Planning and fitting a storage system is one of the biggest and best things you can do to your 4×4.

They’re great for a ute with a canopy, a wagon or, in my case, a Troopy that has nothing short of a cavernous interior. It can also be one of the most confusing things to plan, as well as being one of the most expensive, so it pays to take your time to make sure you get what you want and need.

There are a lot of vehicle-storage manufacturers out there but we went to the long-established RV Storage, based northwest of Melbourne in New Gisborne, but distributing Australia-wide. We’ve used RV Storage products in the past and know the company makes a first-class bit of kit that will last for many years and, in fact, we’ve had their gear in more than one rig, shifting it from vehicle to vehicle over the years.

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The range is comprehensive, from drawers to cargo barriers to cargo shelves and fridge slides… and a whole lot more, all designed and built to fit a wide range of 4×4 and commercial vehicles, right here in Australia.

The drawer range consists of a choice of Premium Steel, Premium Alloy or Ecolite models. We went for the light weight Premium Alloy with an Easy Access Combo-1, which is a one-drawer configuration. We chose the standard height drawer instead of their Trade height. There is a vast range of sizes but in the Troopy’s case the drawer measures 1300mm long, 970mm wide and 275mm deep.

We then added a fridge slide and a slim-line Pantry Drawer that fits in underneath the slide. There are a couple of side wings included in this set-up which add very useful storage areas over and around the wheel arches along the side of the fridge and drawer set-up.

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We topped this configuration off with a single alloy fridge enclosure which puts a shelf above the fridge as well as a bit of space around it for good airflow and cooling. On top of the fridge enclosure we mounted a Travel Buddy oven – great for pies and even cooking a small lamb roast!

Not content with that, we then added a cargo barrier behind the second row of seats to stop any loose items from flying around the cabin in the event of an accident. This barrier also allows us to pack more gear in the cargo area as we can stack it. We have also mounted a lithium battery to the cargo side of the barrier, as well as the electronic paraphernalia needed to keep it charged. The barrier is also home to a Camp Cover Seat Storage canvas bag setup in which we carry a comprehensive first aid kit.

For even more storage, and to make the most of the interior space of the Troopy, we also added a Top Shelf unit. From the underside of that shelf, and quickly and easily accessed via the lift up gullwing windows from Mission 4X4, is a 600W Projecta inverter, which we are planning to replace with a bigger unit so we can drive a few more power-hungry machines. The storage system and the wiring for the battery and associated electronic equipment was fitted by the crew at Outback 4WD in Bayswater.

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We’ve now had this storage system in the Troopy for 12 months and have used it on a few long expedition trips following Leichhardt and along the Canning Stock Route, as well as a few week-long forays into the Victorian High Country.

It took a bit of experimentation to make the best use of the space behind the fridge unit; small items carried there would often fall down blocking operation of the fridge slide. In the end I found a toolbox from Bunnings that fitted in there perfectly and in which I store spare parts, while also carrying a spare air filter element behind the fridge itself, making the most of that space with items I only occasionally need to access.

The fridge enclosure flexes a little, and while some bracing would stop that, it would also limit the size of the fridge that would fit in there; as it is, my 80-litre ARB unit just squeezes in. I have positioned a couple of bits of small soft foam along the edge of the fridge to stop the enclosure flexing or vibrating, and that works fine.

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In all, the storage system has added a heap of usable storage space that I still haven’t managed to completely fill up. The fridge slide is quick and easy to use and locks into place to ensure it doesn’t slide out when travelling, even over the roughest roads. The drawer not only holds a heap of gear but also locks firmly into place, and it slides in and out smoothly on its many roller bearings.

The two side boxes along each side of the walls of the Troopy are ideal for carrying tools and spare parts, while the open storage space that remains outside the fridge enclosure and above the false floor is substantial, and is ideal for carrying a swag, clothes bag and other bulky gear.

While a costly undertaking, fitting a good, high-quality storage system makes for trouble free travelling and easy access to everyday items, whether that is cooking gear, tools or whatever your heart desires, as well as giving quick access to the fridge… and this gear is covered by a lifetime warranty.

I really don’t think I could handle travelling without this storage system – it is a beauty!

Pricing

• RRP: $5200 (for this setup, but price depends on what setup you want)

The big news in 2024 for fans of Toyota’s legendary 70 Series range of workhorses was that the fanboy favourite 1VD-FTV V8 diesel engine was being axed.

In its place we now have the 1GD-FTV 2.8-litre four-cylinder diesel engine. And making things worse, the manual gearbox was being replaced with an automatic! For many fans the sky was falling as the V8 was a great engine and, to them, there was no way that an engine with half the cylinders could take its place, despite the fact that the smaller donk produced more torque in showroom stock trim.

Initially available with just a six-speed automatic transmission, our drives of the four-cylinder 70s proved them to be better performers than the manual V8 but, as always, there’s more to driving a V8 than just the output.

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Jump forward to 2025 and the last remaining LC70 V8s are rolling out of Toyota showrooms… but the stick-shifter has made a comeback with a new five-speed manual gearbox now offered behind the 2.8 engine alongside the automatic option.

Personally, I like manual gearboxes, especially in a Toyota workhorse. The manual has always been the go-to transmission for the 70s over 40 years of the model’s evolution and as good as the auto is for most driving situations, I still like doing things the old way; I enjoy being able to climb into the cab, depress the clutch, put the key in the ignition barrel and turn it to fire the engine up, select a gear, release the clutch and off I go.

The 70 Series is one of the few new vehicles remaining that offer such simple pleasures.

We were keen to try out the new 2.8/manual combination so got our mitts on this LC76 GXL with less than 50km on the clock as soon as we could. The 2.8/manual is available in all 70 Series body styles including the 76, 78 and 79 models.

JUMP AHEAD

• Gearbox and powertrain
• Interior
• Driving performance
• Safety
• Verdict
• Specs
• Pricing

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Gearbox and powertrain

The five-speed manual gearbox is not the same unit used behind the V8 engine; this is the H153F gearbox while the V8 used the H152.

This new gearbox has been optimised to make the most of the 2.8L engine’s higher torque output with shorter first, second and third gears to aid off-the-mark acceleration, and a longer fifth gear to help improve fuel economy and provide more relaxed cruising at highway speeds.

The H132F’s ratios are 4773:1 in first, 2.597:1 in second, 1.570:1 in third, 1.000:1 in fourth and 0.775:1 in overdrive fifth. The final drive ratio is 4.100:1.

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The revised ratios do what they are designed to do, giving the 76 plenty of pep off the mark and through the gears, and relatively relaxed touring revs.

However, it can’t match the performance of the same engine with the six-speed auto which has a 4.300 final drive ratio that provides zippier off-the-mark performance as well as double overdrives with a 3.732:1 top gear allowing the engine to run at lower revs on the highway.

The manual 76 clicks over a smidgen above 2000rpm at 100km/h on the highway in top gear, and leaves the driver looking for another cog. A sixth gear would be nice but it’s not a deal breaker. Shifting is smooth and simple and the clutch action is light and easy to cope with in stop-start city traffic.

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The 1GD engine loses 50Nm in its adaptation to the manual gearbox and it is tuned to make its peak torque at higher revs than it does when mated to the auto, but you don’t feel the loss when driving the unladen wagon.

