4X4 Australia

GWM is stepping up its 4×4 presence in Australia in 2026, with a focus not just on new models, but on expanding dealer coverage and strengthening aftermarket support for the off‑road community.

Wider dealer coverage and enhanced aftermarket support mean easier access to servicing, spare parts, and technical expertise for 4×4 owners, whether they are based in the city or in more remote areas. Urban buyers benefit from quicker turnaround times for repairs and upgrades, while rural and regional owners can have confidence that specialist off‑road vehicles can be maintained closer to home, reducing downtime on long trips or outback adventures.

Dealer expansion is central to GWM’s strategy. The network is set to grow to 135 sites nationally in 2026, up from 123, providing wider access to sales, servicing, and parts for 4×4 owners. A new flagship showroom in Rockingham, WA, opening in April, will feature close to 1000 sqm of floor space and a customer‑focused layout designed to better support off‑road enthusiasts.

Confirmed arrivals include the Tank 300 Hi4‑T PHEV, due in April, and a new 3.0‑litre turbo‑diesel engine that will make its global debut in Australia under the Cannon Alpha and Tank 500. Mid‑year, the Cannon will adopt the Hi4‑T PHEV system, giving GWM the only dual‑cab ute line‑up in Australia with two plug‑in hybrid variants.

For off‑road buyers, the Tank 300 Hi4‑T PHEV brings substantive capability alongside its electrification. The plug‑in hybrid pairs a 2.0 litre turbo‑charged petrol engine with a 120 kW electric motor to deliver a combined 300 kW and 750 Nm, with a braked towing capacity of 3,000 kg and a full mechanical 4×4 system that includes part‑time 4H/4L gearing and low‑range transfer case. 

The vehicle also supports Vehicle‑to‑Load (V2L) output, letting owners power tools or campsite gear directly from the battery. A 37.1 kWh battery gives an electric‑only range around 115 km (NEDC) and a combined range approaching 955 km, with DC fast‑charging capability that can bring the battery from 30 per cent to 80 per cent in about 24 minutes. Interior features include a 12.3‑inch touchscreen with wireless Apple CarPlay and Android Auto, dual‑zone climate control, and a suite of safety tech.

Beyond individual models, GWM plans to launch up to 10 new or refreshed vehicles across SUVs, utes and passenger cars in 2026, with diesel and electrified options broadening choice for buyers. Electrification remains a key focus, with Hi4 and Hi4‑T systems designed for real‑world performance on and off‑road.

“The wider electrification of the GWM range, led by our class‑leading technologies, is something that we firmly believe will enhance our brand position and sales momentum Down Under,” said John Kett, GWM ANZ’s COO.

“Several years ago, GWM made a deliberate choice to design Hi4 and Hi4‑T as class‑leading examples of four‑wheel electrification, engineered for outstanding performance both on and off‑road. This relentless focus on innovation and continuous improvement is what we firmly believe will drive the next phase of our growth in Australia.”

“Product is only one element of success. Expanded dealer network coverage, enhanced aftersales support, improved parts availability and comprehensive technical training will form the core foundations of our pursuit of a top five position. These are non‑negotiable.”

Later in the year, GWM will also introduce its first premium brand in Australia, WEY, alongside the mid‑size Haval Jolion Max SUV, further broadening its offering.

According to VFACTS data for January 2026, GWM sold 885 Cannon and Cannon Alpha models, giving it a 6.5 per cent share of the dual-cab 4×4 market – ahead of the Kia Tasman (410), Mazda BT-50 (780), and Nissan Navara (450). The introduction of a second plug-in hybrid variant later in 2026 is expected to boost these numbers further, offering buyers more choice and efficiency in the popular ute segment.

Staffing has grown 20 per cent to support the expanded range and dealer footprint, and GWM is targeting more than 60,000 vehicle sales in 2026. 

MORE Tank 300 news and reviews!

Okay, let’s not pretend. Insurance is probably one of the boring bits about owning a 4×4 or SUV.

It sits right down the list somewhere below tyre pressures and somewhere above remembering to service it on time. It’s not what gets discussed when people start talking trips, setups or mods. But when things go sideways, it suddenly becomes very important, very, very quickly. So let’s dedicate a few words to it. 

JUMP AHEAD

Most people sign up to a policy, skim a few dot points and assume it’ll all work itself out. For standard cars, that holds true because their usage is predictable. For 4WDs and SUVs, things get a bit muddier, mostly because these vehicles get used in more of a variety of ways. One week it’s commuting, school drop-offs and motorway driving. The next it’s loaded up for a camping trip down an unsealed road. Over time, the same vehicle might be a work ute, a family hauler and a weekend escape machine. That variety is what complicates insurance, not the vehicle itself.

At the most basic level, insurance is still insurance. Third party cover pays for damage you cause to other people’s vehicles or property. Comprehensive cover does that and also protects your own vehicle against accidents, theft, fire, storms and vandalism. The excess is what you pay when you make a claim. The premium is what you pay to keep the policy alive. None of that changes just because your car has low range, a ladder frame or a factory rear locker.

Where people start tying themselves in knots is assuming that owning a 4WD automatically means different rules apply. Drivers start thinking they now need specialist cover, niche clauses and protection for every off-road scenario you’ve ever watched on YouTube. For most owners, that’s overthinking it. Modern 4WDs and SUVs are often daily drivers first and adventure vehicles second. Insurance works best when it reflects that balance rather than the fantasy version of ownership.

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Are 4x4s and SUVs insured differently to standard cars?

Not as much as people think, and not in the way most expect. Insurers don’t see a Hilux, Prado or Everest and instantly assume it’s about to disappear into the Simpson Desert. They don’t price policies based on Instagram feeds or vehicle reputation. They look at far more simple things like vehicle value, repair costs, usage patterns and claims history.

Yes, bigger vehicles tend to cost more to repair. Panels are larger. Parts are heavier. Modern 4WDs are packed with sensors, cameras and safety tech that all need recalibration after even minor impacts. That alone can push premiums higher than a small hatchback. But that’s a size and complexity issue, not an off-road one.

A stock dual cab doing highway kilometres all week isn’t much different, risk-wise, to a large SUV doing the same thing. Both are exposed to traffic accidents, car park scrapes and weather damage far more often than they are to serious off-road incidents. Meanwhile, a heavily modified tourer that regularly heads remote, carries extra fuel and water and operates well beyond mobile coverage sits in a different category altogether. Even if it started life as the same base model.

