkinshaw-fettled W580 utilised a tuned 3.0-litre V6 turbo-diesel engine, producing 190kW and 580Nm and paired with an eight-speed automatic transmission. Other changes include the addition of twin-tube dampers and bold style tweaks including Walkinshaw insignia.
Air-intake snorkels for 4×4 vehicles have evolved considerably over the years but at the end of the day they are all designed to do the same job: to supply clean dry air to the intake of the engine in a way that is better than the OEM setup.
Some 4×4 specialist OEMs take off-road use in to consideration when designing the intakes on their vehicles, and many of them offer an intake snorkel as an accessory, but more often than not the OEM will call it a ‘raised air intake’ rather than a snorkel, and the inclusion of such a device does not raise or change the quoted safe wading depth of the vehicle.
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While fabricated metal intake snorkels have become more popular over recent years, traditional plastic snorkels have also evolved to supply more air to the engine, with the higher-quality brands using optimised plastics and flow-tested designs to ensure longevity of their products in harsh environments and the best airflow to the engine. And yes, even these evolved products just do the same old job of providing clean air to the engine’s airbox.
It was with much interest that we saw a different looking intake snorkel fitted to a LandCruiser at the 2024 Melbourne 4×4 Show. The snorkel was an early prototype of an all-new product from Scavenger Advanced Air Filtration and, while it appears to follow a familiar design at first look, there’s a lot more to it.
Built better
Scavenger came from a need to create a better way to get clean air into the engines of 4×4 vehicles, at a time when there was a lot of talk about ‘dusting’ in Toyota diesel engines and perceived problems with the OEM intake system.
Dusting is a term used to describe what happens when dust and grit gets past the air filter that is in the airbox, and then into the engine itself. Once this dust gets into the engine it can make its way into the cylinders and score the bores, which was a problem being found in affected engines.
Scavenger Advanced Air Filtration is a part of Western Australian company Work Air Technologies, a leader in the business of cabin filtration, particularly in mining vehicles. Scavenger started looking more closely at the problems occurring in diesel engines and the best way to remedy them.
Cabin filtration is of utmost importance for the health and safety of workers in the mining industry and Work Air Technologies is the leader in this space. The company uses Freudenburg filters for this important work and these are regarded as some of the best in the business.
The company’s testing of OEM intakes and airboxes showed that the problem of dusting was coming from deformation of the OEM panel filter element due to the pressure put on it when the engine was under load. This flex in the OE filter allowed dust to get around the edges of the panel, so the problem was not with the airbox itself as many had claimed.
Freudenburg’s solution was a replacement panel filter that is much more rigid than the OE part, and is one that doesn’t deform and allow anything to enter the engine that doesn’t pass through the filter itself.
The testing done by Work Air Technologies revealed that there was more that could be done to reduce the amount of contaminants that get through to the filter itself, and this led to the development of Scavenger Advanced Air Intake Systems, or put simply, Scavenger Snorkels.
Clean air
With standard and most aftermarket intake snorkels, the air coming down the snorkel body and hitting the filter panel is unfiltered and it can contain a lot of grit and contaminants.
The Scavenger Snorkel is claimed to remove up to 75 per cent of those contaminants – be they dust, grit or even water droplets – from the intake tract before they get a chance to hit the filter panel. It does this in a couple of ways.
The intake of the Scavenger Snorkel bolts to the A-pillar just like most other snorkels but the opening in the head faces across the windscreen where it draws pressure-fed air that has hit the screen.
Upon entering the Scavenger Snorkel, the air passes through a section of cyclonic pre-separators that remove the contaminants from the air charge. As the contaminants and air move down the body of the snorkel, the contaminants are siphoned off to the atmosphere so that they don’t reach the airbox or filter at all.
This siphoning-off occurs through a port with a hose that runs down to the OE fan shroud where contaminants are sucked out using the vacuum generated by the engine’s cooling fan. It seems simple but it took plenty of development and engineering to get right, and it allows Scavenger to make that claim regarding a 75 per cent reduction in dust and water droplets reaching the airbox.
Once the pre-filtered intake charge reaches the Freudenburg filter in the OE airbox, the filter itself has fewer contaminants to contain, which also reduces the amount of dust that builds up in and on the filter itself. The Freudenberg filter then purifies the air, ensuring that only the cleanest air reaches the engine for efficient and long-lasting performance.