In terms of performance, the GDJ 76 would smoke our VDJ 79 to 100km/h although, in its defence, our 79 is running on performance-robbing taller-than-stock tyres. Put bigger tyres on the 76 and you’d get the same result of reduced acceleration.

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Interior

The 76 Series is a relatively compact 4×4 wagon if you were to compare it to an LC300, Y62 Patrol or even the new Prado.

In fact, the five-door wagon body is essentially the same one that debuted on the original Toyota Prado more than 30 years ago but was never officially sold in Australia until 2007. It’s narrow and tall with plenty of room for four passengers, and will accommodate five at a squeeze. It’s also short, making it easy to park in city locations.

The rear cargo space is as boxy as the Cruiser’s exterior making it functional and usable. The rear seats fold forward to increase the capacity if they are not needed. There are four tie-down points in the back but nothing so fancy as a 12v power outlet.

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Luxury items, if you could call them that, are limited to cloth seats, a rear-view camera, power windows, power mirrors and cruise control, as the test vehicle is a GXL model.

The basic sound system gets four speakers and Bluetooth connection but there’s no Apple CarPlay or Android Auto connection, and no sat-nav. The screen image is poor and couldn’t cope with modern mapping, the image from the rear camera is average.

Storage in the front part of the cabin is woeful with two small cup holders not big enough for a decent-sized water bottle, a shallow and small console bin and narrow door pockets, again unable to take a water bottle.

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Driving performance

Like all the 70 Series models, think of the 76 as a blank canvas on which to create your ideal touring vehicle with plenty of aftermarket inclusions.

As a GXL it also gets front and rear locking differentials which should be more important to 70 Series owners as this latest version of the model retains its rugged off-road capability. It’s built tough for all your adventures and the model is heavily supported by the aftermarket for all your off-road mods.

The engine delivers plenty of torque for climbing in high or low range and having the ability to hold the low gears with a manual is great for steep descents. Pick a gear and the Cruiser will crawl and climb just about anywhere.

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The coil front and leaf rear live axles are relatively stiff in terms of articulation and the rear end in particular easily picks up a wheel and makes you use the rear diff lock to maintain progress. The car does have electronic traction control but this is disabled as soon as you select low range, so those factory lockers become very important when off road.

Safety equipment

Safety-wise the LC70 range remains an antiquity and many buyers of this style of vehicle will appreciate this lack of fussy driver intervention. Aside from the usual things like seat belts, front airbags, ABS and ETC, the only thing that will bug the driver is a lane-departure warning beep.

Also appreciated is that the cruise control is old school, with no intervention and operated by an easy-to-operate stalk instead of buttons.

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Verdict

A big plus for the manual gearbox is that it comes in $2K cheaper than the automatic where both transmissions are offered in the 70 Series line-up.

It’s great that Toyota has seen fit to offer 70 Series buyers the choice of manual and automatic transmissions and has not forced us into autos as is happening everywhere else in the car industry. Both gearbox options work very well with the 2.8 engine in the 76 and the choice will really come down to personal preference.

Those who tow and fleet buyers will likely go for the auto for ease of use, but for traditional 70 Series drivers like myself, the return of the stick shift is a much appreciated option.

Specs

Pricing

The BYD Shark 6 has earned a five-star ANCAP safety rating.

The PHEV – which launched in 2024 at a compelling price of $57,900 – 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.

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 👇

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The Shark received a score of 34.37 out of 40 in the Adult Occupant Protection test; 43 out of 49 for the Child Occupant Protection test; 47.14 out of 63 in the Vulnerable Road User Protection test; and 15.59 out of 18 in the Safety Assist test.

“With five of BYD’s current local models having now earned top ANCAP safety ratings, it’s evident that new manufacturers are prioritising safety as they enter the market to align with consumer demands,” said ANCAP CEO Carla Hoorweg.

“Following the recently rated GWM Cannon Alpha hybrid ute, we expect to see an increase in electrified options in the utility space. And so far, they’re meeting the mark.

“For fleets looking to electrify their light commercial ute range, the SHARK 6 presents a new five-star plug-in hybrid option,” Hoorweg added.

However, the testing did reveal a safety concern. Due to the vehicle’s size, weight and front-end design, ANCAP says the Shark “poses a higher risk to occupants of oncoming vehicles”. It was penalised accordingly. Click HERE for the full ANCAP safety report.

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The Shark quickly gained popularity in Australia, with around 4000 orders placed within a month of its pricing announcement at the end of 2024.

Powered by BYD’s DM-O technology, the Shark 6 combines a 1.5-litre turbocharged petrol engine with dual electric motors, accelerating from 0-100 km/h in 5.7 seconds. It also features a 29.58kWh Blade Battery, providing 100km of pure electric range and a total range of 800km. However, its towing capacity of 2500kg falls short of the 3500kg industry standard, which could impact its long-term appeal.

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Inside, the Shark 6 offers premium features, including a leather-wrapped steering wheel, 10.25-inch LCD screen, wireless Apple CarPlay and Android Auto, a 15.6-inch rotating screen, and heated/ventilated front seats with power adjustments.

In collaboration with Ironman 4×4, BYD also offers a range of Australian-designed aftermarket accessories for the Shark 6, such as bull bars, roof racks, and tonneau covers. These accessories can be added at the time of purchase and are backed by BYD’s six-year, 150,000km warranty.

2025 BYD Shark specs

Isuzu UTE Australia has revised its MU-X model line-up for 2025, with the Japanese marque adding a new flagship X-Terrain variant atop the model hierarchy, as well as refreshing the style and updating tech across the now four-model line-up.

These changes have resulted in a price increase across the 4×4 range, with the entry-level LS-M now asking for $54,400 (up from $53,400), and the top-spec X-Terrain priced at $74,400 (up from the previous top-spec price of $70,990 for the MY24 LS-T. Against its biggest seven-seat rival, the Ford Everest, these changes are rather insignificant, as the Everest still costs considerably more, spec-for-spec. Comparatively, the Everest 4×4 is priced at $59,240 for the base-spec Ambiente, and $81,200 for the top-spec Platinum.

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*MY2024 prices based on February 2025 pricing guide

Headlining the changes to the local line-up is the addition of the new X-Terrain flagship variant that is the highest-spec MU-X ever seen in local showrooms. Defining the X-Terrain from the rest of the range is the fitment of gloss black 20-inch alloy wheels inside 65/50R20 Bridgestone 684II HT tyres; updated interior upholstery, dashboard and door trims; red LED ambient lighting; a bespoke gloss black front grille with updated LED fog lights; a lower body side skirt; underbody spoiler at the rear, and X-Terrain badging. See below for a FULL LIST of what’s new for each variant! 👇

JUMP AHEAD

• Powertrain and performance
• Off-road
• Exterior
• Interior
• Safety
• Verdict
• What’s new
• Specs

Powertrain and performance

For now at least, the MU-X will continue to be powered by the choice of either a 110kW/350Nm 1.9-litre turbo-diesel or the 140kW/450Nm 3.0-litre turbo-diesel – both running through a six-speed automatic transmission. However, multiple powertrain alternatives are currently under study at Isuzu HQ for future product, so this could be one of the last iterations of the venerable 4JJ3.