The key point is this: Capability doesn’t equal behaviour. Just because a vehicle can go somewhere doesn’t mean it does. Insurance works best when it’s based on how a vehicle is actually used, not what it’s theoretically capable of at the extreme end of its design brief.

Comprehensive vs third party cover for off-road capable vehicles

This is where a bit of honesty helps.

Third party cover is cheap because it protects everyone else, not you. If your vehicle is old, low value or easily replaced, that can be a perfectly sensible option. You accept that if something happens to your own rig, you’re covering the cost yourself.

For newer 4x4s and SUVs, it’s a harder sell. These vehicles can be expensive to repair and even small accidents can rack up big bills. A clipped guard, damaged suspension component or a minor front-end hit can cost more than most people expect once labour and parts availability are factored in. Comprehensive cover exists to deal with that reality. Accidents. Theft. Storm damage. Fires. Vandalism. The stuff that actually happens, not the hypothetical worst-case scenarios people imagine when they’re bored at work or scrolling forums.

Here’s the part that often gets overlooked. Most 4WDs spend most of their lives on sealed roads. Commuting. Highway driving. Sitting in shopping centre car parks. That’s not a criticism, it’s just how people use them. Insurance data reflects that. Claims overwhelmingly come from everyday driving situations, not extreme off-road mishaps. Comprehensive insurance is built around those everyday risks. Occasional dirt roads, beach runs and fire trails usually fall comfortably within that scope. It’s only when off-road use becomes frequent, remote or genuinely high risk that standard cover starts to show its limits.

A lot of the bigger insurers, like Youi, actually do a pretty decent job of breaking this stuff down for 4WD owners in a simple way. Instead of burying the differences between everyday driving and off-road use in fine print, they spell out what’s generally covered under comprehensive insurance and 4×4 insurance, and where the lines are drawn in plain language. For a majority of owners, comprehensive cover is doing a lot of the heavy lifting for what they need. 

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Agreed value versus market value for modified or accessorised vehicles

If there’s one insurance decision that really matters for 4WD owners, it’s this one.

Market value means the insurer pays what your vehicle is worth at the time of the loss, based on age, condition and the current market. That works fine for stock vehicles and lightly optioned SUVs where replacement cost roughly matches book value. Agreed value is different. You and the insurer agree upfront on what the vehicle is worth, taking accessories and modifications into account. That figure is locked in for the policy period.

For 4WDs, that distinction matters far more than it does for most standard cars. Bull bars, suspension upgrades, canopies, drawer systems, auxiliary batteries, lighting, communications gear and electrical work add up fast. It doesn’t take long to sink serious money into a build that still looks fairly normal from the outside.

Market value rarely reflects that investment properly. Accessories depreciate differently, if they’re counted at all. Agreed value removes the guesswork. You know what the vehicle is insured for. The insurer does too. There’s also a psychological benefit. When something goes wrong, you’re not negotiating value at the worst possible moment. You’ve already agreed on what’s fair. If your rig is more than just a stock commuter, agreed value is worth serious consideration.

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How common 4×4 modifications affect your insurance

Mods themselves aren’t the issue. Not telling anyone about them is.

Most insurers will cover common 4×4 modifications as long as they’re declared. Bull bars, snorkels, suspension lifts within reasonable limits, aftermarket wheels and tyres, roof racks and canopies are all fairly standard across modern builds. Where people come unstuck is assuming mods don’t matter because they’re common. Or assuming the insurer will just sort it out if something happens. Heads up. They won’t. Insurance works off what’s disclosed, not what’s popular.

Loose gear is another grey area. Recovery gear, fridges, tools, camping setups and portable electronics often aren’t covered unless they’re permanently fitted or listed separately. If it can be lifted out easily, there’s a good chance it isn’t automatically insured.

This is where frustration usually kicks in after a claim. Owners assume everything bolted to or sitting in the vehicle is covered. The policy wording often tells a different story. The rule is simple: If you’d expect to be paid for it after a loss, it needs to be on the policy.

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Off-road driving and where standard car insurance may stop

This is probably the biggest source of anxiety for 4WD owners, and often unnecessarily so.

Most standard comprehensive policies will cover recreational off-road driving: Beaches, where legal; gravel roads; and 4WD tracks. That covers the majority of off-road driving most people do in Australia. In other words, the kind of trips that are well-travelled, well-documented and relatively easy to recover from if something goes wrong.

Where cover can stop is when driving moves into clearly higher-risk territory. Closed tracks. Competition use. Extreme terrain. Areas where access is restricted or recovery would be difficult and expensive. That line exists for a reason. Risk changes fast when help is far away and damage becomes harder to manage. Most owners never go anywhere near that line. They just don’t always realise where it is.

Knowing where standard cover ends isn’t about being cautious. It’s about understanding what you’re actually insured for when you leave the bitumen and how close your driving habits come to that boundary.

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Towing, caravans and trailers and what is actually covered

Towing is obviously a huge part of the 4×4 world and it’s also where assumptions creep in.

Most comprehensive policies will cover damage you cause while towing and liability for trailers you own. That means if something goes wrong and you damage another vehicle or property, you’re generally covered. What they don’t always cover is damage to the caravan or trailer itself. That usually needs its own policy. A lot of owners assume the tow vehicle policy covers everything behind it. It often doesn’t.

There’s also confusion around accessories fitted to caravans and trailers. Solar setups, batteries, fridges and internal modifications may need to be insured separately depending on the policy.

Tow ratings matter. Weight limits matter. Declared upgrades matter. If you’ve modified your vehicle in ways that affect towing, that needs to be disclosed. There’s no trick here. Just clarity. Know what’s covered and what isn’t before you hook up and head off.

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How excesses and claims work for larger, heavier vehicles

Bigger vehicles generally mean bigger repair bills. There’s no getting around that.

Larger panels, heavier components and more electronics all influence how insurers price policies and structure excesses. Some policies apply different excesses depending on who was driving, where the vehicle was being used or whether a trailer was attached. This can catch people out. An excess that looks fine on paper can sting when it’s time to claim, especially if multiple excesses stack together.

Choosing an excess you can comfortably afford matters more than trimming a small amount off your premium. There’s no upside in saving money upfront if you’re stuck when you actually need help.

What to look for when comparing 4×4 and SUV insurance policies

This is where it pays to slow down and have a good read.

