GWM has confirmed the Cannon ute will officially go on sale in Australia from February 2025.

Following a successful year of growth for the Chinese brand – which saw a total of more than 42,000 GWM vehicles sold in Australia – the Cannon ute will use the same 135kW/480Nm 2.4-litre turbo-diesel engine and 3500kg towing capacity of the bigger Cannon Alpha.

“We’re excited to bring the new GWM Cannon to Australian customers in February,” said Steve Maciver, Head of Marketing and Communications for GWM. “With almost one in five vehicles sold in 2024 being a ute, it’s vital for GWM to stay ahead in innovation and technology while meeting the evolving needs of our customers.”

The Cannon ute will feature revised exterior styling consisting of a new grille and lower front bumper, and a new wheel design. Plus, an overhauled interior will include a reconfigured dash with a larger infotainment touchscreen and digital instrument cluster. The Cannon ute will also adopt the gear shift lever as found in the GWM Tank.

The story to here

The 2024 GWM Cannon Ute has officially debuted in China, with the facelifted and revamped model securing a 2.4-litre turbo-diesel engine for the first time.

It’s the same 135kW/480Nm unit as found in the Cannon Alpha already on sale in Australia. In that vehicle it has an official fuel consumption figure of 8.9L/100km, and it’s mated to a nine-speed automatic transmission and coupled with a Torque On Demand (TOD) four-wheel drive system that features a Borg Warner transfer case.

The visual changes of the MY24 model – both inside and outside – were first seen back when the curtains dropped at the 2023 Shanghai Auto Show, and you can read about that below.

Earlier this year (April 2024), GWM Australia and New Zealand’s head of marketing, Steve MacIver, told 4X4 Australia that discussions are certainly underway to bring the 2.4-litre turbo-diesel engine to Australia.

“The GWM Cannon Ute has been a big contributor to the brand’s recent success in Australia. As such, we continue to work with the factory for opportunities to make it even better. The addition of a larger and more powerful 2.4L diesel engine is certainly an opportunity that we’re in discussions with the factory on,” MacIver said.

“It’s not yet locked in for Australia, but, suffice to say, we’ve expressed our interest in this powertrain upgrade and indeed any other improvements that add further to the Cannon’s already strong appeal.”

Cannon debuts at 2023 Shanghai Auto Show

The facelifted 2024 GWM Ute debuted at the 2023 Shanghai Auto Show.

It was headlined by a completely redesigned interior similar to the brand’s Tank products, with a freestanding 7-inch digital instrument cluster and a 12.3-inch infotainment system. Currently, the GWM Ute features an integrated 9-inch touchscreen and a hooded instrument cluster in either a 3.5-inch or 7-inch configuration.

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The infotainment system appears to be running new software, with a built-in SIM and WeChat and Douyin (TikTok) support in China. The vehicle can be controlled via a smartphone application in its home market. To accommodate the larger touchscreen, the centre air vents have been moved below the dashboard, and there are new upholstery options, including two-tone black and brown leather.

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However, as with GWM’s Haval SUV range, the larger touchscreen sees the omission of physical knobs for the air-conditioning and media controls, replaced by a row of shortcuts for the touchscreen. Other additions include; a new steering wheel and shift-by-wire gear selector lifted from the Tank 300, a 50-watt wireless phone charger, USB-C charge ports, and a heated steering wheel.

Outside, the refreshed Ute features a new-look front grille and bumper with larger circular fog lamps, and a standard hard tonneau cover for select variants.

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An updated active safety suite now includes Level 2+ semi-autonomous abilities, including traffic jam assist, while an automatic parking system has also been added.

The powertrains, including the 2.0-litre turbo-petrol and 2.0-litre turbo-diesel, have no updates to correspond with the update. As such, expect Australian examples to remain motivated by the current 120kW/400Nm 2.0-litre turbo-four diesel engine matched to an eight-speed torque-converter automatic transmission.

A blacked-out Vanta flagship and two cab-chassis variants were recently added to the GWM Ute dual-cab range in Australia, while a more-rugged Off-Road Edition has been homologated and could launch here in the coming months.

GWM Australia has also homologated single-cab and manual transmission versions of the Ute for local sale – but these variants have yet to appear in showrooms.

With the popularity of full-size American pick-ups continuing to grow in Australia we wanted to take a closer look at what the attraction is, and what it would be like living with one in suburban Melbourne.

With that in mind we picked up this Ford F-150 which we’ll be driving over the next three months. This example is the base-spec XLT and we chose the short wheelbase variant thinking it would be a bit easier to park around town. The F-150 XLT SWB starts at around $107,000 plus ORC.

JUMP AHEAD

• Part 1: F-150 in the 4X4 shed
• Part 2: Is bigger better?

Part 1: F-150 in the 4X4 shed

While the plan is to see what the Effie is like around town, we admit that these full-size trucks do their best work out on the open roads and highways, and that’s what we did first up, hitting the highway for an interstate road trip and weekend camp.

