They’ve been Australia’s best-selling new vehicles for years and, by a long margin, they lead the 4×4 sales charts. So it’s big news when one of the top two delivers a new model.

That’s exactly what happened at the end of 2025 when Toyota dropped the ninth-generation HiLux. It’s a major overhaul of the enduring Toyota ute, even if it’s not an all-new model. The big question is whether Toyota has done enough with the updated HiLux to wrest the number-one seller position back from the Ford Ranger, which has owned the title in recent years.

To put the two midsize utes head-to-head, we compared two of the more popular variants. The mid-range SR5 has long been a go-to in the HiLux range for both workers and enthusiasts, and the same could be said for the Ranger XLT. We have the HiLux SR5, but Ford was unable to supply an XLT Ranger for this test, so instead we have the Ranger Sport, which sits one step higher in the line-up. Coincidentally, the Ranger Sport V6 topped the charts in our 2025 Ute of the Year battle.

Part of the reason Ford couldn’t supply an XLT is that the company is preparing to roll out its MY26.5 Ranger update. Among the changes, it will mark the end of the 2.0-litre bi-turbo diesel, while availability of the V6 diesel will expand across the line-up, alongside a single-turbo 2.0-litre for lower grades.
At the time of writing, a Toyota HiLux SR5 automatic double-cab ute had an RRP of $65,990 plus on-road costs, while a V6 Ranger XLT was $69,090+ORC and the V6 Sport tested here was $71,340+ORC.

Add the $2500 Premium Pack to the HiLux SR5 and you score leather-accented upholstery, an eight-way powered driver’s seat with lumbar support, and a nine-speaker JBL premium sound system, bringing it closer to the Ranger Sport in both price and specification.

With that out of the way, let’s take a look at the two utes 👇

JUMP AHEAD

• Toyota HiLux SR5
• Ford Ranger Sport
• Verdict
• Specs

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Toyota HiLux SR5

Toyota calls this the ninth-generation HiLux, but it’s better described as a major update of the previous model.

The chassis architecture carries over in revised form, the cabin structure (including the glass) is also carried over, and the powertrain remains Toyota’s 1GD-FTV 2.8-litre diesel, now paired with a 48-volt system and backed by a six-speed automatic transmission and part-time dual-range 4×4 transfer case. It’s a classic case of ‘if you’re on a good thing, stick to it’ – Toyota hasn’t messed with what is a well-proven and capable drivetrain.

The engine produces 150kW and 500Nm with the automatic transmission. Toyota’s 48-volt V-Active system uses an 8.5kW/65Nm motor-generator, lithium-ion battery and DC/DC converter to smooth the stop-start function, provide a small boost to acceleration, and deliver a claimed improvement in fuel economy. The other key mechanical change is the move to electric power steering (EPAS) across all models, replacing the previous hydraulic system. This enables improved ADAS functionality and, in some grades – including the SR5 – the option of Normal or Sport steering feel.

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Styling changes front and rear are extensive, but the biggest update is inside – something drivers and passengers will appreciate. Up front, the HiLux wears slimline LED headlights and a painted grille that follows the current trend. Toyota says the muscular front bumper design mimics the stance of a sumo wrestler.

Around the back, the cargo tub is new, along with the tail-lights, tailgate, sports bar and a rear step to make accessing the load easier. In SR5 trim the tub is fairly bare bones, with four internal tie-down points and no bedliner, cover or power outlet. Those items are available as accessories or are fitted as standard on higher grades.

Interior

Inside, occupants are greeted by a 12.3-inch multimedia screen, matched by a 12.3-inch digital instrument cluster for the driver. The multimedia system supports wireless Apple CarPlay and Android Auto, and includes Toyota mapping along with app connectivity. There’s a single wireless phone charger in the centre console.

The dash is new, as are the seats, which in SR5 trim are cloth-covered with manual adjustment. As mentioned, you can option the Premium Pack, which adds leather-accented upholstery, power adjustment for the driver, and a premium sound system.

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Safety

The updated interior and move to electric power steering (EPAS) have allowed Toyota to upgrade the HiLux’s ADAS suite. It now includes autonomous emergency braking (AEB) with a pre-collision safety system, adaptive cruise control, rear cross-traffic alert, lane departure alert, lane trace assist, road sign assist and blind-spot monitoring. The usual safety systems – including ABS, ETC and ESC – are also carried over.

On-road performance

Anyone who has driven a HiLux in recent years will know how the new model feels on road.

The 2.8-litre engine is punchy, the six-speed auto is precise and the chassis delivers what you would expect for a working-grade 4×4 ute. Some question why the HiLux didn’t get the eight-speed transmission that’s in the 250 Series Prado, but after a few days in the HiLux I’d say it’s unwarranted. The HiLux SR5 gets the softer suspension tune of the higher grades to improve ride quality, and this is particularly appreciated when you are on road and unladen. It takes the jitteriness out of the ride, while the Sport EPAS setting gives improved steering feel and feedback to the driver.

The biggest disappointment of the new HiLux is that the transfer case doesn’t offer any form of full-time or on-demand all-wheel drive, and when driving on wet Melbourne roads the torquey engine can quickly snap the rear tyres into wheelspin when taking off.

Off-road performance

The new HiLux still does off-road extremely well.

The rear axle has good articulation to keep the wheels on the ground and, if that runs out, there’s a rear diff lock to push through. The electronic traction control is sharp and serves the HiLux well in most situations. The new HiLux gets the Multi Terrain Selector we see in the 250 Series Prado, but it’s a shame it doesn’t get the Crawl Control system as well.

A bonus of keeping the chassis and suspension similar to before is that the aftermarket won’t need to do much to adapt suspension systems, trays and service bodies to the new model. We’re already seeing bullbars and protection gear for the new HiLux from some of the bigger 4×4 aftermarket brands, and we look forward to seeing some built-up examples.

While the new HiLux feels more like a mid-life update than a new-generation vehicle, we’re glad Toyota hasn’t messed with the formula too much and the HiLux sticks to its guns.

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Ford Ranger Sport V6

It’s hard to believe it’s been four years since Ford dropped its P703 Ranger on the world and totally shifted the midsize 4×4 ute market.