The Scavenger Snorkel is manufactured in Australia using a UV stable, high-gloss polyethylene material that is made to withstand the climatic conditions of the Australian outback. Work Air Technologies supplies a limited lifetime warranty on Scavenger Snorkels. The intake face panel is aluminium and is available in a range of finishes to suit your vehicle. Also included with the kit are comprehensive fitting instructions, installation templates, required hoses and adapters, and quality hardware to complete the install.
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Extensive airflow and durability testing of the snorkel and filter were done in the development stage to ensure airflow is maintained and is in fact better than that delivered by the OE set up.
At present there are Scavenger Snorkels available to suit both the VDJ and GDJ 70 Series LandCruisers, the Toyota N80 HiLux and the 2022-on Ford Everest and Ranger models.
We chose to have our good friends at Marks 4WD do the installation on our VDJ79 LandCruiser. Marks is a distributor for Scavenger Snorkels and it took the guys there a good half day to remove the OE Toyota snorkel and complete the Scavenger installation.
Anyone who has driven a 70 Series with the factory raised air intake will know how much noise the intake creates, both induction and wind noise. Driving our Cruiser with the factory intake to Marks in the morning, and then out of there in the afternoon, was like chalk and cheese; both intake and wind noise were reduced significantly, making the cabin a much quieter place to travel in.
We hit the highway and got the Cruiser up to 100km/h and still there was almost no wind noise coming from the snorkel, resulting in a huge improvement in driving comfort.
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World’s best filter
The Scavenger Snorkel system features the highest efficiency filter on the market, designed to capture submicron particles that standard filters miss, thereby enhancing engine longevity.
Freudenberg filters are known for their superior quality, offering excellent flow, filtration efficiency and durability. Using advanced multi-layered media technology, these filters effectively capture a wide range of particles, from coarse dust to fine pollutants. The high-performance synthetic fibres with electrostatic surface charging optimise airflow while maximising particle retention. Head to freudenberg-filter.com.au for more information.
US President Donald Trump called it Liberation Day. The rest of the world took a deep breath and waited for Payback Day.
In a startling piece of captain’s-call legislature – the type of which had already characterised the second-term Trump administration, not even a full four months into its four-year term – Trump imposed tariffs on every one of its global trading partners, Australia included, of course.
The question now revolves around what it means to those of us who might otherwise be in a position to purchase a US-made car or accessories for it. Not to mention what it means to Aussie businesses selling their product into the US, where Australian-made off-road gear is highly regarded as among the best in the business.
So let’s stand back and take a critical look at what MIGHT happen next. Let’s start with what the hell is a tariff anyway.
In its simplest form, a tariff is a form of market protection (in this case, the USA market) that works by imposing what amounts to a tax on goods imported from another country. Effectively, they’re trade barriers that increase the price of an imported product in the country that imposed the tariff. Usually, that tariff-induced price increase is a percentage of the cost of that product.
So, a $100 (wholesale) Australian-made snorkel exported to the USA, will now carry a 25 per cent tariff which means the importer pays $100 for it plus another $25 to the government as the tariff amount. And that’s the bit a lot of people are getting wrong: It’s the importer, not the Australian exporter, who must pay the tariff to the US government. Of course, it’s not going to be that simple, right? Right.
Historically, tariffs have been used to give locally produced goods a price advantage (which fits with the Trump government’s narrative that the rest of the world has been cheating the USA for decades). But the World Trade Organization points out that tariffs also raise revenue for the government that imposes them. In many cases, this has meant that the tariff has been passed directly on to the end consumer, so it will be the American public ultimately paying for Liberation Day. Trump himself has admitted there could be some pain for his citizens as a result of the move.
But here’s where that ‘it’s not that simple’ stuff comes in. Even though the exporter does not pay the tariff, the consumer price hike at the other end of the supply chain usually means reduced demand for those products. And right there is the potential hit for Australian companies exporting to the USA.
The Liberation Day announcement handed out a blanket 10 per cent tariff to all America’s trading partners, as well as a higher ‘reciprocal’ tariff placed on countries which President Trump has deemed to have been a poorly behaved trade partner in the past. Hardest hit of those were Malaysia and Cambodia (49 per cent), Vietnam (46 per cent), and Sri Lanka (44 per cent). China copped a 34 per cent tariff (and has since `reciprocated’ with its own 34 per cent slug on US goods) and the European Union was slapped with a blanket 20 per cent tariff. Interestingly, Britain was handed the baseline 10 per cent impost.