In its attempt to combat tightening NVES regulations in the coming years, IUA has admitted it is currently considering a number of powertrain options already seen in other parts of the world – a 2.2-litre turbo-diesel and 1.9-litre hybrid in Thailand, and an all-electric D-MAX in Norway – but the brand is steadfast in its vision that it will only bring options that are suited to Australian conditions and consumers.

For now, though, the 4JJ3 continues to be resolute in its performance. Heralded for being tough and reliable, the 3.0-litre powertrain gets on with the job with minimal fuss. Seriously capable when the going gets tough off-road – especially when combined with the part-time 4×4 system, rear diff lock, and Rough Terrain mode – the engine is equally nimble on the highway. It’ll sit at 100km/h at around 1500rpm and effortlessly whittle away the miles.

Still, the six-speed automatic isn’t the smoothest shifting transmission on the 4×4 market – the 10-speeder mated to the Everest’s bi-turbo is far more slick – and some throttle lag remains when pushing the accelerator pedal into the footwell when overtaking.

Fuel consumption is listed at 8.3L/100km, and previous testing of this engine – when combining on- and off-road driving – puts it more realistically at around 11.0L. With an 80-litre fuel tank, that should, in theory, still allow for plenty of kilometres between fuel stops.

For MY25, Isuzu has also revised the MU-X’s suspension across the range, with all models benefitting from retuned dampers with 6.6-per-cent larger diameter pistons – the internal diameter is up from 30mm to 32mm. Without driving back-to-back with the previous model, it was hard to discern whether this has had a noticeable effect on performance. No doubt it has. We’re told there’s potential for even more improvement should IUA consider another collaboration with Walkinshaw for an MU-X Blade. But that’s a wait and see.

Also updated for 2025 is the Lane Keep Assist function which has been refined to actively maintain the vehicle’s position in the centre of the lane, “rather than reacting to the outer lane markings”. When activated, we found the MU-X would often ping-pong between lines in its attempt to pin-point its positioning, creating a sense of anxiety when vehicles were positioned either side of the vehicle. Once settled and on dead-straight roads, though, the vehicle would remain in the centre of the lane. We’d be using this function fleetingly, if at all.

Overall, though, you’ll no doubt be glad to hear, the vehicle’s driver-monitoring systems aren’t overbearing and are scaled appropriately.

Off-road performance

Where the MU-X makes up for some of its shortcomings on bitumen is its versatility to transition from tarmac to dirt with ease.

To IUA’s credit – we were running highway terrain tyres on 20–inch wheels (X-Terrain) – they took the convoy of journos to a seriously difficult off-road track within the Black Duck Valley 4×4 park in Brisbane, where we were able to properly sample the MU-X’s off-road potential with the rear diff locked and Rough Terrain mode engaged.

Rough Terrain Mode was first implemented when this-generation MU-X debuted late in 2021, and the traction control system has now been refined to work across a broader range of surfaces. In theory, activating RTM in combination with a locked rear differential should make the MU-X an extremely proficient off-roader … and it does. The convoy of vehicles walked up the track which no showroom-stock vehicle should dare tread.

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Isuzu also refined the existing Tyre Pressure Monitoring System, to be a more user-friendly experience by displaying real-time pressures and temperatures on both the 7.0-inch MID and 9.0-inch infotainment screens. As a result, only the base-spec LS-M misses out on this feature.

Another handy addition for any rock-crawling fun is the underfloor view – ala, Land Rover Defender – provided by the new 360-degree surround view monitor (LS-T and X-Terrain only). It’s a clever piece of technology that makes it easier to clear big rocks and the like when off-road.

Off-road specs

Exterior

The seven-seater is more aggressive in its styling, with sharper lines, chiselled angles, redesigned bi-LED headlights, and a refreshed grille noticeable at the front of the vehicle. At the rear, the cleaner design is emphasised by the inclusion of wider tail-lights tied together by a full-width trim piece. The base-spec LS-M is the only variant not equipped with a hands-free electric tailgate.

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The LS-M also carries over the same 17-inch alloys from the MY24 model, but the rest of the line-up has been equipped with refreshed wheel and tyre combos. The LS-U now wears 18-inch alloys with a 12-spoke design; and both the LS-T and X-Terrain get 20-inch alloys, the latter dialled up a notch courtesy of the as-mentioned gloss black finish and more aggressive angles.

Interior

The improved interior benefits from changes to the seats, which are now covered in a high-grade cloth (LS-M and LS-U models) and perforated leather (LS-T and X-Terrain). The X-Terrain distinguishes itself courtesy of red stitching throughout. At the launch, we spent the lion’s share of our time in the X-Terrain, with these seats remaining comfortable and supportive on long drives.

Also of note is that Isuzu has replaced the chrome trimmings on the dash and steering wheel with a satin/gloss black finish. This is positive, not solely for the aesthetic change – and that it now limits pesky fingerprint markings – but the chrome used previously had a knack for reflecting sunlight directly into one’s eyeballs.

Technology has also been updated for 2025, with the LS-M getting the same 4.2-inch MID as per the revised D-MAX. Meanwhile, LS-U, LS-T and X-Terrain models are now equipped with the bigger 7.0-inch MID which adds extra features such as navigation and tyre pressure monitoring prompts.

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The infotainment system – 8.0-inch for LS-M and 9.0-inch for LS-U, LS-T and X-Terrain – features wired and wireless Apple CarPlay and Android Auto, and from our brief experience does seem to respond a bit more briskly than the previous iteration. Tuning and volume dials have also been redesigned and neatly integrated below the infotainment screen, making it easy to control those functions when on- and off-road. Isuzu has opted to include only USB-C ports in the centre console – “everyone only uses USB-C now”, is their reasoning – so you’ll have to run a cable up to the rear-vision mirror if you want to connect to a USB-A port – just like I had to with my outdated tech.

With the third row of seats lowered, the MU-X has an ample 1119 litres of storage space available, making it an ideal choice for families who tend to chase remote campsites – put in a set of drawers, a fridge, and a roof rack up top, and voila. Things do get a bit restricted with the third row of pews upright – you’re left with just 311 litres of space – but it’s still enough to store a few packs for a weekend away. With the second and third rows both flat, there’s an impressive 2138 litres of space.

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Head, shoulder and leg room for the driver and front passenger is liberal – 1020mm, 1460mm and 1075mm respectively. Plenty of leg room remains for the middle tier, at 915mm; with the third row limited to 850mm of leg room, which is rather tight for most adults but bearable for kids on longer trips.

Isuzu has installed up to 12 (yep, 12) bottle and cup holders, as well as plenty of storage bins and pockets, so there’s no shortage of space to store maps, drink bottles, iPads, and – if you’re my family – countless wrappers, banana skins and used coffee cups.

Safety

Already stamped with a five-star ANCAP safety rating back in 2022, the MU-X has advanced its suite of safety repertoire by adding a range of new features including a new Gen4 stereo camera, Intelligent Adaptive Cruise Control, Traffic Jam Assist, updated Lane Keep Assist, Rear Cross Traffic Brake, a Welcome Headlight, a Digital Reversing Camera, and the as-mentioned new 360-degree surround view monitor (LS-T and X-Terrain only).