The so-called ‘Next-Gen Ranger’ brought a vehicle that was bigger, bolder and better appointed than anything else in the segment at the time. Add in the option of a V6 diesel engine and the Raptor model and the Ranger changed the way many of us look at utes. Significantly, it was enough to topple the long-time sales-leading HiLux off the top of the 4×4 sales charts.

Ford Australia continues to break boundaries with the model, with the recently launched Ranger Super Duty giving a midsize ute capability we’d never dreamed of and creating yet another segment. Back to the original P703 Ranger though and, aside from trim changes, special editions and the introduction of a PHEV variant, not a lot has changed on the popular workhorse. The forthcoming deletion of the bi-turbo engine will be the biggest change to date on the original model.

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The changes will see V6 availability expanded across the line-up, while the Sport model we have here will be deleted and replaced with a Wolftrack specification between the XLT and Tremor models. The 2026.5 XLT V6 will be priced from $67,990+ORC while the Wolftrack from $70,990+ORC. While the full details of those 2026.5 Rangers will be revealed closer to launch, the mechanical specs will remain the same as the 2026 Sport we have here.

The Ranger, and the Amarok that VW spun off it, are the only utes in this class to offer a V6 diesel engine. This puts them in a unique position in the segment in terms of torque and refinement over the 4-cylinder competition, but that does come at a cost at the diesel pump as the V6 can enjoy a drink, particularly when loaded heavily or riding on taller-than-stock tyres.

On-road performance

Forget about fuel consumption and Ranger V6 drivers and passengers will appreciate the wide cabin, generous rear-seat space and the effortless performance of the 184kW/600Nm V6 and 10-speed transmission combo.

It doesn’t feel a whole lot faster than the 2.8-litre HiLux, if at all, but it delivers its pace with a more relaxed, easy-going gait – something that’s especially appreciated on long drives. Also welcome is the inclusion of an on-demand 4×4 setting in the transfer case, which allows all-wheel drive traction on any road surface, sealed or not. This improved drivability is particularly beneficial in wet weather and when towing a heavy trailer.

Another strong point is the Ranger’s smooth, comfortable ride. Thanks to its relatively long wheelbase and compliant suspension, the Ford shows very little of the harshness or jitter that can be present in most other utes in this category, particularly when you’re driving them unladen.

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Interior

As mentioned, the Ranger Sport is a grade above the SR5 and this is reflected in the cabin, where it comes with leather-trimmed seats and power adjustment. That gap can be closed by optioning the Premium Pack in the HiLux.

The Ranger has a 12-inch multimedia screen positioned vertically and low in the centre stack, rather than high-mounted like the HiLux. The screen has all the key functions, including built-in sat-nav and SYNC apps, an off-road screen, wireless Apple CarPlay and Android Auto, and there’s a single wireless phone charger.

A plus for the Ford is its towing app, which provides a checklist when hitching up, along with a trailer light check. Add in the integrated trailer brake controller in the dash and it’s clear Ford has thought about towing customers when configuring this ute. Both the Ranger and HiLux have a 3500kg towing capacity and while the Ranger has around 100kg more GCM, it’s also heavier overall, so the real-world difference isn’t huge.

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Off-road performance

With its torquey engine, long wheelbase, rear diff lock and compliant suspension, the Ranger V6 has always been a competent off-road ute.

Its electronic traction control is a bit slow to react to wheel slip compared to some other marques, particularly the HiLux. The off-road drive modes help, but it generally calls on its rear locker sooner than you might expect. Thankfully, the Ranger also keeps its traction control active across the front axle when the rear diff lock is engaged, for better off-road traction.

Ford’s partnership with ARB means owners can kit their Ranger out via the dealer with all the ARB gear they want, but all the major 4×4 accessory brands also have plenty of equipment for the popular Ford.

The Ranger might be getting old in new-car terms, but constant local development by Ford Australia, regular variant updates, and unique models like the Raptor and Super Duty – which have created their own segments – mean the ute continues to evolve and stay current, supporting its popularity and longevity.

Verdict

These two utes are the top-sellers in the class and, with so many similarities between them, it’s the points of difference you pick up in back-to-back testing that ultimately separate them.

The HiLux is solid and dependable, and this ninth-generation update is a clear step forward. But the Ranger’s powertrain – with its smooth, torquey V6 and a transfer case that offers on-road 4×4 – edges it ahead for performance and drivability. Those strengths keep the Ford in front in this close test. That said, you can’t really go wrong with either ute.

Specs

Our vehicles’ paintwork takes a lot of bashing and wear and tear during the year, with numerous trips to the Victorian High Country, along the Anne Beadell Highway, and on many other overgrown tracks and roads throughout Oz.

To help protect the paintwork from bush pinstriping and stone chips, we decided to fit BushWrapz paint protection film kits. While my Troopy has only had the film installed for a few months, my son’s 200 Series Cruiser and HiLux have had it fitted for more than two years.

Once you decide to go the BushWrapz way, you need to make a decision about which film you’d like. To me, the amount of coverage offered by the ‘Cape’ version is a bit light on, while the ‘Pro’ version, which requires a qualified and recognised installer, is a bit over the top in terms of cost. That leaves the ‘Advance’ film, a DIY fitment like the ‘Cape’ but with a longer life and better protection – or so says the manufacturer’s description between the two; we took that as stated.

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With that decision made, you then need to order the kit for your vehicle, making sure you include information such as whether it has a snorkel or not, manufacturer badges, and so on. It’s important to note that the company does not accept returns.

BushWrapz has a very comprehensive website with information on most of the 4x4s on the Aussie market. It also features an extensive array of videos showing the correct way to fit the film to your vehicle, along with tips on overcoming common issues such as air bubbles under the film. The videos are essential viewing – and probably more than once.

We also ordered one of the company’s installation kits, which includes nearly everything you need to make the install as trouble-free as possible while ensuring a seamless, bubble-free finish. In addition to the kit, you’ll need a heat gun or hair dryer, a sharp knife or scalpel, some clean lint-free cloths and a fair amount of patience. It’s not a difficult job, but it is time-consuming and, in parts, a bit fiddly.

Finally, BushWrapz also supplies templates, depending on the vehicle and model, allowing you to cut out the appropriate areas so that badges and indicator lights – in the Troopy’s case – can be accommodated. We also had to modify some of the pre-cut film after fitting a MaxTrax table to the side of the vehicle, which infringed on the film panel. A hint here: if you’re going to fit accessories such as wheel flares (or MaxTrax tables), leave it until after you’ve fitted the film – it’s a lot easier that way.