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And Australia? We ‘escaped’ with the minimum 10 per cent tariff. But unlike some other tariff impositions in the past where certain product categories or industries have been targeted and others ignored, this time, it’s a blanket deal which means virtually every Australian export to the USA will attract the 10 per cent tax.
And the ones that don’t? Oh, they’ll be hit with a 25 per cent tariff and, unfortunately, many of the goods involved relate to the automotive industry. They include pretty much anything that contains steel or aluminium; chassis and drivetrain products; tyres and inner tubes; bodies and body parts including glass and mirrors, engines and components; and electrical systems including compressors.
Just think about how many Australian-engineered and made 4×4 accessories like ARB bull bars and compressors are sold to US-based off-roaders, and how many electronic ECU modules an industry leader like Haltech sends to US street machiners and hot-rodders, or how many sets of Harrop Engineering brakes are sold in the US each year in the high-performance aftermarket. They’re all now subject to that 25 per cent tariff and they all stand to suffer severe demand fall-off as the price to the US consumer spirals as a result.
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Ironically, the tariffs actually hit even the US-headquartered car companies including Ford and General Motors. At the moment, 80 per cent of Ford’s US-showroom models are made in the USA, but GM has plants in Mexico and Canada that supply many of the models and parts for those models sold in the USA. Chevy’s LS range of V8 engines, for instance, are made in Mexico. And those cars and parts, even though badged as Chevys, will be subject to the tariff. Some American-branded cars are very likely to be more expensive for Americans. How will Joe Average of Downtown Idaho feel about a price hike on his next Silverado on the basis that Donald Trump doesn’t like Mexicans?
Stellantis, owner of the Jeep and RAM brands (among others) has pointed out that American-owned brands build more than a million cars a year in Canada, using 50 per cent American parts and 55 per cent American raw materials. The inference being that to make these cars more expensive and, therefore, less attractive to US buyers is something of an own-goal, since US revenue from those raw materials and parts would fall in line with any slump in sales.
In fact, as I write this, word has just come through that Stellantis (owner of Jeep, Dodge and RAM – and others) will lay off 900 workers in the US and temporarily pause production at two plants in Mexico and Canada, quoting the new tariff as a direct cause. As many as 46 per cent of the vehicles sold new in the USA last year were imported.
We contacted the Australian importer of RAM Trucks, Ateco Group, but a spokesman would not comment on the moves, confirming only that ‘it’s too early to know’ what’s likely to happen.
And what of Aussie consumers? It’s no secret that the likes of the Ram 1500, Chevy Silverado and Ford F-150 have all enjoyed success here. Anybody who needs to tow anything heavy understands the value of these vehicles. But will the tariff on imported parts be used to force up prices? Will US domestic demand for them rise or fall, causing either a supply pinch or a glut at this end? Can local importers absorb any price hikes or will the Aussie consumer be paying for Liberation Day?
If you’re thinking about buying a US-made pick-up (or Jeep) here, perhaps you might be lucky and prices won’t move much if at all. Australian PM, Anthony Albanese, has already said that this country won’t be playing tit-for-tat and imposing our own tariffs on US-made goods, so the Aussie importers of such things won’t bear any additional cost. But that’s only on one level.
Because if demand for imported cars and trucks falls in the US, then that void might be filled by locally-made vehicles which, in turn, may mean we can’t receive the volumes of those US-made vehicles we currently do. Enter the laws of supply and demand. We’ve already recently seen during Covid what a global supply chain crisis can do to retail prices.
Could be that Liberation Day might, in terms of global trade, make Covid look like a runny nose.
This is just the beginning. In part two, we’ll unpack how Aussie brands – from 4×4 accessory makers to high-tech tuners – are planning to adapt to the new trade reality. And what it could mean for local jobs, pricing, and global reach.
Ineos has unveiled a bold offer to entice consumers to sign on the dotted line for an all-new Quartermaster double-cab ute or cab-chassis.
The “Love it or Leave it” offer essentially allows new owners the opportunity to return and refund their brand-new Quartermaster if it doesn’t meet their expectations. It’s a striking move, highlighting the brand’s confidence with its product – but also consumer hesitation when looking outside of the trusted brands.
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If the offer is activated, Ineos will repurchase the vehicle from customers within a six-month period, subject to vehicle condition and usage terms and conditions. More info HERE.