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This might be the SWB model but that only limits the length of the cargo tub, leaving plenty of space in the cabin. With rear-seat passengers and the seat squab folded up, there’s a ton of flat floor space to carry your gear inside the cabin where it is secure.

I was able to fit a 40-litre fridge and a power pack to keep it running in the rear-seat area as well as my swag and kit pack. I used the seat mounts to secure the heavier gear with tie-down straps and with a bit more planning I could have used an elasticised cargo net as well. Some specific tie-down points here would be handy and the Ram 1500 has them for just this reason.

With my gear in the cabin, all I had left to load into the massive cargo tub was a couple of bags of firewood and some car parts I needed to drop off. The bed has a spray-in liner, plenty of tie-down points, and a handy fold-out step that makes it easy for fat old blokes to climb into the tray when loading.

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There are a few features in the F-150 XLT that I actually prefer over the higher-spec Lariat; the cloth seat coverings feel hard wearing without feeling cheap and harsh, and I think they will stand the test of time longer than the leather pews in the Lariat, and XLT’s column-mounted transmission shifter is easy to use and frees up the the centre console for storage. The console is huge compared to what you get in any midsize ute, and it’s nice to be able to make the most of it without a T-bar shifter taking up space.

The XLT’s multimedia screen is not as big as the one in the Lariat but it is still big enough and easy to use. Everything about living with the F-150 is easy, except parking it in town.

Out on the highway the Effie tours with ease, eating up the highway miles with an average fuel use in the low 12L/100km range. The 678Nm twin-turbo V6 petrol engine has plenty of poke for overtaking and the 10-speed auto kicks back the ratios accurately when you put your foot down to overtake.

These big trucks make interstate trips effortless, meaning less stress and fatigue for the driver, and the 136-litre fuel tank means that while you’re not stopping at every fuel station, you’ll be pulling up just enough to give yourself a break when you need it.

We did have one small niggle with the Effie from the start; each time we started the truck, the dash display would give a low battery voltage warning, and this continued after the road trip which should have well and truly had the battery charged. It wasn’t a problem and even after sitting in my driveway for a week the F-150 still started straight away when I hit the button. Ford chose to check it out and simply replaced the battery to avail any further problems.

We hope to put more miles on the F-150 over the coming months including the holiday break, loading it up and getting some dirt under the tyres. We’ll keep you posted.

Part 2: Is bigger better?

It’s been a month in the city for the big Ford and I’ve learned to pick the times when I need to go and buy groceries and where to find the best parking spots.

Yes, the F-150 fits width-wise in a standard supermarket parking spot but it can be a squeeze, and the folks parked on either side might not be able to get in their cars if they return before you do, but it does fit – even if the tray is hanging out a bit. Most of the locals just stare in horror that I would even park it there.

While many comment on how big the F-150 is they don’t realise that it’s really not that much bigger than a Ranger or Hilux, but its bigger than what they are used to. It’s that size that make the Effie so comfortable and such a pleasure to drive. Aside from the suburban parking, driving the F-150 is a dream and I can’t wait to get out of town with it.

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Even though most people only see the big size of the Ford, it’s the little things that are the only real negatives to it. Like the piddly little side mirrors. Big trucks need big mirrors and with the tiny mirrors that the F-150 comes with you can easily lose an SUV or family hatch in the blind spots down the sides. It means moving I your seat to get a proper look down the side iof the truck before you think about making a lane change or turn, just to make sure there’s not another car hidden there.

I’m sure that Ford offers the F-150 with bigger side mirrors in the USA so I can’t understand why Ford Australia wouldn’t have specified them for the Aussie trucks. Especially as many F-150 buyers will be making their purchase to tow a large caravan or other trailer. It leaves big opportunity for the aftermarket to come out with mirrors better suited to the truck and what it will be used for.

Something else that it totally inadequate on the F-150 XLT is the piss-poor performance of the halogen headlight. The XLT get halogen lamps while you have to step up to the Lariat to get LED lighting. In my opinion, the both should have LEDs standard.

The first time driving the Effie at night I was switching the lights on and off trying to determine if they were on or not. I could only see if they were on if they caught a reflective road marker and it wasn’t until I got out of town and away from streetlights that I could see the actual beam on the road. When other cars were overtaking me the difference between the beams from their lights compared to the Ford’s was remarkable. Something else for the aftermarket to come up with an upgrade.

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I mentioned last time how much I appreciated the large flat area in the back seat for stowing my 40-litre fridge, swag and other camping gear for a weekend trip; I found another use for it when I was able to put a full-size 26-inch Cruiser pushbike in the back without having to remove a wheel or loosen the handlebars. That’s something no mid-size ute can accommodate.

Yeah, I could have put it in the tray, but it would need to be secured there and it would be vulnerable to theft and be out in the weather. The back seat space it ideal.