After watching the appropriate video and mixing the soap solution, you need to wash down the vehicle panel you intend to cover first. Then rub the panel with the clay block supplied in the installation kit, before applying the soap solution to both the film and the vehicle panel – you can’t use enough soap solution.

It’s best to have the vehicle in a breeze-free environment, or outside on a wind-free day. With the film in place, you can easily move it around – if it’s not slipping easily, apply more soap solution to both the film and the body panel. Once in position, squeegee off the excess water, making sure there are no air bubbles – or only a few tiny ones – under the film. The syringes supplied with the kit are used to draw out any trapped air if needed, but it’s best to have none at all.

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Once you’re happy with the result, rub the film dry and apply heat to fully seal it to the panel. Repeat the process on all the vehicle panels you want to cover.

This, as we’ve already indicated, is a time-consuming job and, for the Troopy, took about 10–12 hours over two days to complete. The 200 Series Cruiser took less time, as did the HiLux. Once the job is complete, you’ll notice that any minor paint scratches are made almost invisible by the film.

The film, as Trent and his Moon Tours vehicles have attested over the past few years, has stood up very well to the bombardment of trees, branches and stones thrown at them. That’s proof enough for us. There’s a warranty, too – one year for the ‘Cape’, five years for the ‘Advance’ and 10 years for the ‘Pro’.

Pricing

• Troopie ‘Advance’ kit: $1375
• Dual-cab ute ‘Cape’ kit: From $510
• Dual-cab ute ‘Advance’ kit: $935

For serious 4×4 fans and Isuzu enthusiasts, a rare opportunity has just appeared: The 2017 Isuzu D-MAX LS-Terrain “Concept X” show car is officially up for sale. 

Far from a run-of-the-mill dual-cab ute, this one-off build was conceived as a factory-backed exploration of what the D-MAX platform could achieve when pushed to the extreme. Developed in Australia by Team Isuzu as part of their precision driving and engineering program, the Concept X was never intended for private ownership. 

Vehicles like this were primarily built for displays, promotional events and public appearances, making it an exceptionally rare chance to acquire a genuine manufacturer-backed concept. It’s important to note that this vehicle is sold unregistered and is not able to pass roadworthy in its current form. Any prospective buyer would need to undertake modifications or rectifications to meet state road legislation.

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Built from the ground up

It’s based on the flagship D-MAX LS-T, but almost every visible and mechanical component of the Concept X has been custom engineered. Guards, bonnet, bullbar, suspension, and even structural elements were hand-fabricated. 

Sitting proudly on massive 38-inch Toyo Open Country M/T tyres – said to be the largest ever fitted to an Isuzu passenger vehicle – the Concept X features a seven-inch lift and a fully redesigned suspension with remote-reservoir shocks. Its extreme approach and departure angles (around 50° and 38°) place it firmly in the territory of purpose-built off-road machines.

Underneath, the rear leaf springs have been swapped for a custom MU-X-style five-link coil-spring setup, dramatically improving articulation for technical terrain. It also features a motorsport-grade braking system with oversized floating discs and multi-piston calipers. Plus, it’s loaded with functional off-road features including integrated front and rear winches, a fully custom alloy tray, and dedicated storage for spare wheels and fuel containers.

At its heart, the Concept X retains the proven 3.0-litre turbo-diesel engine paired with a six-speed automatic transmission. Aside from minor tuning, the drivetrain is untouched. Inside, the LS-T interior offers comfort and convenience, contrasting sharply with the radical exterior.

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Rare opportunity

With just 808km on the odometer, this Concept X is a piece of automotive history. For collectors, enthusiasts or anyone seeking the most talked-about D-MAX ever built, this is a chance to own the original Concept X. Key specs and features:

• 3.0L turbo-diesel, 6-speed auto
• 38-inch Toyo Open Country M/T tyres
• Massive seven-inch lift
• Custom guards, bonnet, bull bar, tray, suspension and structural modifications
• Integrated front and rear winches
• Jerry can and spare wheel storage
• Premium LS-T interior (relatively unchanged)
• Sold unregistered, and requires modifications for road use

Auction and inspection details

The vehicle is based in Western Australia at 6 Spartan Street, Jandakot. The auction starts on 6 March at 6:00pm and ends at 6:06pm on March 11, 2026. The vehicle is available for inspection from March 4 at 8:30am. Slattery Auctions is open Monday to Friday, 8:30am to 5:00pm.

Every workshop has one: The build that sets the benchmark, ignites the spark and proves the dream was always bigger than the shed it started in.

For Off Track Concepts (OTC), this LandCruiser was exactly that. Long before OTC became the name behind multiple 1VD-converted heavy hitters and high-end touring fabrication, this 105 Series was the project that lit the fuse.

Back in August 2018, OTC set out with a simple goal: To build the 105 Toyota should have made. The recipe began with a grandpa-spec 1999 FZJ105 and a rolled 2009 VDJ79 donor – a duo destined to become something far greater. Engine and gearbox mounts were fabricated from scratch, and before long the mighty 1VD was squeezed into its new home. Then came the headache phase: Stripping back the V8 loom to only the essentials, long days buried in wiring diagrams and plenty of head-scratching. But the payoff? Hearing the V8 thunder to life inside a 105 chassis for the first time.

The bonnet was merged to create a factory-looking scoop for the top-mount intercooler. A custom exhaust followed, along with an in-house airbox, ECU and fuse-box brackets, and a reworked fuel system. The dash was rewired, the cluster modified and everything clicked together like it had always belonged there. With the fundamentals sorted, the 105 received its first wave of upgrades: HARROP E-lockers, Dobinsons springs and shocks, a TJM bar and winch, STEDI Type-X Pros, 35s, a tidy rear bar and a simple but functional drawer setup.

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The first off-road trip

By April 2019, “Big Blue” was ready for its maiden voyage: A 3000km haul to SA for a proper dune flogging.

From there the 105 saw mud, snow, sand and everything in between. And when lock-downs hit, the downtime became development time. This was the period where the fabrication style OTC is now known for truly took shape. In 2022, the rough early drawers were ripped out and replaced with a next-level touring system – router-cut, perfectly finished and integrated with an upright fridge, compressor, hot-water setup and a full 12V lithium install. The systems were getting sharper, the finish cleaner and OTC’s identity was forming fast.

