As four-wheel drive travellers, one of the most significant expenses we encounter when crossing this wide brown land is the cost of fuel. 

It still surprises me how many people don’t realise that a fully loaded 4×4 cruising at 100km/h down an outback road will use considerably more fuel than a family hatchback doing the school run. There are a few things you can do to minimise fuel use and running costs, but it’s important to understand that you don’t get anything for nothing – the more you carry, the more it’s going to cost.

Once upon a time, fuel consumption was measured in miles per gallon (MPG) – a system still used in the US – while in Australia we use litres per 100km (L/100km). This simply refers to how many litres of fuel an engine burns to travel a distance of 100km. Now, a small hatchback travelling at 30km/h will use less fuel to cover 100km than a fully loaded 4×4 pushing into a headwind at 100km/h. That’s why the standard fuel-consumption figure shown on the yellow windscreen label of new vehicles is derived from laboratory testing.

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The test is carried out on a dynamometer under controlled conditions so everything is as even as possible, producing a figure that allows buyers to compare fuel consumption between different vehicles. This testing is conducted in accordance with ADR 81/02 (Australian Design Rule). The figure on the label is not meant to reflect what you will achieve on the highway in the real world. Real-world fuel consumption is affected by many variables, including speed, load, altitude, how often you stop and start, and how you drive. The fuel efficiency label exists to help you compare the rated fuel consumption of vehicles you may be considering purchasing.

It still amazes me to read online posts from Joe Bloggs on FaceAche, claiming he’s incredibly disappointed – and out for blood – because the new XYZ Super 4×4 Black Edition he’s just bought and hooked up to a caravan for a run up the coast isn’t matching the fuel-consumption figure shown on the yellow sticker. Oh, and then he mentions he’s fitted a suspension lift, bigger all-terrain tyres, a bullbar and a roof rack – all installed by the dealer before taking delivery. But he still wants to know who’s going to compensate him for fuel consumption that’s higher than expected.

No one, buddy. You don’t get anything for nothing, and all those extras you’ve fitted to the vehicle will have a significant impact on how much fuel it uses wherever you drive it.

How accessories and load affect 4×4 efficiency

In this job, I regularly drive up the Hume from Melbourne to Sydney and back, and it’s a trip I genuinely enjoy. About 850km of just me, a machine and a playlist of old punk tracks – life doesn’t get much better than those nine or so hours behind the wheel.

When we had our V6 Ranger Sport, the Ford would return around 18-19L/100km on that run, travelling at the posted 110km/h speed limit. The ADR 81/02 combined-cycle rating for that vehicle is 8.4L/100km, but ours was fitted with larger, heavier 285/70 mud-terrain tyres, a bullbar that was less aerodynamic than the standard bumper, spotlights, raised suspension – again, less aerodynamic – roof racks, and a large rear canopy loaded with touring equipment. All of those additions to the standard Ford added weight, increased wind resistance and aerodynamic drag, and resulted in more fuel being required to complete the trip.

While we still had that Ranger, I had the opportunity to make the same journey in a bone-stock Ranger Platinum with the same drivetrain but no accessories fitted. It averaged 8.9L/100km for the drive, allowing me to travel considerably further on the same 80L diesel tank before needing to refuel. Take that same accessorised and modified Ranger, hitch a 2500kg trailer behind it, and you can expect fuel consumption to almost double again.

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How to reduce fuel consumption on your 4×4

If you’re worried about the cost of fuel on a lap of the map, there are steps you can take to minimise fuel consumption and, in turn, reduce running costs.