2025 Isuzu MU-X safety features

• 8 airbags – dual front, dual seat side, dual full-length curtain, front knee and centre (far-side)
• Autonomous Emergency Braking with Turn Assist (AEB)
• Forward Collision Warning (FCW)
• Adaptive Cruise Control (ACC) – updated
• Intelligent Speed Limiter (ISL)
• Manual Speed Limiter
• Mis-acceleration Mitigation (MAM)
• Driver Attention Assist
• Traffic Sign Recognition (TSR)
• Lane Departure Warning (LDW)
• Lane Departure Prevention (LDP)
• Lane Keep Assist (LKA) – updated
• Emergency Lane Keeping (ELK)
• Blind Spot Monitoring (BSM)
• Rear Cross Traffic Alert (RCTA)
• Trailer Sway Control (TSC)
• Rear Park Assist Sensors
• Tyre Pressure Monitoring System (TPMS)- updated
• Gen4 Stereo Camera – new
• Intelligent Adaptive Cruise Control (IACC) – new
• Rear Cross Traffic Brake (RCTB) new
• Welcome Headlight – new
• Digital Reversing Camera – new
• 360° Surround View Monitor (SVM) – new
• Traffic Jam Assist – new

Verdict

While it’s inevitable and ultimately a good thing, the incoming NVES regulations could spell the end of Isuzu’s venerable 4JJ3. So if you want the reliability of the trusty 3.0-litre powerplant, now’s the time to sign on the dotted line for one. The 1.9-litre is no slouch by any means, but we’d be opting for the bigger-displacement engine if it was our own hard-earned.

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The MU-X’s on-road concerns – noticeable NVH, imperfect six-speed transmission, and inconsistent lane keeping assist – can easily be overlooked for its prowess in essentially all other areas. It is stacked with safety tech, it has voluminous storage capacity, can comfortably transport large families to all corners of the map, can deviate down difficult 4×4 trails, and has plenty of potential for aftermarket modification. Plus, it remains well-priced.

It should definitely be right at the top of your list if a 4×4-capable seven-seat wagon is on your wish list.

Here’s a full list of features new or updated for the MY2025 MU-X 👇

LS-M (what’s new or updated only)

• Intelligent Adaptive Cruise Control
• Lane Keeping Assist
• Rear Cross Traffic Brake
• Welcome headlight
• Digital reversing camera
• Revised Rough Terrain mode
• Updated polyurethane-wrapped steering wheel
• Updated high-grade cloth trim seven-seat upholstery
• Updated interior dashboard in matte black
• Updated 4.2-inch Multi-Information Display
• New 8.0-inch touchscreen infotainment display
• 3x 3.0-Amp USB-C ports
• 1x 2.1-Amp USB-A port for aftermarket dash camera
• Updated automatic bi-LED headlights
• Updated double horizontal bar grille
• Updated front bumper and bonnet
• Updated rear bumper and tailgate
• Updated badges
• Updated LED rear combination lights

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LS-U adds (what’s new or updated only)

• Updated premium leather steering wheel
• Updated interior dash and door trims
• 7.0-inch Multi-Information Display
• 9.0-inch infotainment touchscreen
• 4x 3.0-Amp USB-C ports
• 18-inch alloy wheels
• 265/60R18 Bridgestone 684II HT tyres
• Updated TPMS
• Updated grille and front bumper
• Updated rear bumper
• Updated LED fog lights with black fog light bezels

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LS-T adds (what’s new or updated only)

• 360-degree Surround View Monitor
• 20-inch alloy wheels
• 265/50R20 Bridgestone 684II HT tyres
• Updated leather-accented upholstery
• Black headlining trim
• LED ambient interior lighting (white)
• Updated grille and front bumper
• Updated rear bumper
• Aluminium sidesteps finished in gloss black
• Roof rails finished in gloss black
• Front fender accents finished in gloss black
• Power-folding and heated door mirrors with side cameras (gloss black)
• Door handles finished in gloss black
• Window trims finished in gloss black

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X-Terrain adds (what’s new or updated only)

• 20-inch gloss black alloy wheels
• 265/50R20 Bridgestone 684II HT tyres
• Updated leather-accented upholstery with red and grey stitching/leatherette
• Updated interior dashboard (piano black and silver metallic)
• Updated door trims (piano black)
• Ambient interior lighting (red)
• 7.0-inch MID with red fonts, graphics and black instrument shroud
• Updated grille (gloss black with front camera)
• Updated LED fog lights (black fog light bezels and gloss black surrounds)
• Fender flares (gloss black)
• Lower body side skirt
• Lower rear underbody spoiler
• X-Terrain badging

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Specs: MY25 Isuzu MU-X X-Terrain

Great Wall Motors (GWM) has given its popular Cannon ute a significant midlife update, paying particular attention to items that have previously attracted negative media and introducing a new, more powerful engine to the range.

GWM has dropped the ‘Ute’ nomenclature, figuring that most Australian buyers could tell what it is after looking at it, and the 2025 Cannon line-up now comprises four variants all priced at less than $50k +ORC, starting with the Lux at $40,490 and topping out with the XSR at $49,990.

GWM has hinted that a Premium Cannon model will be coming as well but powered by the older 2.0-litre engine; exact timing on that model is yet to be confirmed.

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JUMP AHEAD

• Powertrain
• Cannon Lux
• Cannon Ultra
• Cannon Vanta
• Cannon XSR
• On-road performance
• Off-road performance
• Verdict
• Pricing
• Specs

Powertrain

All other 2025 Cannon variants receive the new 2.4-litre diesel engine that makes a claimed 135kW and 480Nm.

This isn’t class-leading but is ahead of many well-established nameplates in the midsize ute segment. The engine also promises improved fuel consumption with a combined cycle figure of 8.4L/100km versus the 9.4L/100km for the old mill.

The engine is backed by a nine-speed automatic transmission and an on-demand, dual range 4×4 transfer case in all but the new XSR model, which retains part time 4×4. A locking rear differential is standard in all grades while the XSR adds a front locker as well, making it the most off-road suitable model in the line-up. This engine and transmission combination has been taken from the bigger Cannon Alpha model utes.

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Cannon Lux

The entry level Cannon Lux (GWM calls it a mid-spec even though there’s no model below it yet) comes with faux leather seats and steering wheel, six-way manually adjustable driver’s seat and four-way adjustment for the passenger (no seat height adjustment), single zone climate control and a 60/40 split folding rear pew.

Safety-wise, a tyre pressure monitoring system heads up the kit along with seven airbags, rear parking sensors and camera, blind spot monitor, collision mitigation (ESC, AEB, LKA, LDW, LCK, ELK, LCA), AEB junction assist, front collision warning incorporating pedestrian and cyclist detection, door open/vehicle approach warning, rear collision warning, rear cross traffic alert with braking, and a driver monitoring system.

All Cannons now come with a new 12.3-inch high-resolution multimedia screen that includes phone mirroring apps and DAB. This new screen is placed up high in the dash and resolves most of the things that were so annoying in the previous system, however it has moved all the switchgear into the screen where you have to find functions under menus. There are no simple buttons or dials on the dash for often used functions like audio volume and cabin temperature adjustment.

It’s a stylish and well laid out dash but it still lacks functionality for simple features. The driver also gets a seven-inch information screen in the digital gauge binnacle.

Cannon Ultra

Stepping up to the Ultra grade over the Lux gets the buyer leather-accented seats that are heated and ventilated up front with six-way power adjustment for the driver and four-way for the front seat passenger, a heated leather steering wheel, ambient cabin lighting, 18-inch alloy wheels, power sunroof, front parking sensors, a 360° camera, rear privacy glass and a fold-out step in the tailgate.