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Around the same time the infamous VDJ80 build was born, and the 105 was officially registered as VDJ105 with a fresh set of plates. Big Blue had already conquered Tassie, crossed the Simpson, tackled the Tele Track (including a successful Palm Creek drop) and cruised home via Fraser Island. The truck wasn’t just proving itself – it was proving OTC.

By late 2022 and into 2023, OTC was in full swing. The first VDJ280 was completed, followed by another 1VD-powered 80 Series. Custom mounts, intercooler fans, airboxes, brackets, fridge slides, drawer systems, trays and canopies rolled out of the shed in quick succession. By 2025, a second VDJ280 build emerged – this time chopped, wearing a full in-house OTC tray and pushing the brand’s fabrication capability to an entirely new level.

Before the big features, the viral builds and the fully booked workshop, there was Big Blue. The original spark. The first step off track.

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Modifications list

• 1VD-FTV–converted 1999 FZJ105 LandCruiser
• OTC fan shroud and airbox
• Harrop E-Lockers
• ARB BB51 shocks + Dobinsons 2in coils
• TJM bullbar, steps and rails
• TJM 9,500lb winch
• Custom rear bar and tyre carrier
• STEDI Type-X Pro spotties
• GME XRS UHF
• Sony head unit with Hema Maps
• ROH Hammer wheels with Maxxis RAZR 315/70R16 tyres
• OTC drawer system and cargo barrier
• 45L Engel MTV fridge
• 10L hot-water system with quick-connect shower
• 100Ah lithium battery
• 60A charger, solar charger and 300W inverter
• 50L water tank with Shurflo water pump
• Alu-Cab Gen 3 rooftop tent
• 30-Second 270 awning
• Axis Fabrication stainless snorkel

Tesla has restructured the Cybertruck line-up in the United States with a substantial price cut and the introduction of a new, more affordable all-wheel-drive version, a move aimed squarely at reviving interest in the electric pickup after weaker than expected sales.

The newly announced Dual Motor All-Wheel Drive Cybertruck starts at US$59,990 (A$85,000 approx.) – the lowest official entry price to date for the model. That figure is roughly US$20,000 ($A28,000 approx.) below the previous AWD option and replaces the less-popular single-motor, rear-drive version that was withdrawn from sale. The new AWD model retains core capability such as dual motors, four-wheel steering, a powered tonneau cover, and utility power outlets in the bed.

To reach the cheaper price point, Tesla has made pragmatic trade-offs compared with higher trims. The truck uses coil springs with adaptive damping instead of height-adjustable air suspension, and towing and payload figures are said to be reduced. Interior trim shifts to durable textile seating and simplified finishes, and some convenience tech such as a rear infotainment screen has been omitted.

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Alongside the new base model, Tesla has trimmed pricing on its top-end Cyberbeast pickup from about $114,990 (A$163,000 approx.) to $99,990 (A$142,000 approx.) by dropping an expensive bundled “Luxe Package” that previously added features like supervised Full Self-Driving and unlimited charging access. All three Cybertruck trims now come in below the six-figure mark in the USA.

These adjustments come after the Cybertruck’s sales trajectory has been well below Tesla’s early projections. Last year’s US deliveries were around 20,000 units, roughly half the level of the prior year and far short of the 2023 target of 250,000 units annually. Industry observers see this pricing reset as a response to both slowing electric-vehicle demand and increasing competition in the full-size EV ute segment.

Tesla has indicated the US$59,990 (A$85,000 approx.) pricing could be part of a limited-time offer, leaving open whether this entry model or its price point will be permanent.

The vehicle is still not available in Australia.

The Victorian High Country has a way of getting under your skin.

No matter how many times you visit, how many tracks you drive, or how many campfires you sit beside, it always feels like there’s something more waiting just beyond the next ridgeline. For me, it’s those tracks that never deliver the same experience twice. Whether it’s shifting weather or changes in light, High Country tracks evolve with every season. But the feeling you get when you drop the tyre pressures, engage low-range and tackle mountainous tracks never fades.

Over the years, I’ve driven plenty of unforgettable tracks across Australia, but there’s a special kind of magic in the Victorian High Country. It’s a blend of history, raw terrain and big country that demands respect while rewarding you in ways few places can. These aren’t just tracks through the bush; they’re adventures that challenge your off-road skills, your route planning and sometimes your patience. And when it all comes together, High Country tracks deliver moments that stay with you long after you’ve packed the gear away at home.

JUMP AHEAD

• Mount Pinnibar Track
• Clear Hills Track: Craigs Hut to Mount Stirling
• Blue Rag Range Track
• Zeka Spur Track 
• Bluff Track and 16 Mile Jeep Track 
• Essential information
• Best campsites

Mount Pinnibar Track

There’s something about standing on top of Mount Pinnibar that makes you feel small in the best possible way. Sitting just shy of 1800m, it’s one of the highest points you can legally drive to in Victoria, and the views from the summit are hard to beat.

The drive begins with a water crossing of the Murray River – sometimes a challenge in itself – before the track leads you past Tom Groggin Station and the challenges become real. When the climb starts, everything changes. The track tightens, the surface becomes rougher, and you quickly realise this is not a place to rush. Low range becomes your best friend as you pick careful lines over loose rock, washouts and steep pinches that demand both patience and precision. If the track is wet, the clay makes the drive even more difficult.

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Mount Pinnibar is a reminder that the High Country does not hand out easy wins. This track is rarely maintained, and conditions can vary widely from season to season. One year it might feel manageable; the next, it can become a serious test of both vehicle and driver. I learned that the hard way a few years ago when I blew the rear diff in my Prado on this very climb. It was one of those moments that brings everything into sharp focus. Out here, there’s no roadside assistance. No quick fix. Just you, your mates, and whatever tools and experience you have on hand.

The first time I drove this track, I remember stopping halfway to take it all in. The higher you climb, the broader the views become. Valleys stretch away in every direction, and the air feels cleaner with every metre of elevation. By the time you reach the summit, the noise of the world feels a long way behind you, often replaced by the wind. Up here, even the snow gums are shaped by it.