• Buy the right vehicle for your use: Do you really need a V8-powered full-size 4×4 if it’s just one or two of you travelling and you’re not towing, or would a smaller-capacity ute be sufficient?
• Consider your accessories and modifications: As outlined above, anything that adds weight or increases aerodynamic drag will have a negative effect on fuel consumption. If you’re mostly driving around town with the occasional trip up the coast, do you really need a bullbar, winch and driving lights?
• Choose tyres carefully: Will lighter, less aggressive all-terrain tyres suit the tracks you’ll be driving, or do you really need fuel- and power-sapping oversized mud-terrain tyres?
• Think about suspension: Is the OEM-supplied standard suspension adequate for where you’re going? You might be surprised how far a lightly laden, bone-stock modern 4×4 will take you.
• Keep your vehicle serviced: A well-maintained vehicle is not only more reliable but generally more efficient. While there’s not much you can do yourself on modern vehicles while on the road, simple tasks such as monitoring tyre pressures and replacing the air filter regularly when travelling in dusty conditions can make a difference. When the vehicle is due for a service, get it done at the next available town and talk to the mechanic about the type of driving you’re doing so they can check for issues specific to your usage.

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Lighten the load

Service-body style replacement canopies for cab-chassis utes have opened up far more space to carry gear and equipment on the back of a 4×4.

The amount of stuff people load into them can seem endless, but even though it’s enclosed within the canopy, it still adds weight and will increase fuel consumption. Likewise, anything mounted on the roof adds aerodynamic drag and will cost you more at the bowser.

For many, the idea of escaping town for a bush getaway means leaving everyday comforts behind and enjoying a simpler life without the microwave, coffee machine, television and a myriad of other items you can easily do without. Taking stock of what you’re carrying in and on your 4×4, then reducing it significantly to save weight and cut aerodynamic drag, can deliver meaningful savings – not just in fuel costs, but also in vehicle maintenance. A heavy or overloaded vehicle places excessive strain on suspension, tyres and other mechanical components, accelerating wear and shortening their service life.

The money saved on fuel and by avoiding premature wear of mechanical components could leave you with more to spend on what really matters – time enjoying life on the road.

JAC has completed initial local testing of its upcoming Hunter PHEV at the Lang Lang Proving Ground, ahead of the dual-cab’s local launch which is set to take place mid-2026. 

More than 50,000km are expected to be logged on roads and tracks by the end of testing, as part of a broader program to develop the vehicle for Australian conditions, aimed at ensuring the PHEV can handle the demands of Australia’s brutal climates and terrain.

“This local development program is our most exhaustive and ambitious to date,” said Ahmed Mahmoud, Managing Director of JAC Motors Australia. “It will push JAC Hunter – and engineers from China and Australia – to the absolute limit. By the time JAC Hunter goes on sale, it will not just represent outstanding value, provide exceptional practicality, and come with JAC’s industry-leading warranty program. It will be match-fit and ready for Australia.”

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The Lang Lang stage was carried out in collaboration with independent engineering firm, Segula Technologies Australia, with JAC’s engineers working alongside Segula’s team to evaluate vehicle durability and dynamics, powertrain performance and calibration, towing and load-carrying capacity, on- and off-road behaviour, acceleration and braking, and driver assistance systems.

“Lang Lang has been globally recognised as an automotive centre of excellence for many decades. The extensive real-world testing we can replicate on its many arduous bitumen, dirt and off-road circuits all contributes to optimising JAC’s first plug-in hybrid ute for Australian conditions – and for Australian ute buyers,” said Hongjian Jiang, JAC Motors Australia Technical Director.

The Hunter’s powertrain pairs a turbocharged petrol engine with two electric motors, powered by a 31.2kWh lithium-iron phosphate battery. A 3.3kW vehicle-to-load function allows the ute to serve as a mobile power source for tools or emergency backup power.

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“Australia’s unique combination of challenging conditions, sophisticated buyers, and high usage demands makes it an ideal proving ground,” said Hongjian Jiang. “Improvements we identify through this program have potential to benefit Hunter customers worldwide.”

The ute made its world debut at the 2025 Melbourne Motor Show. It will complement JAC’s T9 turbodiesel dual-cab range. Hunter will carry JAC’s All Roads Assurance ownership package, including a seven-year unlimited-kilometre warranty covering commercial use, 24/7 roadside assistance, capped-price servicing, and a loan vehicle program.

Final pricing and specifications will be confirmed closer to launch.

ANCAP has given the electrified Denza B8 a five-star safety rating, applying to both six‑ and seven‑seat configurations.