The step is a neat addition that mimics the one found in the Ford F-150 tailgate, however it doesn’t have the handle that the Ford has meaning there’s no important third point of contact when climbing or descending the step.

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Cannon Vanta

Next step up the model range is the Vanta, which is essentially a styling pack giving black 18-inch alloys, sports bar, side steps, black grille, door handles and exterior mirrors.

Cannon XSR

The XSR adds the aforementioned front locking differential and part-time 4×4 system, terrain response with multiple drive modes, a raised air intake, metal side steps, body-coloured external mirrors and door handles, and a model-specific radiator grille.

The XRS’s raised air intake gives it a quoted wading depth of 700mm while the other models are all limited to just 500mm on water crossings. More interesting is that the XSR loses some key safety tech including emergency lane keeping, smart dodge, door open/vehicle warning, rear collision warning, blind spot detection, lane change assist and rear cross traffic alert.

GWM says that these features are not available on the XSR due to the hardware design but we reckon many drivers would be happy to live without them. The only feature you might miss is rear cross traffic alert, while things like the annoying lane keeping assist you’d be pleased to be rid of.

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On-road performance

As in previous Cannon and other GWM vehicles, some of its ADAS functions are overbearing and annoying and the lane keeping on the 2025 Cannon was a constant frustration on our test drive over sealed country roads. These systems can be disabled via the menus in the multimedia screen but they default to on every time the car is restarted.

Frustrating ADAS features aside, the 2025 Cannon represents a huge step up from the previous model. The new 2.4 engine not only delivers more grunt but it does so in a much smoother and more refined manner than the laggy 2.0-litre engine it replaces. It matches well with the nine-speed transmission and the addition of shift paddles for the driver are most welcome for give and take driving conditions like the backroads we sampled the test vehicle on.

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The ride and handling of the 2025 Cannon is another step up from the old model but there’s still room for improvement. The steering lacks feel and the ride can be a bit harsh over rough roads; but the test vehicles were unladen and I reckon 500kg in the tray would help things out. The EPS (Electronic Power Steering) does have multiple settings for steering feel but they didn’t seem to make a lot of difference on this drive.

Speaking of kilos, the Cannon’s towing capacity has stepped up from 3200kg to the industry standard 3500kg, while payloads are up to 995kg in all models bar the XSR which is limited to 875kg due to its extra standard equipment.

The 2025 Cannon is slightly bigger than the old model but it’s only in the bumpers and body cladding. The wheelbase, wheel track and interior dimensions remain the same and there’s nothing wrong with that.

Off-road performance

The off-road section of our test drive was over a set course that only required high-range even though it had a couple of short, steep climbs.

What the course did demonstrate very well is the capability of the on-demand 4×4 system combined with the ETC, which made climbing over the obstacles easy without needing to change anything from the normal road driving settings.

Our drive was only in the Lux model as there was no XSR there for us to sample but, having driven the GWM Tank with its similar inclusion of front and rear locking diffs, we reckon it could be a weapon off road.

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Verdict

XSR aside, the improvements in the powertrain and the interior styling represent a huge step up in terms of performance and the look and feel inside the vehicle.

It’s not perfect, but what vehicle is? And when you consider the price of the Lux model we drove, it represents a lot of ute for the money. Add in GWM’s seven-year, unlimited-kilometre warranty and five-year capped price servicing and roadside assistance, and the Cannon package looks even better; a clear indication of the rapid development that GWM is putting into its vehicles.

Pricing

GWM Cannon Lux: Specifications

A chopped FJ Cruiser transformed into the world’s coolest farm truck headlines another HUGE issue of 4X4 Australia magazine.

A showcase vehicle for Tinman Fabrications – a business specialising in chopping 4×4 wagons – this FJ was chopped, stretched (300mm was added between the axles) and loaded with quality aftermarket equipment, making it equally capable of work duties during the week and towing duties on weekends.

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Work on the 4X4 Australia 79 Series LandCruiser build continues to roll on at full throttle. This month, we’ve mounted an NSV Integrated Smart Air Compressor beneath the front passenger seat – it comes with an easy-to-read digital control panel, which we’ve mounted on the dash. The system is compact and convenient, but how does it perform dropping the pressures on a set of Maxxis RAZR muddies? You’ll have to read the mag to find out.

In the lead-up to the 2025 Easter holidays – April 19 to April 21 – we’ve compiled a selection of the best Easter escapes for 4×4 enthusiasts planning to get away over the break. We’ve been careful to only include destinations around the country that aren’t too far from capital cities, so you can maximise your time over the four-day break.

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In addition, Glenn Marshall has drawn on his many years of experience travelling the country, to ensure you pack all of the essential gear for your Easter escape. From lighting and cooking equipment to navigation and recovery kit, this Easter guide is required reading.

Also on the travel front this month, we point our bull bars toward the Vic High Country, the western Flinders Ranges, and WA’s famous Pilbara.

Plus, we wrangled some time behind the wheel of the revised BT-50 and a 2.8L four-cylinder LC76 GXL fitted with a new five-speed manual transmission. Yep, the manual cog-swapper has made a comeback in the 76 wagon! Traditional Toyota fans rejoice.

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What else is there?

• Altiq Rogue LEDs tested
• RockArmor LED light stand reviewed
• Glenn’s D-MAX gets the Jungle 4×4 treatment
• Readers’ Rigs
• New products, news and more!

The March 2025 issue of 4X4 Australia magazine is out now!

LDV has revised its T60 ute for 2025, loading it with more safety technology and increasing its towing capacity from 3000kg up to the industry standard of 3500kg.

The Chinese marque has also streamlined its 2025 line-up by deleting manual models, axing the MAX Luxe variant and installing the MAX Plus as a permanent fixture, making it easier to delineate between models. As a result, the 2025 LDV T60 line-up now consists of only three models: the MAX Pro ($45,253 drive-away); the MAX Plus ($52,095 drive-away); and the MAX Plus Mega Tub ($53,674 drive-away).

These prices represent a slight rise for the updated range. MY24 prices were $43,148 (MAX Pro); $50,516 (Max Plus); and $52,095 (Max Plus Mega Tub) – hikes of $2105, $1579 and $1579 respectively.

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“The ute market is highly competitive in Australia and we remain committed to offering customers a range of vehicles at the value end of the segment,” said Dinesh Chinnappa, the General Manager of LDV Australia.

“These upgrades bring advanced safety and other technology to the LDV T60 while still maintaining a price that people can afford, delivering a level of grunt that few rival utes can match for the money.”

In addition to its higher braked towing capacity of 3500kg, the base-spec MAX Pro has been fitted with a suite of advanced safety tech including autonomous emergency braking, lane-keeping assistance, adaptive cruise control, a high-definition rear-view camera and electric power steering. It has also received new microfibre trim on the steering wheel, a digital radio and black roof rails.

The MAX Plus and long-wheelbase MAX Plus Mega Tub variants were introduced to the Australian market in 2024, so they’re already equipped with a revised design, upgraded interior including dual 12.3-inch displays, and added safety tech. For 2025, these models also get a high-definition 360-degree camera and a digital radio.