Standing at the trig point and gazing across the High Country, you realise why this track is held in such high regard. It’s more than just a challenging ascent; it’s about gaining a perspective that few ever experience. This is one of those rare spots where you stay longer than intended, aware that you might not return for some time.

Clear Hills Track: Craigs Hut to Mount Stirling

Clear Hills Track is not just a scenic link between Craigs Hut and Mount Stirling. It is a genuine High Country challenge in its own right, and one that should never be underestimated.

Steep climbs test your gearing and momentum, while deep wombat holes and rough washouts force you to slow down and choose your lines with care. In places, the track feels raw and untouched, which only adds to the sense that you’re driving something real rather than a graded bush road. With seasonal closures in place, timing is everything here, and tackling it in the right conditions can make the difference between a rewarding drive and a long, hard day.

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Reaching the summit feels like a proper achievement, but the experience does not end when the engine switches off. A short walk leads to the trig point, where the views open right up across the alpine country. On a clear day, you can see all the way to the Mount Hotham ski fields – a reminder of just how high and remote you really are. It’s the kind of spot that makes you linger a little longer, soaking in the silence and the scale of the landscape.

On the opposite side of the track, another short walk leads to one of the High Country’s most remarkable natural landmarks. Known as Australia’s Highest Tree, at 1725m, this battered snow gum has stood firm for decades against relentless alpine winds and brutal weather. Twisted, scarred and weathered beyond recognition, it feels like a living symbol of this place – tough, uncompromising and still standing strong. Standing beside it, you can’t help but draw parallels with the tracks that lead you here. They’re not easy; they don’t give much away, but they leave a lasting impression on anyone who takes the time to experience them properly.

Blue Rag Range Track

Blue Rag Range is a track everyone talks about – and for good reason. It’s raw, exposed and breathtaking in equal measure. From the moment you start the climb, you know you’re in for something special. The track wastes no time getting serious, with steep, rocky sections that demand full concentration.

As you make the climb with low-range locked in, the landscape changes dramatically. Trees thin out, the air cools, and suddenly you find yourself driving along a ridgeline, with nothing but open sky above and sweeping valleys below. On a clear day, the views from Blue Rag are unforgettable. You can see for what feels like forever, with layer upon layer of mountains rolling away into the distance.

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I’ve driven this track in different seasons, and it never disappoints. In summer, the alpine grasses glow gold in the late-afternoon light. In autumn, the colours deepen, and the air carries a crisp edge that tells you winter isn’t far away. No matter when you visit, Blue Rag commands respect. Weather can change quickly up here, and what starts as a sunny drive can turn into a lesson in humility if clouds and wind roll in.

The trig point is where you stop, step out of the vehicle, and stand quietly for a while. It’s not something you plan; it just happens, as the views from here demand. This is one of those tracks that reminds you why you bought a 4×4 in the first place. While the track continues down to the Wongungarra River, it is rated very difficult, with wombat holes, steep and slippery sections, and a level of risk few four-wheel drivers tackle.

Zeka Spur Track 

If you want a track that strips four-wheel driving back to its raw essentials, Zeka Spur is hard to beat. It’s steep, relentless and unapologetic in how it tests both the vehicle and the driver.

Dropping off the ridgeline, the track plunges toward the Wonnangatta Valley in a series of sharp descents that keep your heart rate up and your focus locked in. In dry conditions, it demands careful throttle control and steady braking. In the wet, it can become a completely different beast, with clay sections that turn slick and rutted, reminding you just how quickly things can go sideways in the High Country. Tackling it the opposite way is even more challenging, where traction, momentum and picking the right line are key to reaching the top.

I’ve always thought of Zeka Spur as one of those tracks that teach you respect – for gravity, for the weather, for your four-wheel drive’s limits and your own experience. There’s no room for complacency here; every corner and every pinch demands attention and good judgement.

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But for those who take it on with the right mindset, Zeka Spur delivers something special. There’s a deep satisfaction in reaching the bottom and knowing you’ve earned every metre of the descent. Having towed down Zeka Spur as a novice, this track quickly taught me how important electric brakes are on a camper trailer.

Once you reach the valley floor, the reward is immediate. The Wonnangatta River winds through open country and offers plenty of camping options along its banks, making it a perfect place to rest after a demanding run down the spur. These riverside camps are ideal for longer stays and give you the chance to truly soak in the atmosphere of one of the most iconic areas in the High Country.

If you’re pushing on toward the alpine areas again, Howitt Plain Hut is another popular campsite, but space here is limited. It’s best suited to a quick overnight stay or emergency shelter rather than a large group camp, especially during peak seasons when this part of the High Country sees plenty of traffic.

Linking Zeka Spur with the Wonnangatta Valley and the Howitt High Plains turns a tough track into a complete High Country adventure, blending challenging driving with some of the most memorable camping you’ll find anywhere in Victoria.

Bluff Track and 16 Mile Jeep Track 

Some tracks in the High Country give you scenery. Others give you a challenge. Bluff Track and the 16 Mile Jeep Track deliver both in a way that feels deeply connected to the history of this place.

Bluff Track is often the gentler introduction. The climb winds steadily through alpine forest before breaking out onto open ridgelines, where the views stretch across layer after layer of mountains. It’s not the most technical drive in the region, but it has a way of reminding you that altitude changes everything. The air cools, the wind picks up, and suddenly you’re very aware that you’re travelling through a landscape that can turn quickly if the weather decides to shift.

Then there’s the 16 Mile Jeep Track, which couldn’t feel more different. Where Bluff Track invites you to soak up the scenery, the 16 Mile demands your full attention. It’s narrow, steep and unapologetic, with rocky pinches and deep ruts that keep you working the wheel from start to finish. This is old-school High Country driving at its best. No shortcuts, no easy lines – just proper four-wheel driving that rewards patience and good judgement.

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What brings these two tracks together is Bluff Hut, sitting like a quiet sentinel over the alpine plains. Built in the 1950s as a shelter for cattlemen moving stock through the High Country, the hut quickly became an essential refuge in an unforgiving environment. In later years, it also served skiers and bushwalkers who needed protection from sudden alpine storms. The hut standing today is a faithful rebuild of the original, preserving both its history and its purpose.