Introduced to Australia in January 2026, the Denza B8’s rating is based primarily on crash testing of its partner model, the Denza B5, which was conducted in 2025. ANCAP reviewed detailed technical information and additional test data supplied by the manufacturer to confirm the B5’s results also apply to the B8.

Where the B8 differs in design – particularly at the front of the vehicle – ANCAP undertook additional testing. This resulted in a Vulnerable Road User Protection score of 75%, contributing to the overall five‑star outcome.

ANCAP score breakdown: Denza B8

• Adult Occupant Protection: 86%
• Child Occupant Protection: 95%
• Vulnerable Road User Protection: 75%
• Safety Assist: 78%

Standard safety equipment includes dual frontal airbags, side chest‑protecting airbags and side head‑protecting airbags, along with a centre airbag designed to reduce occupant‑to‑occupant injury in side‑impact crashes. Active safety systems fitted as standard include autonomous emergency braking; lane support suite with lane keep assist, lane departure warning and emergency lane keeping; and speed sign recognition.

“Consumers are expecting increasingly comprehensive safety performance from new vehicles in the market regardless of powertrain,” said Carla Hoorweg, Chief Executive Officer of ANCAP. “These five‑star results demonstrate solid occupant protection combined with advanced crash avoidance technology, providing confidence for families and fleet buyers alike.”

The B8 rating follows the Denza B5’s five‑star result late last year under the same 2023-2025 criteria, confirming consistent safety performance across the Denza range as it enters the Australasian market.

The Denza B8 features a dual-motor 4WD system which produces up to 450kW and 760Nm, drawing from a 31.8 kWh battery with DC fast charging up to 120kW. Fuel capacity is 91 litres, while off-road capability is supported by hydraulic suspension, electric diff locks (front and rear on the six-seat version), and a 3500 kg towing rating.

Inside, the B8 offers heated, ventilated and massaging seats, with individual captain’s chairs in the six-seat model; premium leather trim; a cooler/hotbox; a 15.6‑inch rotating touchscreen; 12.3‑inch driver display; and an 18‑speaker audio system.

In Australia, the Denza B8 is priced from $91,000 for the seven‑seat (7S) version and $97,990 for the six‑seat (6S) model excluding on‑road costs.

The Ford Ranger Super Duty has landed, and with promise of a 4500kg GVM and 8000kg GCM it sure has tongues wagging. 

We all know that, despite one-tonne payloads and 3500kg towing capacities, regular midsize 4×4 utes can’t haul both, as their GVM will soon be exceeded once loaded to the hilt. The Ranger Super Duty is here to change all that with its heavy-duty ratings right off the showroom floor. No need for aftermarket GVM upgrades or replacement suspension components – the SD is made to do the job straight out of the box.

While those who like to tow big, heavy things are all in a tizz over the SD’s factory rating, we’re not fussed about towing. We’re all about off-road touring and adventures and would rather leave the boat on the mooring than on a trailer slowing down the 4×4. With a 4500kg GVM, the double-cab Ranger Super Duty promises a payload that nothing else on the market can match, so we wanted to load it up and point it at some rocky tracks to see how it handled the weight.

We strapped 975kg of concrete blocks to the factory Ford tray (those three boxes seen on the tray are each loaded with 325kg of concrete blocks) and aimed it towards the bush. Try this in almost any other midsize ute or 1500-class US pick-up and you’ll be on the wrong side of your GVM, or, at the very best, only able to carry a 50kg driver in the cabin. Add in the weight of the tray and we had more than a tonne on the back of the SD.

The weight was distributed along the centre of the tray, reaching almost to the tailgate, and when it was strapped down the factory leaf-spring suspension dropped around 75mm – barely noticeable and a lot less than a regular Ranger or other ute would drop with just 500kg on board.

Our experience when building our own V6 Ranger Sport a few years ago showed the standard Ranger suspension dropped to the bump stops when we removed the factory tub and fitted a canopy with accessories. The canopy and its contents added no more than 500kg to the rear of the Ranger and, although it did move the weight back a bit, we were astonished at how much it dropped the vehicle.