• Kilometres this month: 223km
• Average fuel use: 13.4L/100km

2025 is destined to be another huge year for the four-wheel drive community.

We have a number of hugely anticipated vehicles on the horizon – Kia Tasman, GMC Yukon and Ranger PHEV, to name a few – and plenty of ground-breaking aftermarket gear to suit.

To kick off our year here at 4X4 HQ, we’ve put together an eclectic selection of 4×4 content for your perusing pleasure, including an off-road drive in a right-hook Tundra Limited, a head-to-head between the Tundra and an F-150 Lariat, and an in-depth look at a six-wheel BT-75.

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The six-wheel BT-75 in question is essentially a BT-50 on steroids, courtesy of serious chassis and suspension mods carried out by the team at Six Wheel Conversions. As a result, it has a new GVM of 4630kg (3100kg as stock) and the GCM is a ludicrous 8130kg (up from 6000kg). Think of a modification, and this beast has probably had it done.

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Another, rare custom featured in the January 2025 magazine is a Mahindra Scorpio that dares to be different. You don’t see many Scorpios around the tracks, and certainly not one as well-equipped as this one. Sourcing gear may have been a struggle for the owner, but the fit-for-purpose result looks like it was all worth it in the end.

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We also secured a drive of Volkswagen’s Amarok 10 Deserts Edition, a commemorative vehicle from VW released to celebrate its recent Guinness World Record for driving Australia’s 10 recognised deserts in a time of six days and 17 hours in a modified Amarok. This special edition Amarok features bespoke 17-inch alloy wheels, raised suspension, underbody protection and a soft tonneau cover. Aggressive all-terrain tyres are available as a no-cost option.

Our BIG build for 2025 is off to a massive start, with the 79 Series LandCruiser preparing for the bush with a package of protection and recovery gear from Ironman 4×4. Plus, we sent it to MultiDrive to rectify the discrepancy between its front and rear wheel tracks. While we were there, we added on a few extras from the folks next door at NSV Australia.

We were also elbow-deep testing new products for this issue, including a Terrain Tamer ELocker; Terrain Tamer aluminium radiator; Pak Offroad 40-litre water tank; CAOS LED lanterns; and a Bendix Ultimate brake upgrade kit.

What else is there?

• Tracking the Old Ghan Railway
• Exploring Duncan Road in WA/NT
• Triton GLS in the shed
• F-150 SWB XLT long-term update
• New products, news and more!

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

Australia will more than likely be getting a plug-in hybrid SUV from the folks at BYD, with spy shots of the off-road SUV on local roads circulating online.

The image shared to the BYD EV Owners Australia Facebook group shows a heavily camouflaged Fang Cheng Bao 5 PHEV – to be sold in Australia as the BYD Denza B5 – in left-hand drive, wearing a NSW number plate.

To compete with the likes of the Toyota Prado, Ford Everest and Isuzu MU-X, the The Denza B5 will almost certainly be offered at a considerably thriftier price – much like the BYD Shark which launched in Australia with a mouth-watering sub-$60K price tag.

The Denza B5 is built on BYD’s DMO (Dual Mode Off-Road) platform – the same set-up underpinning the Shark – but it is powered by a 1.5-litre turbocharged 135kW engine that works in tandem with two electric motors on each axle (485kW) for a combined output of 505kW and 760Nm. Comparatively, the Shark produces 321kW and 650Nm.

The PHEV drivetrain – and its 85-litre fuel tank – gives the Denza B5 a claimed range of about 1200km and a 0-100km/h time of 4.8 seconds. Using just the 31.8kWh battery is said to provide an electric range of approximately 125km.

The Denza B5 features height-adjustable hydraulic suspension, which maximises ground clearance to a generous 310mm. It measures 4890mm by 1970mm by 1920mm and has a wheelbase of 2800mm. Plus, the interior is similar to the BYD Shark, which includes a 15.6-inch touchscreen, a 12.3-inch instrument display, and four-zone climate control.

In China, the Denza costs between 239,800 and 302,800 yuan (approximately AU$52,000 to AU$66,000). An Australian release date has yet to be confirmed, but we expect it to occur in the second half of 2025.

One of the most often spoken about aspects of the VDJ LandCruisers is the discrepancy between the front and rear wheel tracks.

The wheel track is the width between the wheels across the vehicle, measured at the centre line of the tyres. There was never a problem with the wheel track on 70 Series LandCriuisers prior to 2007, but that is when Toyota introduced the VDJ V8 engine. To make the V8 fit in a chassis that was designed for an inline six, Toyota had to widen the chassis rails at the front of the vehicle and this included the front live axle setup, thus widening the front wheel track.

Toyota never saw fit to widen the rear axle to match the new wider front, resulting in a difference front to rear of 95mm, which might not sound like a lot but having the rear wheels out of line with the front has a considerable effect on the way the LandCruiser handles, particularly on rutted roads and sandy tracks where the rear wheels don’t follow the tracks created by the front wheels, so they end up squirreling the vehicle around when trying to drive in a straight line. This problem is amplified if you have a heavy load in the tray or on the towbar.