Rolling into Bluff Hut after tackling either of these tracks always feels like arriving somewhere that matters. You can almost picture the stockmen of decades past riding in at dusk, cold and exhausted, grateful for a fire and four solid walls. These days, it offers the same comfort to four-wheel drivers who’ve earned their rest after a demanding run.

Pairing Bluff Track with the 16 Mile Jeep Track makes for one of the most satisfying combinations in the Victorian High Country. You get the raw technical challenge of the 16 Mile Jeep Track, followed by the sweeping views and flowing climbs of Bluff Track. Finish the day at Bluff Hut, and you have the full package – great driving, rich history and that unmistakable feeling that you’ve truly experienced this remarkable part of the country rather than just passed through it.

Essential information

Every time I head into the Victorian High Country, I come home with more than photos and muddy boots. I come back with stories – stories of fog lifting over a ridge at sunrise, stories of campfires shared with mates after long days behind the wheel, stories of tracks that challenged me and moments that humbled me.

Mount Pinnibar teaches you about commitment and reward. Clear Hills Track, from Craigs Hut to Mount Stirling, reveals the quieter beauty of the alpine world and its deep sense of history. Blue Rag Range reminds you how powerful and raw this country can be. Zeka Spur strips it all back to the basics, where steep country and hard driving demand your full attention. The 16 Mile Jeep Track and Bluff Track tie it all together in a journey that feels bigger than the sum of its parts.

This is why the High Country keeps calling you back. Not just for the driving, but for the feeling of being part of something older and wilder than ourselves. In a world that moves faster every year, these tracks invite you to slow down, look around and remember why adventure still matters.

And once you’ve felt that, once you’ve stood on a ridge with the wind in your face and the mountains at your feet, you’ll understand exactly why the Victorian High Country is not just a destination. It’s a way of life.

• Nearest towns: Mansfield, Corryong, Omeo and Dargo are the main gateways into the High Country.
• When to go: The best time to explore the High Country is from late November to April, when seasonal track closures are lifted. Summer offers long days and clear access, while autumn brings cooler weather and stunning colour. Always check local conditions, as weather can change quickly and snow can fall outside the winter months.
• What to take: Compressor and tyre gauge; Tyre repair kit and basic tools; First aid kit; UHF radio; Plenty of water and food; Warm clothing, even in summer; Firewood, where permitted, or a gas stove.
• Difficulty: These tracks range from moderate to difficult. A high-clearance four-wheel drive is essential, and low range is required on Mount Pinnibar, Blue Rag Range, Zeka Spur, Clear Hills and the 16 Mile Jeep Track. Drivers should be confident in steep terrain and prepared for changing weather and track conditions.
• More info: https://www.parks.vic.gov.au/places-to-see/parks/alpine-national-park
• Current track conditions and seasonal closures: https://www.parks.vic.gov.au/get-into-nature/safety-in-nature/seasonal-road-closures

The best camps in the Vic High Country

Lovicks Hut camp or Bluff Hut: Bluff Track

Iconic High Country campsite with open grassy flats and one of the region’s most photographed huts. A great social camp for groups, with plenty of space and a classic mountain atmosphere.

Wonnangatta River: Zeka Spur Track

Peaceful riverside camping with easy access to swimming and relaxed afternoons. A perfect spot to unwind after tougher alpine driving.

Pinnibar summit camp area: Mount Pinnibar

High-altitude camp with sweeping views across the High Country. Best suited to well-prepared travellers who are watching weather conditions closely.

Craigs Hut: Clear Hills Track

Craigs Hut makes a far better overnight stop. Camping below the hut gives you more space and a stronger sense of history, with the clearing offering a classic High Country camp setting that feels worlds away from the crowds.

The Renegade X is an extreme mud-terrain tyre designed to combine off-road performance with a commanding visual presence. 

Its deep mud-terrain tread with large voids promotes rapid self-cleaning in mud, while oversized tread blocks dig and claw for traction in soft terrain. The tyre’s massive shoulder lugs improve grip at the edge of the tread and support traction in ruts and off-camber conditions, while also adding visible width and a tougher stance. A bold sidewall design further enhances the tyre’s presence, and the tread layout prioritises traction and durability over on-road refinement, making the tyre’s purpose immediately clear.

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On soft and uneven surfaces, the Renegade X delivers consistent bite. Stone ejectors prevent clogging in mud, while the reinforced casing and sidewalls improve resistance to punctures, cuts, and general off-road abuse. The combination of aggressive tread design and durable construction allows it to tackle rocky tracks, gravel roads, and slippery, uneven terrain with confidence.  These features make the tyre suitable not only for weekend off-road trips and demanding trails but also for vehicles carrying moderate loads in harsh conditions. 

Unlike the Renegade R/T+, which balances off-road capability with quieter on-road performance, the Renegade X leans fully into extreme mud-terrain traction and bold styling, prioritising off-road grip and durability over highway refinement. On sealed roads, this means the tyre’s design comes with a few trade-offs. The Renegade X is firmer and noisier than all-terrain or highway tyres, and frequent on-road use will accelerate tread wear and increase fuel consumption. However, these trade-offs reflect the tyre’s prioritisation of off-road performance.

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The Renegade X is best suited to 4WD owners who spend most of their time off-road and want a tyre that transforms the vehicle’s stance while delivering reliable mud-terrain performance. It appeals to drivers needing reinforced sidewalls, strong traction in soft or rough terrain, and a tyre that visibly signals its off-road intent.

Its aggressive styling makes it as much a visual statement as a functional tool, giving a vehicle a commanding look that matches its capabilities.

Denza is the luxury arm of China’s BYD brand, much like Lexus is to Toyota and Genesis is to Hyundai. 

It’s no surprise Denza positions itself as a luxury brand, as it was originally conceived as a joint venture between parent company BYD and Mercedes-Benz. BYD eventually bought out its German partner, but not before learning a thing or two about building premium automobiles.

The Denza B5 starts at $74,990 for the base model, before stepping up to the B5 Leopard at $79,990. The bigger B8 wagon starts at $91,000 for the seven-seat version and rises to $97,990 for the six-seat variant.

The Denzas ride on the same body-on-frame DMO (Dual Motor Offroad) PHEV platform as the BYD Shark, with electric motors independently powering the front and rear axles. A small-capacity internal combustion engine (ICE) acts primarily as a generator but can also provide drive to the front axle when needed.