Ford builds the regular Ranger with soft and compliant suspension that is great for touring and comfort, but it obviously doesn’t cope with heavy loads over the back axle. The Ranger Super Duty fixes that. The springs, shocks, chassis and everything under the SD are all heavy-duty and made to handle the increased capacity ratings of the model. This was evidenced by the limited height drop with the concrete blocks on board. The overall stance of the vehicle remained relatively level when loaded.

JUMP AHEAD

• On-road performance
• Off-road performance
• What does it come with?
• Verdict
• Specs

On-road performance

As expected the Ranger SD did feel the weight as we headed out on the highway, but not as much as we thought it might. 

The steering feel was only slightly lighter due to the weight on the back, and the performance of the drivetrain was unfazed. Ford’s V6 diesel engine is a relatively lazy and relaxed mill that just gets on with the job in all its applications. Sure, it took a little longer to reach 100km/h on the highway, and the 10-speed transmission dropped back a gear or two more when climbing hills and overtaking at that pace, but it didn’t suffer as much as we thought it might.

The SD carried the load with ease, to the point it felt capable of towing a loaded trailer at the same time – and, in theory, it could have. That’s a feat no other double-cab ute on the market can achieve legally.

When relieved of its load, the acceleration of the SD suffers from its extra weight over a regular V6 Ranger, and the taller, heavier tyres don’t help either. The tray is bigger and wider than most you’ll find on midsize utes, but it’s still easy to manage for daily supermarket visits and general duties. The front and rear cameras and large optional external mirrors become your friends when parking.

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Off-road performance

The SD suspension remained unfazed on secondary and gravel roads where, admittedly, we were travelling a little more cautiously than we might usually do on the familiar tracks due to the overall weight. 

Considering the tall LT tyres fitted to the Super Duty, the heavy-duty Ford handles and rides far better than we expected off-road, both when laden like this and unladen. The brakes did their job well enough when needed but, whenever I’m towing or carrying a heavy load, I like to use the gears to create a bit of engine braking to ease the load on the brakes. This is good practice whenever hauling heavy. 

This leads me to the biggest complaint with all of the current-generation Rangers bar one model, and that’s the piddly little manual gearshift buttons on the side of the transmission shifter. They are too small and, with three buttons there, it is not always easy to hit the right one when you need it. The Ranger Raptor’s paddle shifters would be a most welcome addition on the Super Duty … and all 4×4 Rangers for that matter.

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A difference between the SD and other Rangers is that the transfer case doesn’t offer two-wheel drive at all, with Ford saying that any vehicle hauling the loads the SD is rated to carry will do it more safely in all-wheel drive. The SD transfer case has 4WD Auto, locked high range and locked low range, which should be enough for any situation.

The 4WD Auto mode gave positive traction and predictable handling on the sealed roads and gravel tracks, but we switched to locked high-range 4×4 when the track deteriorated and became more uneven. Then, when the track began its steep drop into a deep valley, we went to low range for the gear reduction and a more controlled descent with minimal use of the brakes. This gave a controlled, safe and easy descent as the suspension articulated well to keep the wheels on the ground as we dropped over rocks and steps. Heading up the opposite side of the valley brought a steeper climb and more rock steps, creating an ideal track to test the vehicle’s tractive ability.

All Super Duty variants come with LT275/70R18 General Grabber all-terrains on 18-inch steel wheels and we left them at road pressures for this drive. They also come standard with locking differentials on both the rear and front axles, so we were hoping this would be enough to haul our load up the ridge.

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Ford’s 3.0-litre V6 diesel engine runs a different tune in the Super Duty where it makes a few kilowatts less power but, more importantly, retains its 600Nm output. Backed by the 10-speed transmission, it’s a combination that we know will walk up this hill with ease in any unladen Ranger, but putting the best part of a tonne in its tray adds a lot of resistance.