Even after more than 25 years, Toyota still refuses to acknowledge that this is a problem with the 70 Series LandCruiser and says there is no reason to rectify the wheel track discrepancy. Thankfully the aftermarket does recognise the problem, and a number of companies have come up with solutions. One such company is Geelong’s Multidrive Technology, which is where we sent our LandCruiser to rectify the track.

A modification that changes a vehicle’s wheel track in this way is something that needs to be engineer approved and the Multidrive solution has second stage manufacturing (SSM) approval so it is covered nationally when done before the vehicle is first registered. If the work is done after the vehicle is registered it will need to be approved by an engineer in the state of vehicle registration… and again anytime that registration is transferred interstate, so it’s always best to get the mods done pre-rego if possible.

Multidrive Technology works with Terrain Tamer on the engineering side of its GVM upgrades to the 70 Series and the rear track correction is covered under the GVM SSM on our vehicle.

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Multidrive currently has two options for widening the rear track on the 70. The first is the Tru Tracker which uses replacement bolt-on stub axles that widen the rear-end and use wider axle shafts. The Tru Tracker only allows a GVM up to 3780kg but for our vehicle, with its 3950kg Terrain Tamer GVM upgrade, we went with the higher rated option.

The 3950kg rated rear diff employs a remanufactured OEM axle housing using the OEM stub axles and replacement axle shafts. The remanufacturing process cuts the OE housing into sections with new billet axle tubes and housing sections welded back in between the centre and outermost parts of the housing. The remanufactured housing also extends the buttressing that is under the factory housing, wider than OE to the outer ends for increased strength.

The remanufactured diff housing is refitted with the original diff centre and brakes and fits back in using all the original mounting points and hardware. New brake lines are required to reach the brake calipers as these are now further out from the centre and these are included in the kit, along with all other hardware required.

Installation

Installing the wider rear axle into our LandCruiser was relatively easy for the team at Multidrive’s HQ. Most of the company’s work is building and modifying 4×4 vehicles for various departments such as fire brigade, forestry, mining and other industries that require built-for-purpose 4×4 vehicles.

Along with the Ford Ranger and Toyota Hilux, many of these vehicles are LandCruiser 79s with modifications ranging from simple upgrades to chassis extensions, 6×6 conversions and complete builds. Rear wheel track correction is usually a part of all the 70 Series builds as the relevant departments also want to rectify this shortcoming in the Toyota product to ensure the safety of their staff who drive them.

To put it simply, once the rear wheels have been moved, the brakes are likewise taken off allowing the axles to be slid out of the housing and the diff centre removed as well. Then the housing can be unbolted from the leaf springs and removed, and the replacement wider housing installed in the reverse order. Once the job is completed you’d swear it was like this when it came out of the Toyota factory, and only an eagle-eyed spotter might notice the extra width between the leaf springs and the backing plate on the brakes where you can also spot the extra bracing under the housing.

A perfect fit and retaining the factory look of the diff isn’t the only advantage of using the remanufactured housing over a fully fabricated one. By retaining the factory Toyota centre section where the diff centre bolts in, you maintain the correct lubrication required for longevity of the mechanical parts. Some fabricated housings with flat steel rather than the bowl-shaped Toyota housing have been known to suffer from premature failure.

We’re yet to load the Cruiser up and hit the tracks with it so we can’t comment on the way it drives, but we can say that the 79 now looks ‘right’ with its rear wheels in line with the fronts.

NSV extras

While we were at Multidrive we slipped in next door to NSV Australia to see what was going on. Both Multidrive and NSV Australia fall under the umbrella of Kinetic Engineering who perform a wide range of engineering services and work for a variety of industries and companies.

NSV is more of a vehicle accessories business which has until recently concentrated on the Middle East and USA 4×4 markets, but is now trading in Australia and was happy to fit some of its 70 Series accessories to our ute.

NSV’s Smart Air Compressor kit mounts an air compressor out of the way, yet still easy to access under the passenger seat. The unit mounts on its own bracket which is then held in place using the OE LandCruiser seat mounts so there’s no additional drilling or fabrication required.

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The included wiring harness plugs directly into the Cruiser’s harness so there’s no dodgy wiring or connections needed – it’s simply plug and play.

The single pump compressor is a compact unit that is rated to >50L/min@40psi with a maximum working pressure of 150psi and a duty cycle of 20 minutes on/40 minutes off. Sure, that’s not going to challenge the speed of the big twin-pump compressor that you might have already, but there’s more to the NSV compressor than you might expect…

A control panel that mounts into the dash on the passenger side of the vehicle allows you to set the pressure you want the tyres set to, be it for on-road, sand, gravel or heavily loaded; screw the included hose onto the tyre valve and the pump will automatically inflate or deflate the tyre to the set amount. As the tyre valve connection is a screw-on type it allows you to step away from the wheel to do other things while the compressor does its work and the control panel switches the compressor off once the desired setting is reached.