JUMP AHEAD

• What does the B5 come with?
• What does the B8 come with?
• On-road performance
• Off-road performance
• Verdict
• Specs

What does the B5 come with?

The B5 is powered by a dual-motor hybrid setup that produces up to a claimed 400kW and 760Nm in total. 

The 31.8kWh battery provides up to 90km of electric-only driving (WLTP) and supports 100kW DC fast charging. The three-tonne B5 is claimed to do the 0-100km/h dash in 4.8 seconds. The B5’s ICE is a 135kW/260Nm 1.5-litre petrol unit that is also found in the current Shark ute. 

Inside, the Denza B5 is a two-row wagon offering five seats, with Nappa leather trim, a 15.6-inch touchscreen, a 12.3-inch digital driver display, 11 airbags, a 360-degree camera, and 1064 litres of boot space. It’s a decent-size wagon with plenty of luxury and features reflecting its premium ambitions.

The Leopard specification adds off-road features to the mix, including hydraulic adaptive suspension, front and rear electric diff locks, and a 3000kg towing capacity, and of all the models we drove on the launch, we feel it would be the most appealing to off-road 4×4 enthusiasts.

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What about the B8?

The Denza B8 cranks the dial up to 11 in terms of size, features and performance. 

It is available in six- and seven-seat, three-row layouts offering more space and higher levels of equipment, including heated, ventilated and massaging seats; individual captain’s chairs in the back of the six-seat variant; premium leather trim; a cooler/hotbox; and an 18-speaker audio system. Safety equipment includes 14 airbags, a 360-degree camera, and all the usual ADAS kit.

We are keen to try out the centre console fridge/hotbox more extensively. Not only does it keep your drinks cool, but it can also be dialled up to 50°C to keep your pies warm. It even has a rear access door so passengers in the back can use it as well.

The B8’s motors are boosted to produce a claimed 425kW and 760Nm and use the same 31.8kWh battery, with DC fast charging up to 120kW. The B8’s ICE powerplant is larger than that of the B5, being a 145kW/350Nm 2.0-litre petrol unit. It offers a combined range of 1040km on the NEDC cycle. The hydraulic suspension from the B5 Leopard is standard on the B8, along with electric diff locks (front and rear on the six-seat version). The B8 has a 3500kg towing rating, and the towbar, hitch and wiring are all fitted from the factory.

Peak mode madness comes via 16 drive modes, including Comfort, Eco and Sport for regular driving, and Snow, Sand, Mud, Mountain, Rock, Intelligent, Creep and Wading modes for off-road terrain. Beyond those, you can also access Sport+ mode, Custom mode, Burst mode, Climbing mode, Tug-of-War mode and Leopard Turn mode.

If you ever thought modern vehicles were making off-road driving too complex, you’ll either laugh or throw your hands up in amazement at the Denza’s extensive suite of drive modes.

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On-road performance

Our first experience with the Denzas came behind the wheel of a B8 model and quickly revealed its most annoying feature as we were driving out of town. 

Driver monitoring cameras have become common in modern vehicles as manufacturers strive to achieve the highest safety ratings, and many drivers find them annoying, but the Denza takes that annoyance to a whole new level. It was constantly telling me to keep my eyes on the road despite looking straight ahead through the windscreen.

I tried removing my prescription polarised glasses and it reduced the alerts slightly, but they were still constant. They were at their most annoying when driving into the sunlight and, personally, they would be a deal-breaker for me if I were considering any vehicle. You can turn the driver monitoring system off, but what’s the point of having safety features if they’re so annoying that you need to disable them while driving? Aside from this constant annoyance, the B8 was a pleasant place to while away the kilometres as we left Adelaide and headed for the Flinders Ranges. The cabin is large and luxurious, and the performance belies the Denza’s substantial mass.

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All those motors, batteries and luxury features come at a cost, and the B8 six-seater tips the scales at a hefty 3290kg. While the combined hybrid powertrain delivers thrilling acceleration and cruises nicely on the highway, you can’t hide that weight. This made the ride choppy on some road surfaces, particularly at lower speeds in the city and when travelling through regional towns. This was less evident at higher speeds on the highway, but it did get a bit unsettled on rough sections of curves. That said, Denza has done an amazing job managing the mass the way it has.

Pleasingly, this feeling wasn’t as evident when driving the B5 Leopard, which tips the scales at a still-hefty 3007kg (the standard B5 weighs 2897kg). The B5 was far more composed and smoother riding on the rough outback highways and gravel roads we drove it on. This improved ride quality comes despite the B5’s shorter 2800mm wheelbase compared to the 2920mm between the axles of the larger B8 models.

The B5 feels like a much better-sorted vehicle in all driving conditions, both on- and off-road. If you don’t need the seating capacity of three rows or the pinnacle of Denza luxury, then the B5 could be a better option for you.

Off-road performance

Like the BYD Shark ute, the Denza’s DMO platform has no mechanical connection between the front and rear axles, so there is no traditional transfer case as such. 

This means they can’t be mechanically locked together, so the system relies on computers to regulate drive between the individual wheels. With no transfer case, there is no traditional low-range gearing, and this was found to be a limitation in the Shark. Denza has addressed this deficiency by fitting a low-range gearset on the rear axle only. There is no low-range gearset for the front axle and, instead, the computers vary the electrical input to the front electric motor to match the drive of the rear.

In practice, you can hear the diff gears change when you select off-road modes such as Rock and Mountain, but it is only a modest change in ratio and provides little engine braking, simulated or otherwise, when descending steep hills. 

To achieve the control you want when descending steep hills, the driver needs to select ‘Creep’ mode which, like Toyota’s Crawl Control and Ford’s Trail Control and other similar systems, works as a low-speed cruise control to maintain a set speed selected by the driver.

The Denzas need their cross-axle lockers to tackle rough terrain, as the fully independent suspension has relatively short control arms, meaning very little wheel travel, and they pick up wheels over even small undulations and gullies. The ETC can only do so much before you need the aid of the lockers.

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Verdict

The Denza duo are a welcome addition to the premium 4×4 wagon segment and represent a lot of bang for your buck if you’re not a badge snob. 