In low range and with the rear diff lock engaged we pointed it up the first series of loose gravel and rock steps and it climbed them with relative ease. The following step was bigger and on a steeper section of the track, so the weight was well and truly on the back of the vehicle and the front tyres scrabbled for more grip than the electronic traction control was able to give them. No problem – engaging the front diff lock got it up and over.

The Super Duty also has the Trail Control system fitted. This works like low-speed cruise control for off-road work and will maintain vehicle speed at a rate set by the driver without him or her having to use the accelerator. More importantly than the speed control, Trail Control is able to apply minute throttle openings as required while measuring tyre slip and regulating the throttle accordingly. 

The system works extremely well and makes driving tricky terrain easier no matter what your off-road driving experience. It worked superbly crawling the heavily laden Super Duty up the rocks and loose scree. After around 400m of this steep rocky climb the gradient eased off and the route got easier before we were back on sandy and dusty tracks.

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What does it come with?

The full suite of Ranger safety equipment is included in the Super Duty.

In fact, the cabin is the same as regular Rangers with all the same features, trims, infotainment and safety systems, so there’s nothing really new here. The interior is working class – think XL grade with vinyl floors and cloth seats – although it does get the bigger 12-inch infotainment screen of the premium Ranger models. Externally, the Safari snorkel comes standard, as do LED headlights and HD front and rear recovery points.

This Super Duty was fitted with a few Ford Genuine accessories including the black steel tray ($8166) with underslung water tank and wash pump, Clearview towing mirrors, and the Super Duty–specific ARB bullbar ($5661) with a Warn winch. The SD has a different front bar to regular Rangers because the chassis is different, including where the bar mounts to it.

Verdict

The Ford Super Duty is a unique vehicle in the new 4×4 market as there’s nothing else like it.

It performed better than expected off-road with a load on, on the highway and living in the city. Its performance with 975kg on its tray off-road was particularly impressive – a feat that no other unmodified new 4×4 ute could achieve while staying within its factory load limits. I reckon this test would have broken any other new midsize ute!

Specs

The Ridgecap by Zeus 4×4 is a premium aluminium canopy built for serious 4×4 use, be it for work or remote-area touring.

It is designed and tested in Australia, making it suited to the harsh conditions that Australian owners expect to tackle. The company is 100-per-cent Australian owned, with products developed locally by engineers and experienced 4WD enthusiasts, ensuring high standards of quality and reliability.

The canopy features a fully welded, high-grade aluminium build. This keeps weight down while providing greater strength and corrosion resistance compared with fibreglass or cheaper alloy canopies. Internal bracing and tub-strengthening integration reduce flex under load, giving superior rigidity over rough terrain.

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With a 200kg dynamic roof load rating, the canopy can safely carry rooftop tents, awnings, solar panels and recovery gear. Large lift-up doors on both sides provide ergonomic, quick access to gear, making loading and unloading faster and easier than traditional fixed-window designs. Premium automotive-grade seals protect contents from dust and water ingress in all conditions.

The interior is modular, accepting shelves, drawers, platform systems, fridge slides and power panels. This allows builds to be tailored for touring setups or tradespeople’s storage requirements. Modern, aggressive styling also matches contemporary 4×4 body lines, giving a functional yet purposeful appearance.

Whether heading into remote back-country, hauling gear for work, or setting up a weekend touring rig, the Ridgecap combines strength, accessibility and adaptability in a single robust package.

Off-road enthusiasts can now see how clean and efficient their next purchase could be, with the NSW Government’s Vehicle Emissions Star Rating (VESR) now integrated into RedBook.

Developed by the NSW Department of Climate Change, Energy, the Environment and Water (DCCEEW), VESR gives eligible light vehicles (classified as less than 4.5 tonnes) sold in Australia since 2004 a six-star rating based on tailpipe CO₂ emissions – the more stars, the lower the emissions. For 4×4 buyers, this provides a simple way to compare not just environmental impact but potential running costs for that next trip around Australia.

RedBook users can filter search results by VESR, see star ratings alongside vehicle listings, and use the customisable calculator to estimate yearly fuel or energy savings based on their own driving patterns.