“As a scale-up brand we recognise that we’re combatting brand awareness and trust, to an almost David versus Goliath extent with engrained industry giants who have become a default choice, particularly in regional Australia,” said Justin Hocevar, Head of Region at INEOS Automotive Asia Pacific.
“Our ‘Love It or Leave It’ offer embodies not only our unwavering confidence in Quartermaster and the Grenadier vision, but it also demonstrates our steadfast commitment to building trust in our customers.
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“By their nature, 4×4 enthusiasts like to challenge the status quo, yet for too long they’ve clicked their heels without the opportunity to own a vehicle that is built exactly for their specialised 4X4 interests. The Quartermaster is that vehicle.
“So, before opting for the default, we’re daring Aussies to do their research and put the Quartermaster to the test – trust us by buying it, taking it, off-road adventuring with it, and loving it… and if they don’t, leave it.”
Like the Grenadier wagon, the Quartermaster is powered by the choice of BMW 3.0-litre turbo-charged inline six-cylinder petrol and diesel engines, both paired with an eight-speed ZF automatic transmission. The ute offers 264mm of ground clearance, 800mm of wading depth, payload capacities of 907kg (petrol) and 832kg (diesel), and optional front and rear diff locks. It also rides on the same heavy-duty five-link front and rear suspension as the Grenadier wagon.
JAC has officially taken the wraps off its electrified plug-in hybrid dual-cab ute, dubbed the JAC Hunter PHEV.
Revealed at the Melbourne Motor Show, the JAC Hunter is powered by an all-new 2.0-litre turbocharged petrol engine that is paired with dual electric motor combination, producing a mighty impressive 385kW and 1000Nm. The powertrain features a dedicated hybrid transmission and an energy recovery system..
For comparison’s sake, the hugely popular BYD Shark produces 321kW and 650Nm, and the Ford Ranger PHEV will muster 207kW and 697Nm when it lands locally.
JAC says the Hunter will go on sale in Australia in the first quarter of 2026, and pricing and detailed specifications will be revealed closer to its launch date.
However, JAC has revealed it is targeting an electric-only driving range of at least 100km, courtesy of what it calls a “state-of-the-art” lithium-iron phosphate battery pack. Plus, the Hunter will also get a vehicle-to-load system, which will, for example, enable tourers to charge appliances at a campsite.
The Hunter’s cabin is expected to mimic the T9 turbo-diesel, with a 10.4-inch touchscreen alongside a fully digital 10.25-inch instrument cluster. It will also get the full suite of advanced safety systems and driver assistance tech including autonomous emergency braking, adaptive cruise control with stop-and-go functionality, and a 360-degree camera system.
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“The global premiere of the JAC Hunter marks a pivotal moment in JAC Motors’ 61-year history of innovation,” said Ahmed Mahmoud, Managing Director of JAC Motors Australian importer, LTS Auto.
“Australian drivers demand vehicles that offer both capability and sustainability, and the JAC Hunter delivers this without compromise.”
“We are thrilled to host this Global Premiere for JAC Motors, and we are even more thrilled to confirm that the JAC Hunter will arrive in JAC dealerships across Australia in early 2026.”
The JAC T9 it is based on received a five-star ANCAP safety score in 2024. Plus, the T9’s suspension, ADAS, powertrain and cooling systems were all validated for Australian conditions.
The 2025 Foton Tunland V Series has debuted in Australia, with the all-new ute unveiled at the Melbourne Motor Show over the weekend.
The value-focused dual-cab ute is slated to arrive in Q3 2025, with the range consisting of two variants: the Tunland V7 and Tunland V9. Pricing is yet to be determined, but will be confirmed closer to the vehicle’s launch.
The base-spec V7 will be available in both 2WD and 4WD; while the top-spec V9 benefits from the addition of coil-spring rear suspension for increased on-road comfort. Both variants are powered by a 2.0-litre turbo-diesel engine that is paired with a 48v hybrid system.
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The 2023 Foton Tunland G7 (SWB) and Tunland V9 (LWB) sold in overseas markets are both powered by a 120kW 2-0-litre four-cylinder turbo-diesel engine, either mated to a six-speed manual or eight-speed automatic transmission. The V9 comes with a 48V mild-hybrid system.