Pricing

New for 2025

2025 LDV T60 MAX Pro

• Autonomous emergency braking
• Lane departure warning and lane-keeping assistance
• Adaptive cruise control
• Electronic power steering
• High definition rear-view camera
• Digital radio (in addition to AM and FM frequencies)
• Microfibre trim on the multi-function steering wheel
• Black roof rails
• 3500kg braked towing capacity (up from 3000kg)

MY25 LDV T60 MAX Plus

• High definition 360-degree view camera
• Digital radio (in addition to AM and FM frequencies)
• 3500kg braked towing capacity (up from 3000kg)
• Autonomous emergency braking (from MY24 onwards)
• Lane departure warning and lane-keeping assistance (from MY24 onwards)
• Adaptive cruise control (from MY24 onwards)
• Electronic power steering (from MY24 onwards)
• Microfibre trim on the multi-function steering wheel (from MY24 onwards)
• Dual 12.3-inch widescreen displays for instrument cluster and infotainment dsystem (from MY24 onwards)
• ‘Floating’ centre console (from MY24 onwards)

LDV says the MY25 model range will be in showrooms by the end of February. All models come with a seven-year/200,000km warranty.

Mitsubishi has added new Roll Top Accessory Packs to its Genuine Accessories catalogue, with the packs available to order now at Mitsubishi dealerships across Australia.

The Accessory Packs include a Roll-Top Tonneau Cover; a Tow Bar Kit, with tow bar, tongue, wiring harness and 7-pin flat connecting plug; a Tow Bar Accessory Kit, which adds a 50mm tow ball, black tow ball cover and storage bag; an Electric Brake Controller; a Dust and Water Defence Kit; and a Cargo Tie Down Kit, which adds four rails and six adjustable eyes.

To entice customers, Mitsubishi has paired the launch of the new product with an introductory offer when signing on the dotted line for a flagship GSR variant. A Triton GSR fitted with a Roll Top Accessory Pack is currently available for $68,990 for private buyers. Opting for the electric version will cost an additional $1000. A new GSR is currently listed at $63,840.

The Electric Roll Top Accessory Pack can also be ordered individually for Triton GLX+, GLX-R, GLS and GSR Special Edition, with an RRP of $7865 including fitment. Installing the pack on the top-spec GSR costs an extra $200 ($8065).

Buyers can choose to install just the Electric Roll Top Tonneau Cover on GLX+, GLX-R, GLS and GSR Special Edition, with Mitsubishi charging $4200 including installation. Again, it’s an extra $200 to have it fitted to the top-spec GSR.

The standard (non-electric) Roll Top Accessory Pack and Tonneau Cover is available to order individually, but only for the GSR model. Including fitment it costs $7065 and $3400 respectively.

“Mitsubishi Australia continues to develop and expand the Triton’s Genuine Accessories range to support its customers,” said MMAL’s GM of Product Strategy, Bruce Hampel.

“By bundling a group of high-quality, in-demand Genuine Accessories into a truly complementary package, we can deliver incredible value while fulfilling a wider range of customer needs.”

The Finke River is the world’s oldest riverbed that only flows for a few days in good years. It winds its way through the Red Centre, eventually disappearing into the sands of the Simpson Desert.

Along its route are some of the best remote campsites you’ll ever experience including the famous Boggy Hole, as well as many other great spots.

This adventure begins on Ernest Giles Road, an unsealed road from the Stuart Highway to Kings Canyon Road.

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Once off the Stuart Highway, I aired down my tyres to gravel-road pressures of around 26psi in the front and 28psi in the rear. This provided a more comfortable ride over rough patches, floodways and corrugations.

I was supposed to tackle this track a few years ago with some mates. However, we took a wrong turn and had to cross the dry Palmer River. I was towing my camper trailer at the time and it took us four hours to extract it and my Prado, as well as another vehicle, out of the deep sand.

We retreated with tails between our legs. Had we read the map properly and worked out that the start of the track was a few kilometres to the east, we would’ve enjoyed the drive.

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The right way

For the right route, turn onto the Tempe Downs Road from the Territory 4×4 Route information board until the track heads north. Once through the gate, the sandy track traverses dune country with plenty of desert oaks making for a picture-perfect scene; it is a beautiful drive.

Keep to the left when traversing the dunes, and UHF channel 10 is probably the best channel to be on, although when travelling solo, it’s better to scan and listen for chatter. If you find that your 4×4 is labouring a bit on the soft sand dunes, let a little more air out of your tyres to make the going easier.

Passing through a second gate, leaving it as found, the track soon crosses the ford at McMinn Creek. Once over the creek, you’ll reach a fork in the road, and from here follow the signs to Illamurta Springs. You will come to another intersection; keep left as the track to the right leads to Ilpurla Community.

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It is a 1km return walk out to the police ruins at Illamurta Springs, which is quite fascinating. It certainly would’ve been harsh living out here, especially in summer.

The springs provided an important refuge for Aboriginal people until a police outpost was established here in 1893 at the request of settlers taking up leases along the Finke and Palmer rivers. Assisted by Aboriginal trackers, the police pursued and arrested many cattle spearers and took them to Alice Springs to stand trial.

The walk takes you past abandoned stockyards before entering a dense thicket of umbrella bush. You’ll pass a small well before emerging into a clearing which is the site of the old police outpost. A fly net is a must-have, as the little buggers are sociable and plentiful. I was greeted by some good-looking horses when retracing my steps back to the main track, and they’d joined a handful of cows at a water trough.

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Down by the river

Once on the Finke River Route, the track to Running Waters is easy-going.

There are a couple of stretches of deep sand, but pick your line and keep the momentum up and you’’ll be fine. Running Waters is a designated campsite, but I wanted a campsite overlooked by cliffs, and as it was only lunchtime I continued on until I found a good site on the Finke River.

You’ll pass a sign that tells you to collect firewood before you enter the national park, but you will have to walk for a bit because the landscape has been stripped bare between the sign and the first Finke River crossing.

I found a fantastic campsite just past the first rocky crossing of the Finke River. On the opposite side of the waterhole, a colourful cliff face looked over the campsite. There was plenty of firewood too, so I found a level spot on the river stones and set up camp.

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The whisper of a breeze blowing through the trees was soothing, and the chirping of crickets and occasional bird song meant I soon forgot about the buzzing of the flies. My afternoon was spent chilling after a few days of long drives, and it was nice to sit back and relax.

A couple of dingoes visited just as the sun began neared the horizon and lit up the cliff face. They weren’t worried by my presence so I assumed they’d seen humans before and held no fear; I kept a close eye on them while cooking dinner and kept all the lights on in case they came closer.

Leaving camp, the track heads away from the riverbed and returns to red desert sand. It was mildly corrugated as it wound its way alongside a range and headed towards the national park.

I enjoy driving early in the morning, looking at all the animal tracks in the sand, but it’s a concern when you spot feral cat footprints everywhere as I did on this drive. The spinifex was seeding after the rains, and it was nice to watch the sunlight bouncing off the seed heads. The flora here is a mix of acacia desert, mulga and gidgee, with the occasional desert oak.

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Entering the park

Reaching the Finke Gorge National Park gate, I spotted several warning signs that read ‘No firewood collection past here’, ‘Experienced drivers only’, ‘High-clearance vehicles only’ and ‘Must carry recovery gear and enough food and water’. The track briefly follows a fence line before returning to the river and heading across the high bank. It was great seeing so much water here; a good amount of rain had fed this massive waterhole.