“This collaboration puts reliable emissions, fuel and energy cost information directly in front of people when they’re researching their next car, whether new or used,” said Terry Niemeier, NSW DCCEEW Director Transport Electrification and Safeguard. “It means NSW households can compare options quickly and confidently and understand the long-term benefits of choosing a lower-emissions vehicle.”

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The NSW Net Zero Plan 2020-2030 sets the state’s roadmap to cut emissions and support cleaner, more efficient transport; while Australia as a whole aims for net zero emissions by 2050. Under the federal New Vehicle Efficiency Standard (NVES), which came into effect in January 2025, manufacturers of new light vehicles including SUVs, utes and 4WDs under 4.5 tonnes, must meet annual fleet-average CO₂ emissions targets. 

While no engines or models are banned, manufacturers must balance higher-emitting vehicles with more fuel-efficient, hybrid or electric options to comply, earning or trading credits if they outperform or underperform the targets. 

The NVES is designed to bring cleaner, more fuel-efficient vehicles into the market, supporting long-term cost savings and lower emissions, while tools like VESR make it easier for 4×4 buyers to compare environmental impact and running costs without compromising towing, touring or off-road capability.

By combining emissions data with practical running costs, the NSW Government aims to help 4×4 buyers make informed, climate-conscious decisions – even when choosing larger touring or off-road vehicles.

A 70 Series is primarily a work and touring vehicle, designed for prolonged exposure to heat, dust, corrugations and sustained load. 

That operating environment places constant stress on every component fitted to it, and over time it exposes which upgrades are genuinely fit for purpose. We’ve run a few 70 Series over the years, and our current project LC79 GXL is loaded with quality aftermarket equipment. That experience has shown that lower-quality gear doesn’t just fail sooner, it makes ownership harder in the short term as well. Rattles develop, fasteners loosen, components fatigue and parts begin to work loose. Over time, the effort spent removing, repairing and replacing items adds up quickly, both in time and cost.

Extended sun exposure accelerates material degradation, fine dust works its way into joints and mechanisms, and corrugations place constant load on mounts and fasteners. After a few thousand kilometres, the difference between well-engineered accessories and marginal ones becomes clear. 

Equipment that feels secure in urban or light-duty use can loosen, rattle or degrade after extended corrugated travel. Latches lose tension, drawers begin to chatter, and dust ingress increases as tolerances open up. On our LC79 project, we’ve seen how even small compromises in fitment or materials can create ongoing maintenance issues that erode the vehicle’s usability.

Why some upgrades fail

Most failures trace back to basic engineering compromises that don’t align with how a 70 Series is actually used.

Materials may look acceptable initially, but without proper UV stability they fade, harden and crack over time. Fastening systems designed for light or intermittent use cannot maintain preload under constant vibration. Generic fitments rarely sit perfectly in a 70 Series cabin or chassis, which introduces movement and accelerates wear. Cosmetic finishes add little protection against long-term exposure and no structural resilience. These weaknesses rarely appear in short-term use; they emerge under continuous exposure to Australia’s harsh elements.

In our experience, most owners replace at least one interior or utility upgrade within the first year. The first extended trip is usually enough to reveal rattles, loosened mounts, degraded materials or latch failures. What initially appears cost-effective often proves expensive when factoring in the time, effort and repeated replacements. Running lower-quality equipment may seem cheaper upfront, but the cumulative cost of failure quickly exceeds the price of a well-engineered solution.

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How to choose upgrades that last

Selecting durable upgrades for a 70 Series means prioritising long-term performance over short-term savings.

Materials should be UV-stable and corrosion resistant, mounting systems designed to handle constant vibration, and fitment precise enough to prevent movement and noise. Warranties can provide some confidence, but real-world evidence matters more. We can attest that even high-spec components fail if not engineered for sustained Australian conditions. Our experience with the LC79 shows that upgrades also need to function as a system. Storage, lighting, protection and utility gear all interact, and failure in one area can compromise the performance of the entire setup.

Solutions for real conditions

Here are some of the top picks from the 70 Series Store to keep your 70 Series sorted for real-world Aussie touring.