Ignore the marketing gloss and focus on the details. Look at how off-road use is defined. Check modification limits. See how accessories are treated. Understand what recovery is included and what isn’t. Read the sections that explain exclusions. That’s where policies really differ.

The best policy isn’t the one that sounds the most adventurous. It’s the one that actually matches how you use your vehicle day to day. Two identical vehicles can live very different lives. One might never leave the suburbs. The other might spend weeks on remote tracks every year. Insuring them the same way makes no sense.

Insurance works when it reflects reality. Kilometres driven. Where the vehicle goes. How it’s set up. Not the logo on the tailgate.

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Common mistakes new 4×4 and SUV owners make with insurance

These come up again and again, so it’s good to know them off the bat:

Frequently asked questions from 4×4 and SUV owners

Q. Do I need specialist 4×4 insurance just because I own one?
A. No. Only if your usage genuinely demands it.

Q. Are beach runs covered?
A. Usually, as long as you’re legally allowed to be there.

Q. Do modifications void insurance?
A. No. Not declaring them might.

Q. Is cheaper insurance risky?
A. It depends on what’s included and what’s excluded.

You don’t need insurance for every trip you might take one day. You need insurance for the life your 4WD actually lives. Get that right and insurance fades into the background where it belongs. Leaving you free to focus on the important stuff: Where you’re heading next and how you’re getting there.

Petrol prices in Australia are expected to increase following recent military action by the U.S. and Israel against Iran.

The attacks have raised concerns about the security of the Strait of Hormuz, a key route for about 20 per cent of the world’s oil. This has caused the price of Brent crude, the global benchmark for oil, to rise by 8 to 10 per cent. Brent crude prices are used by refineries around the world to set the cost of fuel. When the price of Brent crude goes up, it eventually leads to higher petrol prices at the pump.

Analysts warn that Australian petrol could increase by up to 40 cents per litre if the situation continues. Petrol is already high, with prices in Melbourne and Sydney as high as 213.9 cents per litre for 91 as of March 2.

For the 4×4 community, higher petrol prices have a direct impact: Off-road vehicles generally use more fuel, and remote locations often charge extra for petrol. Long-distance trips can become significantly more expensive. Rising petrol prices also affect transport and freight costs, which can increase the cost of vehicle parts, maintenance and touring gear.

With prices this high, 4×4 travellers can reduce costs by adopting practical fuel-saving measures. Minimising vehicle weight and unnecessary accessories, using tyres suited to the terrain, maintaining tyre pressures, and keeping the engine and filters in good condition all improve fuel efficiency. Planning routes carefully, avoiding detours, and using fuel-price apps can also help stretch each litre further.

Drivers can further manage costs by refuelling before expected price spikes and carrying extra fuel safely where permitted. While these steps won’t prevent price rises, they can reduce the financial impact on long tours and remote trips.

MORE Buying a new 4×4? RedBook now flags emissions and fuel costs with VESR

If you own a Toyota HiLux N80, you already know that these vehicles are the backbone of the Australian off-road community.

From the red dust of the Kimberley to the humid tracks of Cape York, they are built to endure. However, there is one silent killer that even the most robust 1GD-FTV or 2GD-FTV engines struggle to fight indefinitely: Dust.

Standard panel filters are fine for the suburbs, but they weren’t designed for the “talcum powder” consistency of outback bull dust. This is why the release of the Donaldson PowerCore 4×4 Air Cleaner Housing and Filter Kit for HiLux is the news we’ve been waiting for. It isn’t just a replacement part; it’s a total industrial-grade upgrade for your intake system.

The Problem with the status quo

Most factory airboxes use a traditional flat panel filter which have reduced media surface area.

In high-dust environments, these filters clog rapidly, leading to increased restriction. When your engine has to work harder just to breathe, performance drops, fuel consumption spikes, and – worst of all – the risk of dusting your engine increases. Even a tiny amount of sub-micron silica passing through a seal can cause substantial damage to your cylinders and turbocharger.

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Enter PowerCore Media Technology

Donaldson isn’t a newcomer to the filtration game.

They invented the first heavy-duty engine air filter back in 1915 and have been the first-fit choice for heavy mining and construction machinery for decades. The new PowerCore kit brings that same trusted technology to the HiLux. The difference is the PowerCore® filtration media. Unlike flat filters, PowerCore® uses a unique honeycombed, corrugated design. This allows for straight-through airflow. Dust is captured in the flutes on the dirty side, while clean air is forced through the media into the clean side flutes.

The result? PowerCore is engineered with a superior dust-holding capacity compared to standard air cleaners, allowing for significantly longer intervals between maintenance. This means you can spend more time on the tracks and less time in the workshop.

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By the numbers: Efficiency and flow

For the tech-heads, the specs on the XHLX80K are staggering.

While a standard OEM panel filter typically offers around 99.78% efficiency (which sounds high until you realise what that remaining 0.22% represents over 20,000km), the Donaldson PowerCore hits 99.99% efficiency per ISO5011 standards.

When you’re talking about engine longevity, that extra 0.21% is the difference between a healthy engine and a premature rebuild. The PowerCore delivers significantly lower initial restriction. In real-world terms, users of the PowerCore LandCruiser 200 Series Kit have reported fuel savings of up to 1L per 100km because the engine doesn’t have to fight for every lungful of air.

Built for the bush

One look at the PowerCore housing and you can tell it was built for the Australian environment. The unit is constructed from high-density, heat-resistant polymer designed to withstand the vibrating, high-temperature environment of a modern turbo-diesel engine bay. Key features for the 4×4 enthusiast include:

A true “Drop-In” solution

One of the biggest hurdles with high-performance airboxes is the installation.

Many require cutting, drilling, or relocating batteries. The PowerCore 4×4 is designed as a direct bolt-in replacement. It utilises the existing factory mounting locations and is fully compatible with the Hilux’s Mass Air Flow (MAF) sensor and harness. 

Is it worth the investment?

We won’t sugarcoat it: the PowerCore kit costs more than a $40 paper filter from the local auto parts store. However, 4WD enthusiasts need to view this as an insurance policy.

Considering a diesel engine rebuild can run up to $25,000, the PowerCore kit is a smart investment. By providing uncompromising engine protection, reducing service intervals, and saving on fuel, the PowerCore is an investment that easily pays for itself. For the touring family heading across the Simpson, the tradie working on dusty construction sites, or the performance enthusiast looking to maximise their Hilux’s efficiency, the Donaldson PowerCore 4×4 is the gold standard.