The kit is high quality and is made to OE standards, hence the plug and play nature of the fittings.And when we say OE standards we mean it; the NSV compressor kit for the Toyota Tacoma is offered as a factory accessory under a Toyota part number in the USA. That kit mounts the compressor behind a panel on the load bed with the air outlet and control panel in the tray where it is easy to access.

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At the time of writing, NSV was working with Toyota Australia to hopefully offer a kit for the 250 Series Prado as a genuine accessory sometime in the future. Ahead of the passenger seat NSW can fit a quick release fire extinguisher bracket that is mounted using the seat mount bolts and holds an 80mm fire extinguisher securely in an easy to access position.

The bracket has been crash tested to ensure it meets all ADR requirements for an extinguisher mount to safely contain a relatively heavy object. NSV offers these extinguisher brackets for dual and single-cab LandCruisers, plus the popular Isuzu D-MAX, Ford Ranger and Toyota Hilux utes.

Other products already coming from NSV include a child seat mounting bracket for 79 Series, arm rests for 70 Series, and an integrated light bar for 200 Series LandCruiser, and we expect to see more products coming for the Australian market soon.

Building and equipping 4×4 vehicles for various industry uses as well as recreational four-wheel drivers has allowed Multidrive and NSV to develop high quality products to OEM and better specification that you know will fit and perform reliably.

Pricing

• MDT0039-ESC MDT welded diff disc ESC: $5850 plus freight ($6570 installed)
• LC70 Integrated Smart Compressor: $1177 plus freight ($1538 installed)
• QRFE Bracket (no extinguisher): $110 plus freight ($180 installed)

The Ford Ranger has ended 2024 just as it started the year: On top of the 4×4 sales charts.

In fact, the Ranger remained the best-selling 4×4 vehicle for every single month of 2024. In December, the Ranger registered 4231 sales, positioning it ahead of the Toyota HiLux and Prado.

On the year-to-date charts, the Ranger’s success transcends the 4×4 charts and positions it as the best-selling overall vehicle in Australia – when 4×2 and 4×4 sales are combined. A total of 62,593 Rangers were delivered to customers throughout 2024, placing it ahead of the Toyota RAV4 (58,718) and Toyota HiLux (53,499) on the final podium.

Despite this dominance, Ranger sales slipped in December 2024 (4493 sales) compared to the same month in 2023 (7767 sales). This significant decline of 42.2 per cent is reflective of the trends of the overall market, where LCV sales have started to slow.

A total of 270,351 LCVs found new homes in 2024, but 274,185 LCV sales were registered in Australia in 2023. Diving a bit deeper in the LCV segment reveals that the PU/CC 4×4 category– which accounts for a vast majority of sales within the segment – also dipped compared to 2023 (203,176 versus 208,716).

The SUV segment held the bulk of sales in 2024, finishing with 695,566 sales. That’s 57.0 per cent slice of overall sales, and an increase of 1.2 per cent compared to 2023 which saw 679,462 sales registered.

Still in its infancy, the all-new LandCruiser Prado continues to perform well on the charts, with the SUV notching up 2687 sales and ending December as the the fourth best-selling vehicle for the month – only below the RAV4, Ranger and HiLux. In fact, five of the ten best-selling vehicles in December are ones we drive here at 4X4 Australia: Ranger, HiLux, Prado, Everest and D-MAX.

However, FCAI Chief Executive Tony Weber expects new-found challenges will disrupt consumer preferences in 2025.

“While overall consumer preferences remain clear with SUVs and Light Commercial vehicles continuing to dominate the market and especially the top ten sales, many vehicles in these segments are either difficult or expensive to decarbonise,” Weber said. “This will prove to be a significant challenge in meeting the extremely ambitious targets of the New Vehicle Efficiency Standard (NVES) which began on 1 January 2025.

“The industry is responding to NVES by increasing the range of zero and low emission vehicles on offer. However, a continuation of current customer buying preferences will inevitably lead to the accrual of substantial penalties under the Government’s new scheme, which will create price inflation within the new vehicle market.”

Diesel and petrol sales were down in 2024 compared to the previous year – diesel sales dropped from 379,512 in 2023 to 369,842 in 2024; while petrol sales dipped from 588,596 sales in 2023 to 528,978 in 2024.

On the flip side, the Hybrid and PHEV segments registered improved sales in 2024 compared to 2023. A total of 172,696 hybrid vehicles were sold in 2024, up from 98,105 in 2023. A total of 23,163 PHEVs were sold, up from 11,572 sold in 2023. The EV segment dropped by 14.5 per cent, with 74,612 sales confirmed in 2024 compared to 87,217 in 2023.