The folks at Denza hope to attract buyers from premium European SUV brands such as BMW, Mercedes-Benz, Audi and even Range Rover, so they have high ambitions. We reckon buyers considering a Prado Kakadu, Everest Titanium, LandCruiser 300 Hybrid or Y63 Patrol could also be swayed to take a punt on a new brand if they get behind the wheel and sample a Denza. It is a compelling option for buyers.

Our pick of the range is the B5 Leopard, as it feels a far better-sorted vehicle than the B8 in the way it carries its weight and performs both on- and off-road. It’s a good-size wagon for anyone not needing three rows of seating and offers a lot of vehicle for less than $100K.

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Pricing

• Denza B5: $74,990 +ORC
• Denza B5 Leopard: $79,990 +ORC
• Denza B8 7S: $91,000 +ORC
• Denza B8 6S: $97,990 +ORC

Specs

Superior Engineering has expanded its suspension range for the Toyota Hilux GR Sport.

The new line-up spans entry-level twin-tube gear through to fully adjustable remote-reservoir suspension and billet upper control arms, giving Hilux GR Sport owners clear options depending on budget and intended use. Here’s a more detailed look at each component.

Superior Nitro Gas Twin Tube Pre-Assembled Front Struts: Two-inch (50mm) lift

Price: $991 per pair

These pre-assembled front struts are designed to bolt straight in, removing the need for spring compressors or additional setup. The twin-tube construction uses a 40mm piston and 20mm shaft to deliver controlled damping and a noticeably more compliant ride over stock. Low-pressure nitrogen gas reduces oil cavitation when the shocks heat up on corrugated or rough roads, helping maintain consistent performance.

A Teflon-coated piston lowers internal friction, while the polished chrome shaft and high-quality seals are aimed at long service life in dusty and dirty conditions. Velocity-sensing valving adjusts damping force to suit changing terrain | More info

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Superior Nitro Gas Twin Tube Rear Shocks: Two-inch (50mm) lift

Price: $200 each

Designed to pair with the front twin-tube struts, these rear shocks use the same 40mm piston and 20mm shaft combination. The nitrogen-charged twin-tube design focuses on ride comfort and consistency, particularly on rough or uneven roads. Durable seals and a polished shaft help resist wear and oil leaks over time | More info

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Superior Monotube IFP 2.0 Pre-Assembled Front Struts: Two-inch (50mm) lift

$1061 per pair

These monotube IFP struts are aimed at drivers wanting higher performance and durability. Heat-treated alloy steel pistons feature race-inspired porting and variable-rate shim stacks to deliver vehicle-specific damping. A composite Teflon wear band reduces internal resistance while maintaining strength under load.

Construction quality is a key focus, with CR3+ plated, bored and honed cylinder tubes, aircraft-grade billet aluminium components and 20mm hard-chromed shafts. The struts are fully rebuildable, serviceable and upgradeable, and backed by a 3-year unlimited-kilometre warranty | More info

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Superior Monotube IFP 2.0 Rear Shocks: Two-inch (50mm) lift

$260 each

Matched rear monotube IFP shocks designed to complement the front struts. They share the same piston design, materials and rebuildable construction, allowing the suspension to be serviced and tuned over its lifespan. Improved heat control and consistent damping make them suitable for lifted and performance-oriented setups | More info

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Superior Adjustable 2.0 Monotube Remote Reservoir Front Struts: Two-inch (50mm) lift

$399 each

These front struts add an external remote reservoir with an 8-stage compression adjuster, allowing quick changes from a softer ride to firmer control via a simple dial. The remote reservoir increases oil volume and cooling capacity, while the internal floating piston separates oil and nitrogen to prevent foaming and shock fade.

Built with heat-treated alloy steel pistons, billet aluminium components and 20mm hard-chromed shafts, the struts are fully rebuildable and covered by a 3-year unlimited-kilometre warranty | More info

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Superior Adjustable 2.0 Monotube Remote Reservoir Rear Shocks: Two-inch (50mm) lift

$389 each

Rear shocks that mirror the front adjustable units, featuring the same 8-stage compression adjuster and remote reservoir design. Increased oil capacity and improved cooling help maintain damping consistency on long, rough tracks, while rebuildable construction supports long-term ownership | More info

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Superior Billet Series 6061-T6 Alloy Upper Control Arms

$1320 per pair

Specifically designed for Hilux Revo Rogue and GR Sport Wide Track models (2022-on), these upper control arms address alignment and strength issues common with lifted suspensions. Machined from 6061-T6 billet aluminium and anodised for corrosion resistance, they offer a lightweight yet highly durable alternative to OE arms.

Heavy-duty ball joints provide smooth articulation and long service life, helping maintain correct suspension geometry when running larger tyres or aftermarket suspension. The arms are a direct replacement using factory mounting points, keeping installation clean and straightforward | More info

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The updated Superior Engineering Hilux GR Sport range gives owners a clear progression – from simple twin-tube upgrades through to adjustable, rebuildable suspension and heavy-duty billet control arms – allowing builds to be tailored precisely to how the vehicle is used.

Chery has unveiled its KP31 ute concept, offering a preview of the production model due in Q4 2026.

The KP31 will be the world’s first ute with a plug-in hybrid diesel system. It pairs a 2.5‑litre turbocharged engine with electric assistance, delivering a claimed 47 per cent thermal efficiency and 10 per cent better fuel economy than a typical diesel powertrain. Payload is rated at 1000kg, with a towing capacity of 3.5 tonnes. Chery says vibration levels will be cut by 30 per cent compared with standard diesels.

“We’re incredibly excited to finally reveal the KP31 ute concept vehicle, and this marks the next step in bringing it to the Australian market,” said Lucas Harris, Chery Australia Chief Operating Officer. “It’s also riveting to be the first brand to offer a diesel PHEV in the dual-cab ute class, which will be our key point of difference compared to the competition.”

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Last year’s renderings of Chery’s dual‑cab ute showed a squared‑off, chunky body with upright headlights and a practical rear bumper step, signalling a rugged, ladder‑frame pickup rather than a lifestyle crossover. 

The concept’s design emphasises a commanding presence, with large front and rear branding, a snorkel, 285/70 R17 all-terrain tyres, a tub rack with recovery tracks, and matte grey paint. The concept measures 5610mm long, 1920mm wide and 1925mm tall; production will be slightly shorter at 5450mm.

Chery plans to add a petrol PHEV variant to the KP31 line-up in 2027.