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Final thoughts

The Toyota Hilux N80 has always been “Unbreakable,” but even the toughest machines need clean air. With the PowerCore, Donaldson has finally brought industrial-strength protection to the 4×4 market. It’s rugged, it’s efficient, and it’s engineered by the people who protect the world’s most expensive mining equipment.

If you’re serious about your 4×4, it’s time to ditch the paper panel and give your engine the air it deserves. The outback is calling – make sure your Hilux is ready to breathe it in.

MORE Click here to learn more!

Electric utes are starting to arrive in Australia, but choices remain limited. Interest is growing as buyers look for 4×4 EV alternatives, though range, towing capacity and off-road ability remain key concerns.

A handful of models are confirmed or expected for the Australian market, offering competitive towing, payload and off-road performance tailored to local conditions. This guide covers electric utes currently available in Australia and those set to arrive soon, giving buyers a clear picture of what’s on offer and what’s coming 👇

KGM Musso EV

The KGM Musso EV has officially launched in Australia, with deliveries underway through select dealerships from late 2025.

Built on a unibody platform, it’s offered in single‑motor front-wheel drive and dual‑motor all-wheel drive. The AWD system produces 266 kW and 630 Nm, paired with an 80.6 kWh LFP battery delivering a WLTP range of 380 km. AC charging (11 kW) takes around 10 hours, while DC fast charging (300 kW) reaches 80 per cent in 36 minutes. Braked towing is 1,800 kg, payload is 805 kg, and the 1‑speed automatic drives the wheels. Pricing starts at $64,000 drive‑away for the AWD.

Inside, the Musso EV blends comfort, technology, and convenience with dual-zone climate control, ventilated and heated seats, heated leather steering wheel, power-adjustable seats, and a walk-up welcome system. It features a 12.3‑inch touchscreen, 12.3‑inch digital cluster, ambient lighting, Apple CarPlay and Android Auto, rear-seat sleep mode, electric park brake, and regenerative braking paddles. Exterior highlights include LED headlights and DRLs, front fog lights, black roof rails, and 17‑inch alloys.

Safety is comprehensive, with 8 airbags, adaptive cruise control, autonomous emergency braking, lane-keeping and lane-change assist, cross-traffic warnings, driver attention monitoring, stability and rollover protection, hill start and descent control, trailer sway control, and multi-collision braking. With its combination of range, capability, and advanced features, the Musso EV offers a versatile and competitively priced fully electric ute for Australia.

Ford F-150 Lightning

For now, the Ford F-150 Lightning is still available in Australia as a fully electric alternative to traditional 4×4 utes. Converted to right-hand drive by Advanced Manufacturing Queensland (AMQ) and sold through specialist importer AusEV, it blends rugged utility with zero-emission performance.

However, Ford is discontinuing the current battery-electric Lightning in favour of a new extended‑range electric (EREV) model. Pairing electric motors with an onboard petrol generator, the EREV promises more than 1125 km of total range, signalling a major shift in Ford’s EV strategy. For Australia, this means existing EV Lightnings will remain available through AusEV while supplies last, with the next‑generation EREV expected in right‑hand drive around 2027. In January 2026, AusEV slashed prices of its Pro variant to $109,990+ on‑roads to clear remaining stock.

Equipped with a 131kWh battery, the EV Lightning delivers up to 515km of range and offers a 4.5-tonne towing capacity, alongside a 1-tonne payload. It is also the only vehicle-to-grid/home-approved EV in Australia, allowing owners to power their homes during outages.

LDV eTerron9

The LDV eTerron 9 is set to arrive in Australia in 2026 as the brand’s flagship battery-electric ute.

It will offer both single‑motor rear‑wheel drive and dual‑motor all‑wheel drive, with the AWD system producing 325 kW combined and the RWD version delivering 200 kW. A 102 kWh LFP battery is expected to provide up to 430 km of range, while braked towing capacity reaches 3.5 tonnes, matching the diesel Terron9.

The eTerron 9 shares the same dimensions as its diesel counterpart: 5500mm long, 1997mm wide, 1,860 mm high, with a 3,300 mm wheelbase and a ground clearance of 230 mm. Pricing for Australia has not been confirmed, but details will be released closer to its 2026 launch.

Chevrolet Silverado EV

The Chevrolet Silverado EV is a full-size all-electric ute built on GM’s Ultium platform, offering dual-motor all-wheel drive with up to 541kW and 1051Nm in performance trims.

Depending on the battery and variant, it can deliver up to around 780km of range and supports heavy-duty towing of roughly 4500 kg, making it suitable for work or lifestyle use. Global trims include the fleet-focused Work Truck, the retail-oriented RST/Max Range, and the off-road Trail Boss, with features such as 350kW DC fast charging, adaptive air suspension, four-wheel steering, configurable tailgate and Midgate, and exportable onboard power.

The Silverado EV is not officially sold through Australian dealers, but right-hand-drive conversions by specialist importers like Autogroup International make it accessible for local buyers seeking a full-size American electric ute experience.

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GMC Hummer EV

The GMC Hummer EV is a full-size all-electric 4×4 now available in Australia via right-hand-drive conversions by Autogroup International, fully engineered to meet Australian Design Rules.

These remanufactures use OEM components and ISO‑certified processes, ensuring the vehicle drives and performs as intended. Both SUV and pickup (SUT) body styles are offered. The SUV includes a dual-motor 2X with 570hp and around 480 km range, and a tri-motor 3X producing 830 hp, 0-100 km/h in 3.5 seconds, and roughly 515 km range. Signature off-road features – CrabWalk, Extract Mode, adaptive air suspension, four-wheel steering – carry over to the right-hand-drive models, alongside a premium interior with large infotainment screens.

While there’s no official GMC dealer network in Australia, these conversions provide immediate access to a fully compliant, extreme off-road electric 4×4, backed by local support and warranty.

Rivian R1T

The Rivian R1T is an all-electric mid‑size ute available overseas in dual‑motor and quad‑motor all-wheel-drive configurations.

The quad-motor setup provides advanced torque vectoring, while adjustable air suspension raises clearance to 381 mm. Acceleration is brisk, with 0-97 km/h in the low-three-second range depending on battery and motor choice. Battery options span 105kWh, 135kWh and 149kWh, delivering 370-645 km of range under WLTP/EPA testing. The cabin features a 12.3‑inch digital cluster, 15.6‑inch touchscreen, multiple drive modes, and utility options such as the Gear Tunnel.