In the battle of the Upper Large SUVs, the Nissan Patrol outsold the LandCruiser 300 Series by just 15 units in December – 726 to 711 sales – but neither of these vehicles could sneak into the top 10 on the 4×4 sales charts for December.

The Chevrolet Silverado (HD included; 362) outsold both the Ford F-150 (344) and RAM 1500 (277) in December; and the GWM Ute remains the popular budget choice (687 sales in December), preferred by consumers over the LDV T60 (454) and SsangYong Musso (113).

VFACTs has released its sales data for the year, with Toyota emerging as the best-selling brand in Australia in 2024.

Led by the RAV4 and venerable HiLux, Toyota was at the forefront of overall sales in 2024, accounting for 241,296 sales or 19.8 per cent of the market. This is an increase of 12.1 per cent compared to 2023, a year which saw the Japanese marque shift 215,240 units.

Toyota’s dominance was followed by Ford with 100,170 sales (8.2 per cent); Mazda with 95,987 sales (7.9 per cent); Kia with 81,787 sales (6.7 per cent); and Mitsubishi with 74,587 sales (6.1 per cent).

In fact, a new record was set in 2024 for the total number of new vehicles sold throughout the calendar year, with 1,220,607 sales representing a growth of 0.3 compared to 2023. However, FCAI Chief Executive, Tony Weber, has indicated there was a concerning sales trend in the second half of the year.

“The second half of the year showed a concerning trend with sales in the Private segment falling to very low levels as interest rates and general cost of living pressures impacted Australian families.”

“Customers are also increasingly making choices regarding environmental outcomes and the associated total cost of ownership of moving to low emissions technologies,” Weber continued. “So, while the sales of battery electric vehicles are lower than expected, this is offset to a degree by an increasing number of buyers turning to hybrid and plug-in hybrid models which make up 14.1 per cent and 1.9 per cent of the total market respectively.

“While overall consumer preferences remain clear with SUVs and Light Commercial vehicles continuing to dominate the market and especially the top ten sales, many vehicles in these segments are either difficult or expensive to decarbonise. This will prove to be a significant challenge in meeting the extremely ambitious targets of the New Vehicle Efficiency Standard (NVES) which began on 1 January 2025.”

On closer inspection, the Hybrid and PHEV segments were alone in registering improved sales in 2024 compared to 2023. A total of 172,696 hybrid vehicles were sold in 2024, up from 98,105 in 2023; and 23,163 PHEVs were sold, up from 11,572 sold in 2023. The EV segment dropped by 14.5 per cent, with only 74,612 total sales in 2024 compared to 87,217 in 2023.

Diesel and petrol sales were also down in 2024 compared to the previous year. Diesel sales dropped from 379,512 in 2023 to 369,842 in 2024; while petrol sales dipped from 588,596 sales in 2023 to 528,978 in 2024.

The SUV segment hoarded the lion’s share of sales in 2024, finishing the year with 695,566 sales in the bank. That’s a massive 57.0 per cent slice of overall sales, and an increase of 1.2 per cent compared to the previous year which saw 679,462 sales registered.

The Light Commercial segment was the next most sought-after, with a total of 270,351 LCVs finding new homes in 2024 (or 22.1 per cent of overall sales). Interestingly though, LCV sales were down in 2024 compared to 2023, where 274,185 sales registered in Australia. Diving a bit deeper in the LCV segment reveals that the PU/CC 4×4 segment accounted for a vast majority of sales (203,176). However, this segment also dipped compared to 2023 (208,716).

Passenger car sales continue to decline, with the segment dropping by 3.8 per cent in 2024 (14,005) compared to 2023 (16,245). This only gives the passenger segment a 14.6 per cent share of the new-car market.

When combining 4×4 and 4×2 sales, the three best-selling cars in Australia in 2024 were the Ford Ranger (62,593), Toyota RAV4 (58,718) and Toyota HiLux (53,499).

The minor weep from my 11-year-old factory-original radiator wasn’t a massive issue while driving around the ’burbs. The small stain on the ground was hardly noticeable, but it presented a possible major problem down the track.

Given the remote use this HiLux will be used for, along with the daily bump and grind, I opted for preventative maintenance over an emergency trackside dramathat could be caused by an overheated and damaged engine.

Given Terrain Tamer’s penchant for manufacturing products that are better than OE parts, I’ve opted to try the company’s heavy-duty aluminium radiator. Yeah, I know the horror stories of aluminium products cracking under stress and vibrations, but given the correct manufacturing procedures, mounting process and quality hardware, I have no doubt the Terrain Tamer unit will be fit for purpose, both around the ’burbs as well as on remote, rough tracks in hot weather.

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Ancillaries

Making the installation process a breeze are the identical mounting points to the OE radiator.

The swap involved simply unbolting parts from the OE unit, reattaching them to the Terrain Tamer radiator and hey presto – no custom fabrication, no sourcing extra components and, most importantly, no stress.