Take care driving with the grass so high because it’s difficult to see washouts and holes in the wheel tracks. There is a steep dip along this section, highlighted by Northern Territory warning signs, which is one reason why towing on this track is not recommended; you’re likely to get stuck and need to winch out, as the angle of the drawbar on the back of a 4×4 would be severe.

You need to book campsites online before arriving in Finke Gorge National Park, and you’ll need a Northern Territory Parks Pass, which is a separate fee for access to this and all the national parks within the Northern Territory.

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The next crossing of the Finke River was fun. Star pickets with pink ribbons show the correct route, and the water levels were low when I went through, but the sand was deep. The next crossing was wide and stony with a stable base, and if you look up the river, a beautiful rock face dominates.

This spectacular track heads cross country before meeting up with the river again. A short crossing had a stony base, so it didn’t cause any issues. Close by is another good bush camping option near to the water with a rock face overlooking the campsite.

From here the track closely follows the Finke River, with a jagged range on the left that’s a bit like the China Walls near Halls Creek. There are spectacular spots along here for camping close to the track, and the track isn’t as busy south of Boggy Hole.

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You need to pick your line carefully at the next crossing with some larger rocks on the southern side, but it’s not too difficult to negotiate. If at any stage you think you’re on the wrong track, just keep an eye out for the pink ribbons or blue triangles on the trees and star pickets.

As the track heads to the right-hand bank it becomes sandy, but more like desert sand than river sand, so it’s easy-going. There is a camping sign that leads to Sunny Waterhole, which I consider to be the best bush camping site on the Finke River.

The sand is deep and soft, but if you head upstream, it’s stonier and more accessible. It was only 10am when I reached this fantastic camp and I had the place to myself. There were a lack of flies on this morning after a chilly night, and the air was still nippy with a cool breeze. I didn’t miss them, but they returned with a vengeance once the air warmed up.

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Top spots

As I sat and reflected on this journey with an ice-cold beverage in hand, I realised that it was the campsites that made this such a fantastic adventure.

With colourful rugged cliff faces overlooking calm waterholes, and white ghost gums contrasting against the coloured rock, plus the white sandy beaches and multi-coloured river stones, this is why I’m drawn to Central Australia.

The following day, having departed this epic campsite, I continued towards Boggy Hole. The track became stony in sections with a few rocks and plenty of washouts. Care is needed, especially if it’s wet, as the clay would be slippery. The track leads you across a low range and back down to the riverbed. The next crossing is stony, followed by an extensive stretch of deep sand traversing the river’s western side.

Not far from Boggy Hole are some police station ruins on the eastern side of the river. There was a walking track, but the water was so deep there was no chance I could reach the ruins. Thankfully, I had the drone and sent it across to check them out.

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The Boggy Hole camping area is stunning but not as good as where I’d camped the previous night. This camp is often used with the number of fire pits dispersed around the small area. Access to the water is down a steep, unstable bank, and the water here is deep, so it wouldn’t be wise to fall in; it would have been icy cold.

The birdlife was prolific here with ducks, a cormorant and other birds such as budgerigars, wagtails, whistling kites and sparrows enjoying the water and adding their voices to the sound of fish splashing as they fed on the bugs. There were many reeds along the bank, so access to the water was limited. I sat and watched the little green budgies fly in swarms through the trees and grasses, the noise from their wings like bicycles on a velodrome.

Another campsite with nobody else but me and my thoughts. I love my job, travelling to places like this and sharing it through 4X4 Australia. We truly are spoiled by the beauty of the McDonnell Ranges and the Red Centre.

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Journey’s end

The sunset that night was a colourful one, and with it the flies disappeared and I could cook dinner. I enjoyed an early night before my sleep was interrupted by the eerie howling of dingoes.

This went on until after 7am. It was as though the matriarch had called the pack home, and it was an incredible few hours. I spotted one dash through camp in the predawn light and another on the other side of the river, howling as it ran. Once the dingoes had settled, it was peaceful again, until one bloody crow told me where to go. It was time to get up and hit the trail.

From here the track again follows the river closely, and the next crossing was the deepest one so far. Thankfully, star pickets showed where to drive, so it was second gear low, with just enough speed to create a nice bow wave.

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The exit had some deep, soft sand and then I had to make a sharp turn to follow the track. There were a few more short crossings before a long stretch of deep, soft sand. The northern section of the track is fascinating, and I loved driving it.

There were still a few river crossings and stretches of deep sand, but it wasn’t a demanding drive early in the morning. Having said that, it would be a real challenge in the heat of the day.

Eventually I arrived at the junction of the Finke River and Ellery Creek. Once I crossed Ellery Creek, the track reverted to a two-wheel desert track with grass in the middle, relatively smooth compared to the bumpy ride endured on the first couple of days, although there were some slow goings through washouts and as I traversed a section of Ellery Creek before reaching the national park gate.

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I ran into a couple of park rangers just after I had exited the park – this was the first vehicle I saw since I left the Stuart Highway – and I had a good chat with them. They had a boat on the back of their LandCruiser as they were checking for invasive weeds along the waterholes.

The sand is deep just before reaching Mpakaputa, and then the track becomes a corrugated dirt road. Follow the Northern Territory 4×4 track sign – you’re not permitted to stop in the community. The track ends when you reach Hermannsburg.

The Finke River Route is an incredible drive and you should put it on your Red Centre bucket list. Take your time and enjoy spending a few nights camped beside the waterholes that dot this ancient riverbed.

Isuzu Ute Australia has released pricing and specs for its 2025 MU-X, with the updated model gaining a suite of new tech, refreshed styling, and a new flagship variant in a revised model line-up.

As a result, the price has increased across the entire four-tier range. The base-spec 1.9L LS-M 4×4 now costs $54,400 (up from $53,400); the 3.0L LS-M 4×4 is $56,400 (up from $55,400); the 1.9L LS-U 4×4 is $61,400 (up from $59,900); the 3.0L LS-U 4×4 is $63,400 (previously $61,900); and the 3.0L LS-T 4×4 now costs $71,400 (up from $67,990. The new range-topping X-Terrain asks for $74,400 (RRP).

*MY2024 prices based on February 2025 pricing guide

Despite these price hikes, the MU-X is still well-positioned against its biggest rival, the Ford Everest. Comparatively, the Everest 4×4 is priced at $59,240 for the base-spec Ambiente; $67,040 for the Trend; $74,640 for the Sport; $76,590 for the Tremor; and $81,200 for the top-spec Platinum.

Set to land in Australian dealerships from March 1, 2025, the updated MU-X boasts an extensive list of changes, with IUA’s director promising at the vehicle’s launch that this update “isn’t just a skin-deep nip and tuck”. Let’s take a closer look.

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Headlining the changes to the MU-X local line-up is the addition of the new X-Terrain flagship variant, with Isuzu’s PR manager, Mark Harman, claiming it’s “the highest specification we’ve ever had in this range”. Defining the X-Terrain from the rest of the range is the fitment of gloss black 20-inch alloy wheels inside 65/50R20 Bridgestone 684II HT tyres; updated interior upholstery, dashboard and door trims; red LED ambient lighting; a bespoke gloss black front grille with updated LED fog lights; a lower body side skirt; underbody spoiler at the rear, and X-Terrain badging. A new Slate Grey metallic paint is also exclusive to the X-Terrain.