Foton says this is a ground-up rebuild of the Tunland, which was last seen in Australian showrooms in 2019. The recent appointment of Inchcape as the brand’s new distributor announced the model’s imminent return.
“The new Tunland is where Foton shows its strength,” said Glen Cooper, General Manager of Foton Australia. “Foton have taken everything they know about building hard-working trucks and packed it into a ute that’s built for how Australians live, work and explore.
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“Backed by Inchcape’s customer-centricity and national distribution strength, Tunland is set to make a serious impact – bold, capable, and built to deliver.”
The Tunland will have a braked towing capacity of 3500kg and a BorgWarner electronic selectable 4WD system.
The Great Dividing Range, which extends 3500km along our eastern seaboard, is the fifth-longest continuous mountain range in the world. It has many diverse and unique pockets, plateaus, mountains and gorges, and running parallel to the coast, there are several spots where the mountains meet the sea. There are waterways on either side of the range, impressive swamp areas, vast plains and lowlands, all created from massive upheavals during the volcanic era around 270 million years ago.
One of my favourite parts of the Great Dividing Range is just 90-minutes-drive west of Coffs Harbour on the NSW north coast, which is known for its dramatic gorges, waterfalls and granite outcrops.
My starting point on this trip is the little hamlet of Ebor, surrounded by world heritage areas, several national parks, many walking trails and some of the best waterfalls you’ll ever see. While there’s not much in Ebor itself, it’s an essential stop when passing through to stretch the legs, and to catch a glimpse of Ebor Falls just a few minutes out of town.
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In and around Ebor
Ebor Falls is a twin-drop waterfall that flows north into the rugged Guy Fawkes NP and eventually into the Clarence River system 100km away.
Around the falls, the NSW National Parks and Wildlife Service has upgraded the viewing points, walking trails and amenities. Columns of basalt line part of the 115m-high waterfall cliffs that were formed during the volcanic push.
Nearby, Cathedral Rock NP offers great isolated camping and the adventurous can hike into the park and climb the massive granite tors from which there are stunning 360° views across the dry eucalyptus forests and other outcrops.
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The walk in is classed as a medium to hard track so make sure you’re prepared; the coldest recorded temperature here is -7°C. Round Mountain can be viewed from the top of the tors and with an elevation of 1586m it is the highest peak outside the Snowy Mountains. With an abundance of wildlife, threatened plant species and peaceful camping, Cathedral Rock NP is a special place to visit.
An hour’s drive away is Point Lookout in the New England NP and from here, on a good day, you can see the Pacific Ocean 60km away. Around the escarpment, there are plenty of walking tracks to keep you busy for days and from the main lookout the weathered-down rim of the extinct Ebor volcano can be spotted.
This section of the New England NP defines which way water runs into different catchment areas along the coast and inland. On a good day, there’s plenty of wildlife around including eastern grey kangaroos, possums, the quiet spotted-tail quoll, shy superb lyrebirds, cuckoos and kookaburras.
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On to Aberfoyle
After soaking up the natural attractions around Ebor, I headed 38km west to Aberfoyle, which is a locality named after a cattle station in the area that you pass through heading up along Nowlands Road.
Being a working station stock wanders beside and across the road, so take care. I soon came to Wards Mistake, supposedly named after bushranger Captain Thunderbolt (aka Fred Ward ) who roamed this section of the tablelands.
One of the stories is that Fred was shot by a trooper here, but upon inspecting the body back it was discovered to be Fred’s brother.
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Since it was explored by John Oxley in the 1880s, the New England area has always been renowned for its rich pastoral land. In 1889 gold was found here too, and Kookabookra was settled on the banks of the Sara River. Lasting only five years, there were more than 300 miners here searching for gold in the nearby Bear Hill mine and other smaller claims.
Today fossickers come to the area to search for gems such as topaz, quartz crystals and sapphires. In the boom period, Kookabookra had a hotel, butchery, post office and even a police station to control claim jumpers.
Sadly today there are no streets left, no buildings, not even a sign suggesting what was once here. The miners and shopkeepers just moved on to the next new mining area.
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Tracks less travelled
Much of the driving along this part of the New England area is on nice dirt roads, but there are a few rougher side tracks to explore. To the east is London Bridge State Forest where the tracks narrow down and head out to the top of the Guy Fawkes wilderness area.