In Australia, the R1T is not officially sold and no RHD consumer version exists. A small number of left-hand-drive units have been imported for mining and industrial use by WA-based MEVCO, and a test mule was spotted on Melbourne roads in late 2025. These vehicles are typically limited to private sites and aren’t road-legal for general public use.

Tesla Cybertruck

The Tesla Cybertruck has appeared at a few events in Australia, but it is not officially for sale locally and no right‑hand‑drive ordering or pricing has been confirmed.

Prototype units shown at showcases give Australians a close look at the polarising design, signalling Tesla’s broader intent to expand into right‑hand‑drive markets – potentially once RHD production and compliance are finalised. Globally, the Cybertruck is offered in dual‑motor and tri‑motor AWD configurations with robust towing capacity (around 4990kg) and an estimated range around 515km on USA testing cycles. Features include adaptive suspension, four‑wheel steering and large digital displays.

In early 2026 Tesla moved to cut prices in the US, introducing a more affordable Dual‑Motor AWD model starting around US$59,990 (roughly A$85,000) and trimming the top‑end Cyberbeast variant to about US$99,990 (roughly A$142,000) as part of a range‑wide reset to stimulate demand after slower than expected sales. Despite these pricing adjustments overseas, the Cybertruck remains unavailable to Australian buyers in regular production form.

Tembo Tusker

The Tembo Tusker is a fully electric ute launched in Australia in 2024 by Tembo, a global specialist in EV conversions.

It is available in single‑cab (Tusker‑S) and dual‑cab (Tusker‑D) body styles, with 65kWh and 77kWh battery options delivering around 330km to 400km of range on a single charge. Designed for practical work use, the Tusker offers a 1000 kg payload and an unbraked towing capacity of 750kg, while still being fully approved for public roads. Tembo’s expertise in electrifying utility vehicles – including its e‑LV conversion kits trialled locally since 2018 on Toyota LandCruisers and HiLux utes – underpins the Tusker’s design and reliability for Australian conditions.

The Tusker is currently on sale in Australia, primarily aimed at commercial buyers but also available for private purchase. Retail pricing starts from approximately $74 000 plus GST and on‑road costs, with Tembo managing full on-road registration and delivery.

Riddara RD6

The Riddara RD6, an all-electric dual-cab ute from Geely’s Radar brand, is poised to enter the Australian market.

It offers RWD and AWD variants, with power ranging from 200kW/384Nm (RWD) to 315kW/594Nm (AWD), and 0 to 100 km/h times of around 7.3 and 4.5 seconds respectively. Battery options deliver 385-500 km of range (CLTC), and AWD models can tow up to 3000 kg braked.

Inside, the RD6 features a 14.6‑inch touchscreen, digital instrument cluster, dual‑zone climate, and utility-oriented comfort for work or off‑road use. Right‑hand-drive production has been confirmed, and the RD6 has launched in Thailand, making an Australian release possible in 2026, though pricing and full specifications are yet to be announced.

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Isuzu D-MAX EV

The Isuzu D‑MAX EV is a fully electric version of the popular midsize ute, with right-hand-drive units expected in Australia in 2026.

While Isuzu Ute Australia has not confirmed local availability or pricing, the EV features a dual-motor full-time 4×4 system producing 140kW and 325Nm, paired with a 66.9kWh battery delivering about 263km WLTP range. Payload is listed at 1010kg and braked towing capacity 3500kg, matching the diesel D‑MAX.

In 2025, Isuzu UK announced pricing will start from £59,995. That works out to around $117,000 AUD before on-road costs. First deliveries in the UK are expected in March 2026, following an official launch in February. However, there’s been no confirmation yet for an Australian release.

JAC T9 EV

The JAC T9 EV is a fully electric dual‑cab 4×4 ute showcased in Australia, though local sales and pricing have not yet been confirmed.

JAC has also begun mining-industry trials in Western Australia to test performance and battery durability under harsh conditions. It pairs an 88 kWh LFP battery with a dual-motor AWD system producing 220 kW and 516 Nm, offering an estimated 330 km WLTP range. Practicality is retained with a 900 kg payload, a tub sized for a standard Australian pallet, and vehicle-to-load functionality for powering tools or campsite gear.

While timing for a full Australian rollout is unclear, the T9 EV remains one of the more realistic near-term electric 4×4 ute options for tradies, fleets, and off-road enthusiasts.

Toyota HiLux BEV

The Toyota HiLux BEV is set for release in the first half of 2026, though pricing has not yet been announced.

Toyota’s first alternate-fuel HiLux is a full battery-electric vehicle, powered by dual electric motors and a 59.2kWh lithium-ion battery, with the SR5 double-cab expected to deliver an NEDC range of around 315km. Fast charging from 10 to 80 per cent is expected to take about 30 minutes via a 150kW DC charger, or a full 10 to 100 per cent AC charge in about 6.5 hours.

Available as a double-cab ute or cab-chassis in SR and SR5 grades, it retains the ladder-frame chassis with the battery protected underneath. Motors send 205Nm to the front and 268Nm to the rear through full-time AWD, paired with a five-mode Multi-Terrain System (Rock, Sand, Mud, Dirt, Moguls). Off-road capability mirrors diesel models: 700 mm wading, 29° approach, 25° departure, 218mm ground clearance. Payload is 715kg, with 2000kg braked towing.

Primarily aimed at commercial users in industries like mining and farming, the HiLux BEV has been tested for over a year with BHP, while Toyota is also developing a hydrogen fuel-cell (FCEV) version slated for 2028.

MORE New 4x4s coming to Australia in 2025, 2026 and beyond!

The perennial bush favourite – Toyota’s LandCruiser 79 Series – has a new competitor in the Quartermaster pick-up from British brand Ineos. While the LandCruiser brings 40 years of bush-bred heritage and proven durability, the loss of its V8 diesel in favour of a four-cylinder has many traditional Toyota owners looking elsewhere.

The Quartermaster is the cab-chassis variant of the Ineos Grenadier wagon and, like the wagon, it comes in three grades with petrol or diesel six-cylinder engines, live axles, diff locks and genuine heavy-duty underpinnings. But is the hardware enough to entice hard-core 79 owners to consider a relatively new European contender?

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The LC79 is many things to many customers, and part of its appeal has always been the extensive aftermarket support that allows owners to tailor the vehicle to their needs. We’ve showcased plenty of LC79 builds on these pages over the years. Only now are we starting to see Ineos vehicles built up as heavy-duty 4×4 tourers, and this build from Jason Bell is the first Quartermaster we’ve had the chance to inspect.