Black Duck provides tailored, heavy-duty covers that protect factory seats while ensuring precise fitment for 70 Series interiors. For storage and organisation, Front Runner offers modular drawers, roof racks and load solutions designed to keep gear secure and accessible.

Interior refinement comes from Sunland Protection including a variety of dash mats. Safari Snorkels ensure reliable engine airflow in dusty or water-crossing conditions, maintaining performance where stock intakes would struggle.

Mudtamer provides a wide range of Aussie-made, heavy duty floor mats; while Manual, Power Fold or Electric Indicator towing mirrors from MSA 4×4 are the perfect addition for a caravan trip around the country. The Freezebrain AC amplifier is 100-per-cent plug-and-play; TAG provides a broad range of heavy-duty tow bars, as well as necessary wiring and recovery hitches; while a massive range of Redback exhaust equipment will take your 70 Series to the next level!

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Build once, not twice

A 70 Series is a long-term vehicle, and upgrades should be treated the same way.

Components need to be engineered for sustained load, extended exposure and repeated use. Choosing solutions that meet these criteria up front reduces repeat replacements, minimises wasted time and prevents the frustration of gear failing in the field, lessons we’ve reinforced repeatedly while running our LC79 project. 

The goal is not just reliability in isolation; it is a rig that performs consistently as a whole over years of real-world use.

Owning a 4WD isn’t just about where you go, it’s about how you protect what gets you there. 

We all know that oil keeps your engine lubricated, but the unsung hero in every service bay is the oil filter, your first line of defence against wear, sludge and the inevitable dust and grit that comes with real-world Australian conditions. That’s why the new Penrite oil filter range is a game changer for 4×4 owners who demand build quality and performance without compromise.

Penrite has taken its almost 100-year legacy as Australia’s home-grown lubricant maker and applied that expertise to oil filtration with products engineered for real roads, outback tracks and everything in between. These aren’t generic filters re-badged and boxed, they’re purpose built with premium media that delivers 98 per cent plus filtration efficiency at 20 microns, so your engine oil stays cleaner for longer and your engine lives longer.

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For the 4×4 crowd, convenience and durability matter just as much as protection. Penrite spin-on filters come with an integrated 19mm nut for easy removal, making that next oil and filter change quicker and easier, especially when you’re under the bonnet at home or out on the farm. 

The robust steel canister with high burst pressure design stands up to heat and vibration, giving you peace of mind that the filter won’t fail when the going gets tough. A silicone anti-drain back valve retains oil in the filter at shutdown, helping prevent wear on cold starts, something every 4WD owner should care about, particularly after long idle times on jobs or camp mornings.

Cartridge-style filters aren’t left behind, either. Built to tight tolerances for modern housings, these deliver OEM-spec fitment and performance while still backing the same premium filtration media and sealing technology. 

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Pairing Penrite oil filters with Penrite engine oils brings a complete protection ecosystem together. Matched products ensure optimal oil quality is maintained through your service interval, enhancing performance and engine life whether you’re towing, navigating boggy creek crossings or cruising the highway. This integrated approach is exactly what 4×4 enthusiasts look for when choosing parts that deliver consistent, reliable results.

Availability is practical, too. The Penrite oil filter range is now stocked nationally through Supercheap Auto, making it easy to pick the right filter for your 4WD, either in store or online. If you’re unsure about compatibility, Penrite’s online REGO search tool helps you find the correct part number in seconds – no guessing, no wasted trips.

The bottom line for 4×4 owners is simple. You don’t want to cut corners on something as critical as oil filtration. Penrite’s new oil filters give you premium performance and reliability, engineered for tough conditions, paired with convenience that fits your service routine.

It’s protection that’s worth fitting yourself.

The superbly turned-out Y62 Nissan Patrol pictured here and on the cover of our February 2026 issue of the magazine reminded me of how much I’ve enjoyed driving the V8 Patrol over its long tenure in Australia. 