Once the radiator was fitted and pressure tested, it was time to drive – no other work was necessary.

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I also opted for the Terrain Tamer hose kit and low-coolant alarm. The kit provides every hose needed for the radiator replacement, while the alarm sounds an audible buzz to alert for loss of coolant.

Notably, it’s not a temperature-related alarm but a low coolant alarm. Each time the engine is started, a short buzz, plus the lighting of the LED light, tells me the system is working and correctly filled.

I haven’t had the alarm alert me for any loss of coolant, so that’s one parameter that can’t be tested until something awry happens – which hopefully doesn’t!

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What’s aluminium and what’s not?

While the top and bottom tanks, the fins and the tubes are all aluminium, the side-mounting brackets are steel, which are mounted in such a way as to avoid vibration and shock.

The fins’ pitch returns an improved cooling effect, as does the increased tube count.

The two tanks are fully pressed to prevent the need for any welding, which is historically the weak point of most aluminium products that spend their life in arduous conditions.

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How cool?

We cannot prove how much cooler the HiLux engine runs compared to the factory original radiator, not that it should under normal driving conditions.

It’s when the going gets tough, driving with heavy loads in hot climates, towing and in off-road conditions, where I’d expect the HiLux to keep its cool better and longer than the replaced unit.

The added strength and durability should allow the HiLux’s new radiator to dissipate the engine-produced heat more efficiently in all driving conditions.

To date, other than when I pop the bonnet and see the shiny new aluminium radiator, there is no way of telling if there is anything different with the HiLux. That’s a good thing; I’ll be sure to note the future workings of the new Terrain Tamer aluminium radiator as it is tested, so stay tuned.

After an enjoyable stint driving through the amazing Kimberley region I was hesitant to leave Western Australia, but with daily temperatures rising I knew I had to leave soon.

Crossing the border into the Northern Territory and watching the edge of the Kimberleys fade away in my mirrors, I was really hoping something would draw me back.

I was about 10 minutes into the Northern Territory when I saw a sign south to Halls Creek and the Buntine Highway. Now, always looking for adventure, I had a quick look at the map to see what was south and it all looked good to explore. The sign said that Halls Creek was nearly 450km away and that this was a remote and isolated area where travellers proceed at their own risk.

In the big scheme of things, I found Duncan Road just like many other outback roads, in pretty good condition, easy to drive after dropping some air out of the tyres, and with stunning scenery to pass the miles away.

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Heading south

Duncan Road was originally cut through in 1949 to service remote cattle stations and for the transportation of cattle out of the area, and it is notable in that it starts in the NT, crosses into WA, then back out into the NT and finally back into WA where it meets the Buntine Highway.

Along its length I was expecting a nice drive through savannah-type country but honestly, it blew my mind. I was travelling on the eastern edge of the Kimberley region the whole way down, intersecting stunning mountains with million-year-old rock formations covered with spinifex.

Heading down Duncan Road there are several rivers and creeks that are safe for swimming, and some really nice rock pools and gorges where you can set up camp for the night. Just make sure you respect the country where you stop to ensure it won’t be closed to future travellers; all along Duncan Road is private property.

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Halfway down a huge rock cairn caught my eye and I discovered that it was a memorial for the Ord River Regeneration Reserve.

The project was to regenerate and stabilise some severely eroded sections of the Ord River catchment which covered nearly 10,000km². They fenced the area, removed feral donkeys and cattle and reseeded the damaged and barren areas.

I was a bit bemused seeing potential flood warning signs along the way, but after seeing just how wide some rivers and creeks get in flood season I was amazed by just how much water must flow through this area. Duncan Road ends at Nicholson Station at the Buntine Highway, where I would continue west towards Halls Creek.

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Purnululu

On the southern side of Purnululu NP, the scenery is spectacular with the sun bathing mountains covered in golden spinifex grass and huge white gums.

Strangely, I didn’t see any Kimberley boab trees along this section of my journey. While it’s only 170km to Halls Creek, I camped 50km shy of there at Sawpit Gorge. There is a narrow and slow track into the gorge, where there are two camping areas near the Black Elvire River.

There’s a towering rock wall on one side and sandy shaded banks on the other where raging flood waters have cut a path over time. It’s a secluded and beautiful location to stop. Free overnight camping is allowed and there’s an eco toilet and rubbish bins here.

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The lower camp is 4×4 access only, and is set beside pools of water amongst gums and the massive rock wall. At different times of the day the sun lights up the wall with a stunning red glow.

There are several walking trails along the creek to spot wildlife or to find a private swimming hole and I have no doubt you will appreciate the tranquility. Back out on Duncan Road, a popular local swimming hole is Palm Springs. Also on the Black Elvire River, this palm-fringed spring-fed pool also has free camping.