Jason’s rig is a 2024 Quartermaster Trialmaster, and when it came to transforming it into his ultimate off-road tourer, he handed it over to Ineos specialists GrenX. GrenX is the company behind the Grenadier that graced our cover 12 months ago, and the man behind the brand, Rohan, told us that Jason was the perfect customer to work with in developing the Quartermaster.

“Jason is an exceptional customer,” Rohan said. “He gave me full creative freedom to build my interpretation of the ultimate GrenX Quartermaster, with no limitations.”

Back when we featured Rohan’s Grenadier, he spoke about the big plans he had for future Ineos builds, and judging by Jason’s Quartermaster, this project has allowed him to realise them. While the look and stance of the finished rig are impressive, some of the most significant upgrades are concealed underneath. Like most factory 4x4s, the Ineos models could do with a boost in load capacity, so GrenX has developed Second Stage Manufacturer (SSM)-approved GVM upgrade kits for both the wagon and cab-chassis models.

Jason’s truck now has a GVM of 4499kg, up from the factory 3550kg. To achieve this extra capacity, GrenX fits Dobinsons remote-reservoir shock absorbers and springs, along with additional bracing on key sections of the chassis and diff housings. A Bilstein steering dampener – specifically developed to improve the Ineos’ steering feel – is also part of the package.

All GrenX modifications and the uprated GVM are carried out under SSM approval to ensure compliance, and this also covers an increase in tyre size up to 37-inches. Of course, all of this is done to allow the vehicle to carry a truckload of touring accessories, recovery gear and protection equipment while still remaining within its load limitations.

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Loaded with accessories

To carry the kit, the truck is fitted with a tray and canopy developed by GrenX, which in turn supports a Clevershade awning up top, tapered toolboxes underneath, a rear trundle tray, a 70-litre water tank, internal storage drawers and a Bushman 130-litre fridge.

A Bushman drawer fridge will also be installed by the time you’re reading this. Protection gear includes a GrenX rear bar and rock sliders, along with an Offroad Animal bullbar. A Warn 12.5 Evo winch is tucked neatly into the bar, ready for recoveries.

Ineos offers buyers a choice of petrol or diesel six-cylinder BMW engines, and Jason chose the latter for his Quartermaster. In standard form the engine makes a claimed 185kW and 550Nm, but a GrenX ECU tune bumps that up to a far more useful 700Nm. The GrenX 4.5-inch intake snorkel and airbox ensure plenty of fresh, clean air is fed to the engine.

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Putting that new-found torque to work are 35-inch Yokohama muddies mounted on forged alloy wheels, and they’re just the ticket for off-road use – in any conditions. That’s exactly what Rohan set out to achieve with GrenX – turn-key builds that improve the performance and capability of Ineos 4x4s, tailored to each owner’s needs and desires.

Will it be enough to emulate – or even topple – the success of the LandCruiser 70 Series? Time will tell. But the product already looks and performs well above what the manufacturer intended, and that’s exactly what a bespoke-built 4×4 should do.

MORE Grenadier news and reviews!

I slipped the Cruiser into four-wheel drive and eased onto the sand track that dropped down to the beach.

It was the final leg of my journey retracing Charles Sturt’s 1829-30 expedition down the Murrumbidgee and Murray rivers to the sea. Just a few days earlier, Facebook warnings suggested the beach was soft, but whatever had worried people must have changed. Once I’d dropped tyre pressures, I never had a worry.

JUMP AHEAD

From Camden to Canyonleigh

The first couple of days had started easily enough – bloody filthy weather aside – as we left Camden on the southern edge of Sydney’s greater metropolitan area.

Back in November 1829, at the outset of his second major expedition, Sturt stayed with a friend at the newly established Brownlow Hill station, the region having only been settled a few years earlier. Remarkably, that property just west of central Camden has survived the pressure of urbanisation and remains one of Australia’s most significant colonial estates — a rare, near-intact early farm now protected by heritage listing. Brownlow Loop Road cuts through the estate and offers great views of the historic property; it’s a public road, even if the signage at either end may suggest otherwise.

As you’d expect, in the nearly 200 years since Sturt headed south, plenty has changed – and finding even a dirt road that lined up with his route proved a genuine test of my map-reading skills (or lack thereof). Still, south of Picton we picked up a long run of gravel through Canyonleigh, following the general line of Sturt’s path to a shallow ford on the Wollondilly River near the tiny hamlet of Towrang. It must be said the ford isn’t always shallow, nor is the Wollondilly always gently flowing, as the flood debris piled on both banks makes clear. Be prepared to turn back if the river is running too fast or too deep.

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Through Goulburn and beyond

Sturt had camped on the Wollondilly nearby, at the base of the Cookbundoon Range in mid-November 1829, but try as I might to do the same, I was continually stymied by private property and ‘No Entry’ signs.

I pushed on to Goulburn and followed dirt roads across the Breadalbane Plains, then up and over the low Cullerin Range to Gunning, keeping reasonably close to Sturt’s original track – and what would later become the route of the original Hume Highway. The Lachlan River rises in the hills north of here, forming one of the major west-flowing water arteries that we’d meet again later in the trip.

At Jugiong, Sturt had his first sighting of the Murrumbidgee – and like him, so did we – before we pushed on to Gundagai, where Sturt and his men crossed to the river’s southern bank. A monument marking the crossing stands in the local caravan park near the modern road bridge. Back in Sturt’s day, the Gundagai area represented the very edge of European settlement, so from this point on he and his party were heading into essentially unknown country.

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Along the Murrumbidgee

We pushed on, keeping close to the Murrumbidgee as we headed towards Wantabadgery, stopping just short of the small town at the very pleasant Sandy Beach.

We’d camped there before, and I knew it would be just the start – a great introduction to the many fine camping spots dotted along the Murrumbidgee that we’d enjoy in the days ahead. In Wantabadgery we pulled up to check out the small monument to The hero of Wantabadgery – Senior Constable Edward Mostyn Webb-Bowen – who was fatally wounded in 1879 while trying to capture the infamous bushranger Captain Moonlight (sometimes spelt ‘Moonlite’). Moonlight was later caught and hanged for his crimes, and both the policeman and the bushranger are buried in Gundagai.