The tracks aren’t too hard, but it’s a fun drive exploring on the way into Moggs Swamp. West of Kookabookra is Warra National Park, which covers 2040ha. It’s a small but beautiful park where you can camp down on ‘The Green’, take a walk down to the Sara River to swim in its cool waters, and simply soak up the park’s serenity.
Granite outcrops shadow the valleys of Warra and there are significant flora and fauna specimens that are protected in the park. Leaving Warra and the scenic tracks I headed further north and jumped onto Oakwood Trail. I’ve been out here before to explore and this time didn’t disappoint, with several deep creek crossings, and rutty and rocky hills.
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When you pass through farms you’ll need to leave the gates as you find them. Oakwood is only 20km long, but because it’s not a frequently driven track and is not maintained, it’s a good 4×4 diversion for a couple of hours. The track ends on Pretty Gully Road at Pinkett, which is a locality and a sports oval for day users.
Fertile pastoral properties soon give way to the busy town of Glen Innes, just 30km away. Known for its Celtic festivals, cool climate and for being part of the Fossickers Way, Glen Innes is also surrounded by world heritage national parks and lush rolling hills.
While there’s no hard four-wheel driving around this area, sometimes it’s nice to just sit back and explore a region’s little secrets so close to home.
Fast facts
Where to go
The New England area covers a huge 98,500 sq km across the Great Dividing Range of NSW. The Aberfoyle area is located on the eastern side between Armidale and Glen Innes with Ebor at the far eastern boundary. Ebor is a good 90-minute drive from the coastal rush of Coffs Harbour.
What to expect
Exploring this rich region with its diverse range of flora and fauna is just the start. From Ebor, there are the remnants of an ancient volcano, the stunning Ebor Falls and a cool beer at the Ebor pub.
For the adventurers on foot, just out of Ebor is Cathedral Rock, where you can scramble up some of the 270 million-year-old granite boulders. Nearby is Round Mountain which is the highest peak in the area at 1584m above sea level, and the highest this side of the Snowy Mountains.
The Aberfoyle Tableland Track follows ridge lines that are more than 1000m above sea level where you can explore fossicking grounds, camp in pristine areas and admire old-growth forests. If the season is right, wildflowers cover the paddocks.
Other info
The Aberfoyle Tableland Track consists of designated and signposted roads that pass through farms, state forests and include a side diversion to Warra NP. They are generally open most of the year.
The best time to visit is in spring or early summer. Winter in this area can be bitterly cold and it sometimes snows. You can contact the relevant authorities to check weather and track conditions, or call the Ebor pub on (02) 6775 9155.
Following a week of thorough on- and off-road testing, not a single vote could split the two Toyotas, with the 76 Series LandCruiser and Prado both claiming the 2025 4×4 of the Year title with a total score of 156 out of 200.
Our four experienced judges scored each of the vehicles against the proven 4×4 of the Year criteria, attributing each vehicle a score out of 50. We tallied the numbers, and here are the results 👇
We hear the haters bellowing already about the tied finish between two Toyota 4x4s, but there’s a reason they both did so well.
Toyota sells more 4x4s in the world than any manufacturer and it’s been doing it for 70 years. Over that time it has continued to develop and evolve its vehicles and create variants to suit the differing needs of different end-users.
“The Prado had the most comfortable, best laid-out and equipped cabin of all the vehicles tested, whether you were driving on the road or off it” – Matt Raudonikis
“[The 76 is] old school for sure, but still a relevant vehicle. The new driveline is a belter and probably shouldn’t be as good as it is” – Dave Morley
This is reflected in the two vehicles that share the 2025 4X4 Of The Year title: one a commercial vehicle that is utilitarian, built-for-purpose and no-frills; the other an almost all-new wagon with all the latest safety, comfort and convenience features… and even a nod to electrification for what that’s worth.
While the Prado’s strengths lie in its family-friendliness, versatility and all-round performance, the LandCruiser 70 shines for its unrivalled ruggedness, off-road capability, relatively low price and adaptability. And any LC70 variant is a blank canvas for the owner to accessorise to their own wants and requirements.
These two Toyotas are equally amazing and relevant 4x4s with differing focus points yet they are able to achieve similar results. They’re both made to do a similar job but each doing it a different way. The new 250 Series Prado uses all the latest tech for safety and creature comforts, but also for off-road ability making it a sublime family tourer.
The LandCruiser on the other hand, is old school and brutal in its delivery, and you just know it’s going to take on everything you can throw at it without raising a sweat.