With permanent water it’s called ‘an oasis in the desert’ where palms and soft grasses line the waterhole. It’s thought that Afghan teamsters planted the original date palms found here. One Afghan man, Sam Hazlett, and his Aboriginal wife Duddru, lived at Palm Springs for many years, where they used the springs for drinking water and to grow vegetables, which he sold locally.

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Gold rush

Not far down the road is Old Halls Creek, where the first gold was discovered in Western Australia and where the state’s gold rushes began. It was in 1885 that Charles Hall found a 28oz nugget here, hence this area becoming known as the Golden West.

Old Halls Creek was the site of the original gold mining community where prospectors followed the gold up the creeks and gullies from Brockman to Old Halls Creek. Today, some of the original mud buildings are protected under a huge shed from the belting sun and weather.

The 1885 gold rush was short and sharp here, but it brought people from the coast, and as far away as California. At its peak the town had stores for commercial and private trade. Out the back of the old town there’s a memorial for the RFDS that was erected for the service’s 90th anniversary, as this is the location where the idea for a remote doctor service originated.

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A chain of events in July 1917, with the accident of stockman Jim Darcy, eventually led to the founding of the Royal Flying Doctor Service in Australia.

Further towards Halls Creek a natural phenomenon has occurred where softer rock has weathered away leaving a striking pure white quartz wall rising up to six metres out of the ground.

Called China Wall, the white quartz stands out along its length over several mountains and into the gullies. It’s said that this wall of quartz can be traced all the way north to Kununurra.

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With nearly 500km under my belt I needed to head into Halls Creek to fuel up, but not before finding a couple of old stone huts on nearby Sophie Downs Station.

A horse track back in the late 1800s up to Wyndham, where the main port was, followed creeks for watering points, and the huts were built as rest stops or hotels. These are of significant historical value to the area.

If you have the time, like getting off the main roads, driving through stunning scenery, and setting up at amazing campsites, then this route is a no brainer. With amazing history and dramatic landscapes following the Ord River, I personally consider the Duncan Road to be one of the most scenic in the whole of the Kimberley.

Traction control advancements in new 4x4s are getting close or equal to the ability of a cross-axle diff lock.

Plus, for many, that factory traction control system is more than adequate for most situations that most people find themselves in when driving off-road. But with older 4x4s, like my 2013 HiLux, the electronic devices are left wanting, to the point of being almost worthless. This makes the aftermarket diff lock the best tool for any off-road job where one hundred percent drive is needed.

I went with the Terrain Tamer ELocker option on the rear diff only. Yes, there are benefits to both front and rear diff locks, but in my experience with many of my previous twin-locked 4x4s, the rear always gets used the most, so that’s how I’ve gone with my new (secondhand) HiLux.

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Why Terrain Tamer?

The advantage of purchasing the locker via Terrain Tamer is all the extras provided with the Harrop Eaton Elocker in the kit including a complete bearing and gasket kit, along with a comprehensive fitting guide.

Given the specialised equipment and thorough understanding of how to set the whole system up, the job is not really in the realm of a backyarder or the average DIYer – it’s best to leave this one to the experts.

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How does it work?

Without going into the intricacies of how a differential works, the Terrain Tamer ELocker is a manually selectable diff lock powered by the vehicle’s 12-volt system and is magnetically actuated – an electromagnetic system.

That manual activation is via an in-cabin-mounted switch that can be flicked both on and off at the driver’s discretion. Once ‘on’ or ‘locked’, the diff then sends equal drive to both left and right axles of the differential, allowing constant drive regardless of terrain or if wheels are in the air or on the ground.

That constant drive is what we rely on to get through all off-road situations easier: sand, mud, snow, rocks, ruts, uphill or down – you name it, and a diff lock will help you off-road.

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While the Terrain Tamer Elocker can be engaged while driving/moving, it’s suggested that it can only be done under 5km/h when both left and right wheels are turning at the same speed.

Given that I’m mechanically sympathetic, I only engage mine at a standstill, which requires understanding the terrain you’re about to drive and knowing if you might need it or not.

Once engaged, I know I have total drive to both rear wheels (given I fitted the locker to the rear diff), allowing me to take my Hilux further down most tracks and be safer on the driveline given the lower speeds at which I can tackle obstacles.

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Hardcore or touring?

Don’t be fooled into believing a diff lock is only for the ‘crash and bash’ mob, or competition use.

No siree. Any 4×4 will benefit from a cross axle diff lock, such as touring, playing or even the rarely used off-road 4×4. That diff lock really is a get-out-of-jail-free card that can be used in many situations.

No, you don’t have to wait until you’re stuck to use your diff lock; engaging it allows for a slower approach to most obstacles, resulting in less damage to both vehicle and terrain – a win-win product! Turn it on before you need it, drive the obstacle, then turn it off – easy!

Am I happy with the newly fitted Terrain Tamer Elocker? You betcha; I wouldn’t be without it in this HiLux and tend to use it more often than some to help ensure easier off-road driving.