Following the Murrumbidgee westward, about 18km east of Wagga Wagga we swung into the Oura Beach Reserve for a look, but with it being early in the day – and the place already dotted with vans and campers – we pushed on. West of the city we were back on the gravel, River Road starting out in good condition before gradually degenerating into a 4×4 track as we passed the last of the farmhouses along the river.

Passing through a gate into what’s known as Jones Reserve, we found ourselves right on the banks of the stream – a cracking spot to pull up for a night or two. The track continues on, heading away from the water and winding through open forest and across a few grassy dunes before meeting Old Narrandera Road. As the signs on the exit gate later revealed, somewhere since leaving the river we’d passed into Saw Pit Reserve which, as a designated Travelling Stock Route, doesn’t allow camping. I’m never quite sure why that rule applies to these open bush areas of Crown Land – or whether it applies to those actually driving stock.

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Camping and the Murrumbidgee Valley Regional Park

East of Narrandera we had a look at the camping options at Berembed Weir and at the Rocky Waterholes. My pick is Berembed Weir; it was far quieter than the Rocky Waterholes site.

West of Narrandera, on the north side of the river, a series of disjointed forest and bushland parcels make up the Murrumbidgee Valley Regional Park (MVRP – pronounced Mer-um-bid-gee if you’re not a local). Along here the riverbanks and their big river red gums look much as they would have in Sturt’s day. The park offers plenty of campsites dotted along the river, some with sandy beaches ideal for swimming or paddling.

To stay close to the river, take River Road west of Yanco, where you’ll find access tracks leading through the red gum forest to the water’s edge. When we were here a few years back the tracks were strewn with fallen timber; this time around it wasn’t an issue – but be warned. Most of the tracks are easy going when dry, but when wet these mostly black-soil plains can turn even a simple trail into something slippery and boggy. In the Willbriggie section of the regional park, west of the small town of Darlington Point, you’ll find a half dozen campsites along the river with Swaggies Beach being our favourite.

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Crossing the Hay Plains and Sturt’s Tree

As you head west, the road crosses the Hay Plains well away from the river and seems to stretch to eternity across a flat, dun-coloured landscape of saltbush, bluebush and drying lignum.

The only relief from the monotony comes from the lines of trees marking an ephemeral watercourse or an occasional stand of hardy acacias such as mulga and myall. Even Sturt recorded similar thoughts on the monotonous landscape stating, “Our route during the day was over as melancholy a tract as ever was travelled… It is impossible for me to describe the kind of country we were now traversing, or the dreariness of the view it presented.” He’d be amazed at the transformation that irrigation has brought to much of the region.

About 4km east of Hay, a small carpark on the south side of the highway – close to the river – marks the site of Sturt’s Tree. A plaque erected in 1979 identifies the location, the blaze on the tree now sitting at its base after being found almost buried under flood debris and mud built up over the intervening years. Hay itself has the popular Sandy Point Reserve along the edge of the Murrumbidgee – Sturt camped close by – but just west of town is the small Wooloondool section of the MVRP, which offers about half a dozen camping areas along the river. The western-most camp, Mad Dog Bend, is the best and largest in my view; like most sites in the MVRP, there are no facilities.

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Through Maude, Balranald, and the Murray

At the tiny hamlet of Maude we turned onto Nap Nap Road – there’s a camp right on the river’s edge just after the turn – and headed south-west, the route skirting the fringe of the vast Great Cumbungi Swamp.

The swamp sprawls across a huge expanse around the junction of the Lachlan and Murrumbidgee rivers. It stopped explorer John Oxley in 1817 and forced Sturt to take to his boat – which he’d dragged all the way overland from Sydney – only a short distance downstream of Maude. Today, much of the swamp has been drained, but you’ll still see remnants of lignum and cumbungi close to the road.

At Balranald we explored Yanga National Park, which protects more than 170km of Murrumbidgee River frontage – much of it looking much as it did when Sturt and his men rowed past. Centred around the historic Yanga Homestead, the property was once the largest in NSW, running in excess of 100,000 sheep in its heyday. In 1922 the 40-stand shearing shed shore 93,386 sheep and produced more than 2000 bales of wool.

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Back in the 1980s we used to chase feral pigs through the lignum here – great fun, and we were doing the environment a favour. Today there are a couple of camping spots in the park, both on the river: one close to Balranald and the other at the very northern tip of the park, which is by far the more remote and quieter of the two.

The Murrumbidgee ends where it joins the Murray, the point where Sturt and his party were swept out onto “a broad and noble river”. That junction of the two great streams isn’t easy to reach from the NSW side, so we crossed into Victoria and made our way to Junction Camp, east of the small township of Boundary Bend, in a section of state forest slated to become part of the proposed Murray River Park. Much of the track network here has become overgrown, and the camping spot at the actual junction leaves a lot to be desired. Passage Camp, just a few kilometres away, is a far better place to pull up with a camper or throw down the swag.

We followed the river westward and stopped at Junction Park in Wentworth, where we viewed the junction of the Darling and Murray rivers. It was here that Sturt had a tense confrontation with a large group of Aboriginal people – but throughout this expedition, and in his journeys before and after, his leadership meant no blood was shed on either side.

Back on the road we headed along a good dirt run to the Rufus River – named by Sturt after his friend’s red hair, believe it or not – and found a small camp beside the stream, just south of the large, shallow Lake Victoria.

Into South Australia

Next day we crossed into South Australia – the state whose very foundation, just a few years later, was shaped in part by Sturt’s journey down the river.

Here, amongst the vineyards and orchards of Australia’s food bowl, there are a number of parks and reserves that remain much as they were when Sturt sailed past. These include the Murray River NP and, further west, Morgan CP, to name just two. We like camping in the latter, on a bend of the river opposite the great cliffs Sturt wrote about, saying:

“It (the river) increased considerably in breadth and stretched away before us in magnificent reaches of from three to six miles in length. The cliffs under which we passed towered above us like maritime cliffs, and the water clashed against their base like the waves of the sea.”

Two days later we were standing on a low headland overlooking Lake Alexandrina, just on the outskirts of the pleasant Aboriginal community of Raukkan. You reach it via a short ferry ride across the narrow Albert Passage, which links Lake Alexandrina with the much smaller Lake Albert. Overlooking the passage is the small but distinctive Point Malcolm Lighthouse – the only lighthouse in inland Australia.

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On the outskirts of Raukkan stands a monument to Sturt, erected by the local community in 1930. It must be the only monument erected by Aboriginal people to a European explorer in all of Australia – I’ve certainly never heard of another.