The MU-X will continue to be powered by either a 110kW/350Nm 1.9-litre turbo-diesel (LS-M and LS-U) or the venerable 140kW/450Nm 4JJ1 3.0-litre turbo-diesel (LS-M, LS-U, LS-T and X-Terrain). Multiple powertrain options are currently “under study” for the D-MAX and MU-X, with Isuzu UTE Australia considering ways to reduce its CO2 outputs to meet strict NVES regulations. For now, though, internal combustion will remain.

Isuzu has revised the MU-X’s suspension across the range, with all models benefitting from retuned dampers with 6.6-per-cent larger diameter pistons – the internal diameter is up from 30mm to 32mm. Plus, we’re told there’s potential for even more improvement should IUA consider another collaboration with Walkinshaw for an MU-X Blade. But that’s a wait and see.

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The seven-seater is also more aggressive in its styling, with sharper lines, chiselled angles, redesigned bi-LED headlights, and a refreshed grille noticeable at the front of the vehicle. At the rear, the cleaner design is emphasised by the inclusion of wider tail-lights tied together by a full-width trim piece. The base-spec LS-M is the only variant not equipped with a hands-free electric tailgate.

The LS-M also carries over the same 17-inch alloys from the MY24 model, but the rest of the line-up has been equipped with refreshed wheel and tyre combos. The LS-U now wears 18-inch alloys with a 12-spoke design; and both the LS-T and X-Terrain get 20-inch alloys, the latter dialled up a notch courtesy of the as-mentioned gloss black finish and more aggressive angles.

The MU-X’s interior benefits from stylistic changes to the seats – updated high-grade cloth for LS-M and LS-U, and perforated leather for LS-T and X-Terrain, with the X-Terrain distinguished by the addition of red stitching throughout. A welcome change across the range is the transition from chrome to satin/gloss black trimmings inside the cabin, which not only thwarts reflections but also limits fingerprint marks.

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Tech has also been updated for 2025, with the LS-M getting the same 4.2-inch MID as per the revised D-MAX. LS-U, LS-T and X-Terrain models are equipped with the bigger 7.0-inch MID which adds extra features such as navigation and tyre pressure monitoring prompts. Promised to be “faster, snappier and more user-friendly”, the infotainment system – 8.0-inch for LS-M and 9.0-inch for LS-U, LS-T and X-Terrain – features wired and wireless Apple CarPlay and Android Auto, as well as multiple USB-C ports. Tuning and volume dials now neatly integrate below the infotainment screen.

Rough Terrain Mode was first implemented when this-generation MU-X debuted late in 2021, and the traction control system has now been refined to work across a broader range of surfaces. In theory, activating RTM in combination with a locked rear differential should make the MU-X an extremely proficient off-roader .. but we’ll have to wait until our review drops next week.

Isuzu has also refined the existing Tyre Pressure Monitoring System, to be a more user-friendly experience by displaying real-time pressures and temperatures on both the 7.0-inch MID and 9.0-inch infotainment screens. As a result, only the base-spec LS-M misses out on this feature.

Off-road specs

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Already stamped with a five-star ANCAP safety rating back in 2022, the MU-X has advanced its suite of safety repertoire by adding a range of new features including a new Gen4 stereo camera, Intelligent Adaptive Cruise Control, Traffic Jam Assist, updated Lane Keep Assist, Rear Cross Traffic Brake, a Welcome Headlight, a Digital Reversing Camera, and a new 360-degree surround view monitor (LS-T and X-Terrain only) which can provide an underfloor view for overcoming off-road obstacles – ala, Land Rover Defender.

2025 Isuzu MU-X safety features

• 8 airbags – dual front, dual seat side, dual full-length curtain, front knee and centre (far-side)
• Autonomous Emergency Braking with Turn Assist (AEB)
• Forward Collision Warning (FCW)
• Adaptive Cruise Control (ACC) – updated
• Intelligent Speed Limiter (ISL)
• Manual Speed Limiter
• Mis-acceleration Mitigation (MAM)
• Driver Attention Assist
• Traffic Sign Recognition (TSR)
• Lane Departure Warning (LDW)
• Lane Departure Prevention (LDP)
• Lane Keep Assist (LKA) – updated
• Emergency Lane Keeping (ELK)
• Blind Spot Monitoring (BSM)
• Rear Cross Traffic Alert (RCTA)
• Trailer Sway Control (TSC)
• Rear Park Assist Sensors
• Tyre Pressure Monitoring System (TPMS)- updated
• Gen4 Stereo Camera – new
• Intelligent Adaptive Cruise Control (IACC) – new
• Rear Cross Traffic Brake (RCTB) new
• Welcome Headlight – new
• Digital Reversing Camera – new
• 360° Surround View Monitor (SVM) – new
• Traffic Jam Assist – new

Here’s a full list of features new or updated for the MY2025 MU-X 👇

LS-M (what’s new or updated only)

• Intelligent Adaptive Cruise Control
• Lane Keeping Assist
• Rear Cross Traffic Brake
• Welcome headlight
• Digital reversing camera
• Revised Rough Terrain mode
• Updated polyurethane-wrapped steering wheel
• Updated high-grade cloth trim seven-seat upholstery
• Updated interior dashboard in matte black
• Updated 4.2-inch Multi-Information Display
• New 8.0-inch touchscreen infotainment display
• 3x 3.0-Amp USB-C ports
• 1x 2.1-Amp USB-A port for aftermarket dash camera
• Updated automatic bi-LED headlights
• Updated double horizontal bar grille
• Updated front bumper and bonnet
• Updated rear bumper and tailgate
• Updated badges
• Updated LED rear combination lights

LS-U adds (what’s new or updated only)

• Updated premium leather steering wheel
• Updated interior dash and door trims
• 7.0-inch Multi-Information Display
• 9.0-inch infotainment touchscreen
• 4x 3.0-Amp USB-C ports
• 18-inch alloy wheels
• 265/60R18 Bridgestone 684II HT tyres
• Updated TPMS
• Updated grille and front bumper
• Updated rear bumper
• Updated LED fog lights with black fog light bezels

LS-T adds (what’s new or updated only)

• 360-degree Surround View Monitor
• 20-inch alloy wheels
• 265/50R20 Bridgestone 684II HT tyres
• Updated leather-accented upholstery
• Black headlining trim
• LED ambient interior lighting (white)
• Updated grille and front bumper
• Updated rear bumper
• Aluminium sidesteps finished in gloss black
• Roof rails finished in gloss black
• Front fender accents finished in gloss black
• Power-folding and heated door mirrors with side cameras (gloss black)
• Door handles finished in gloss black
• Window trims finished in gloss black

X-Terrain adds (what’s new or updated only)

• 20-inch gloss black alloy wheels
• 265/50R20 Bridgestone 684II HT tyres
• Updated leather-accented upholstery with red and grey stitching/leatherette
• Updated interior dashboard (piano black and silver metallic)
• Updated door trims (piano black)
• Ambient interior lighting (red)
• 7.0-inch MID with red fonts, graphics and black instrument shroud
• Updated grille (gloss black with front camera)
• Updated LED fog lights (black fog light bezels and gloss black surrounds)
• Fender flares (gloss black)
• Lower body side skirt
• Lower rear underbody spoiler
• X-Terrain badging