On the western side of the lake is Point Sturt – visible from the monument at Raukkan on a clear day – from which Sturt sailed on the final leg of his journey. The headland is reached via a gravel road that cuts across flat farmland before giving way to a more natural landscape as you reach the low promontory overlooking the expanse of water. It’s not a bad spot to camp, especially if the wind has eased.

Sturt then pushed on down what we know today as the Goolwa Channel and camped near where the present-day barrage crosses the stream to keep saltwater out of the lake and surrounding country. From here, he and his men walked across the intervening dunes and along the beach to the Murray Mouth. Not being that energetic, I headed to the local Surf Life Saving Club and took to the beach for the final run in Sturt’s footsteps.

It had been an enjoyable and enlightening trip in the wake of one of Australia’s great explorers.

MORE SA travel yarns!

Why the Ranger Was the Clear Choice

For Stuart, owning a ute has always been about more than practicality. It’s about safety for his family, capability for his work, and the freedom to get outdoors whenever the opportunity comes up. After doing his homework, comparing models, and thinking long-term, he landed on a vehicle that ticks every box: the Ford Ranger XLT 3.2-litre diesel dual-cab.

Life With the Ranger XLT

Three years in, Stuart’s confidence hasn’t wavered. His Ranger is covered by a five-year warranty, including parts, and he keeps it serviced at the Ford centre in Brookvale. He’s not the only one either, with the Ranger topping Australia’s sales for a third straight year in 2025, outpacing Toyota’s HiLux to remain the nation’s best-selling 4×4.

Most of his driving is close to home on the Northern Beaches. Living in Allambie Heights means short, frequent trips — school drop-offs, commuting to work, and errands within five kilometres of home. But that everyday ease is exactly what he loves. The Ranger feels steady, predictable and comfortable, whether he’s carrying gear, the family, or both.

When the Ranger Needs to Work Hard — It Does

Stuart has put the Ranger to the test with towing, too. One of his standout moments was hiring a 15-foot caravan in Western Sydney and heading up to the Central Coast with his wife and son.

It wasn’t just the towing ability that impressed him — it was the confidence. The 3.2-litre diesel had all the power he needed for overtaking on the highway, and he never felt unsettled or underpowered.

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Taking the Ranger Off-Road — Including the Stockton Beach Sand Dunes

Stuart loves getting the Ranger off the bitumen, and he’s taken it through challenging terrain. A favourite is a track outside Goulburn, featuring steep climbs, river crossings and wombat holes. The Ranger XLT handles it all — stable, capable and fun.

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A Ute That Fits Every Part of Stuart’s Life

For Stuart, the Ranger XLT isn’t just a vehicle. It’s a safe family car, a reliable workhorse, and an adventure-ready 4WD that opens the door to experiences — from local errands to off-road weekends to unexpected dune-driving detours. It’s the capability, comfort and confidence that keep him loving it every day.

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Why Connor Chose the Ranger

For Connor McNally, an event manager for Cricket Australia, life is constantly moving — early mornings, shifting venues, and quick escapes whenever time allows. When he bought his 2016 Ford Ranger toward the end of the COVID-era market chaos, he needed a ute that was powerful, affordable and ready for anything. The Ranger – Australia’s top-selling 4×4 for the third year running – stood out for its real-world capability: strong towing performance, rear diff lock as standard, and the reliability he could trust day in, day out.

How the Ranger Fits His Work and Travel

Across Melbourne and beyond, Connor uses the Ranger as a mobile workspace. The metal canopy and custom rear setup let him haul equipment between offices and event sites without fuss. But once the work week wraps, the Ford Ranger transforms into his getaway vehicle. With a dual-battery system and fridge running full-time, he can throw a swag in the back, hook up a trailer or take off for a spontaneous winter trip with almost zero prep.

Towing, Trips and Real-World Capability

What Connor values most is how consistently the Ranger delivers. From towing his 1,600kg boat to running long highway stretches, it feels surefooted and strong — a big step up from other vehicles he’s towed with, including an MU-X. Even in Tasmania’s freezing August weather or South Australia’s 38-degree heat, the Ranger never faltered. And with a lift and plenty of clearance, it’s taken him deep into the kind of tracks he lives for.

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Taking the Ranger Further — From Tasmania to the Gibb River Road

Connor’s Ranger has carried him across some of the most memorable corners of the country: the wild west coast of Tasmania, the sweeping beaches of Rapid Bay, and iconic outback favourites like Cash Island, the Gibb River Road and the Dampier Peninsula. Whether he’s travelling solo or with his partner, the Ranger has even doubled as home for month-long stretches — something few vehicles can genuinely handle.

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A Dependable Companion for Every Chapter of His Life

At close to 240,000km, with dents and scratches inherited from previous owners, Connor’s Ranger wears its history proudly. To him, that’s the beauty of it. It’s dependable, capable and always ready for what’s next. Whether towing, camping or simply squeezing more adventure into his weekends, the Ranger is the vehicle that keeps pace with every part of his life.

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MORE Ford Ranger Reviews & News
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GWM has finalised specifications and confirmed drive-away pricing for the all-new Tank 300 Hi4-T PHEV, with vehicles arriving at dealerships from early April 2026. 

The plug-in hybrid combines a 2.0 L turbo engine with a 120 kW electric motor, producing 300 kW and 750 Nm, delivering strong on-road performance and genuine off-road capability.

The range offers two variants: Lux and Ultra, both built on a ladder-frame chassis with a part-time 4×4 system and low-range transfer case. Advanced traction and safety technologies – including differential locks, crawl control, adaptive cruise, and collision mitigation systems – ensure the Tank 300 performs off-road while remaining practical for everyday driving.

Inside, dual-zone climate control, a 12.3-inch touchscreen with Apple CarPlay and Android Auto, wireless charging, and multiple power outlets combine with a spacious interior to enhance comfort and convenience. A 37.1kWh battery delivers an NEDC-rated 955km combined range and 115km EV-only range, with fast-charging and V2L capability making the PHEV suitable for both adventure and daily use.

Drive-Away Pricing

What do you get: Lux

Mechanical / drive

Battery

Weights and capacities

Exterior

Interior and comfort

Infotainment

Driver assistance and safety

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What do you get: Ultra (incremental to Lux)

Mechanical / drive

Exterior

Interior

Driver

MORE Tank 300 news and reviews!