We know this will be the last year of the Y62 and its glorious VK56 V8 engine, as it will be replaced by the Y63 Patrol with a turbocharged V6 petrol later this year. That vehicle has been on sale in left-hand-drive markets for more than a year already, and there’s no doubt the V6 will be a superb engine that will not only outperform the standard VK56 but be more refined and efficient. 

It will, however, be missing that one key characteristic of the V8 that most red-blooded Australians love. There’s no replacing the sound of a V8 engine, and the VK56 has one of the sweetest-sounding growls ever to come out of a 4×4 vehicle – particularly when backed by a free-flowing aftermarket exhaust system, or even the bi-modal side-exiting system that Premcar fitted to the Patrol Warrior. It’s pure delight.

And it’s not just aural delight. The Y62 is no lightweight wagon and the VK56 does a stellar job of propelling the big Nissan across plains and tracks. Cap the engine with a Harrop supercharger kit and you have a real on- and off-road weapon!

In this age of EVs and hybrid powertrains, V8 engines are rapidly going out of fashion. We’ve lost them from Toyota, and soon Nissan. It seems the Chevrolet Silverado will be the last salvation for lovers of a bent-eight-powered 4×4. Ford has announced in the USA that it will stick with the V8 in its vehicles for as long as possible, but for Ford Australia this only relates to the Mustang, as the F-150 offered here only comes with a V6 engine. If you have the budget to afford a Mercedes-AMG G 63, then good luck to you!

Interestingly, there is hope from a manufacturer many wouldn’t expect a V8 from. GWM confirmed last year it was working on a V8 engine with a pair of turbochargers attached, which will be interesting to see if it makes it to Australia. Of all the automotive brands coming out of China, GWM has been the most successful in Australia, and its 4×4 offerings are getting better all the time. 

The prospect of driving a V8-powered Tank 500 or Cannon Alpha sometime in the future gives a glimmer of hope that the V8 will live on.

These days, the typical 4×4 buyer is willing to part with a little extra of their hard-earned cash to step up to higher-spec variants, chasing maximum comfort, more tech, and enhanced safety – all while retaining the same rugged capability that makes utes essential tools for work and off-road adventures.

Base models still get the job done, but higher-spec trims make a tangible difference on long trips, daily drives, and when towing. But there’s a sweet spot for buyers who want the benefits of stepping up without paying flagship prices, and it’s found smack-bang in the $60 to $70K mid-range bracket.

Here, dual-cab 4×4 utes deliver most of the creature comforts, safety systems, and cabin tech of top-tier variants, while still keeping them accessible. Beyond just comfort, these mid-range models often hold their value better, as the combination of capability, features, and price makes them more appealing in the second-hand market than entry-level trims.

We’ve picked five of the best mid-range dual-cab utes currently on the market 👇

Toyota HiLux SR5 48V

• From $65,990

Move up to the HiLux SR5 and the shift is less about chasing luxury and more about improving day-to-day livability without compromising the ute’s core working credentials – a big reason this grade consistently outsells the lower trims.

The exterior gains are subtle but meaningful. 18-inch alloys, high-grade auto-levelling LED headlights, LED tail-lights, and darker exterior finishes lift the SR5 above the utilitarian look of entry models, while privacy glass and a powder-coated sports bar (pick-up) add both function and polish.

Inside, the SR5 makes its strongest case. A 12.3-inch digital driver display, dual-zone climate control, and an upgraded comfort package – including heated front seats and steering wheel, a cooled glove box, and an auto-dimming rear-view mirror – transform the HiLux into something far easier to live with across long workdays and touring stints. Wireless phone charging further reinforces its role as a genuine dual-purpose ute.

Toyota has also focused on refinement and control. A comfort-biased rear leaf suspension tune improves ride quality unladen, while larger front brakes and rear ventilated discs sharpen stopping performance – upgrades that pay dividends both on the highway and when towing. Practicality isn’t overlooked either. A damped tailgate with lift assist, front and rear parking sensors, and the Multi-Terrain Monitor (automatic pick-up) add confidence in tight worksites and off-road environments alike.

The SR5 hits the sweet spot in the HiLux line-up, delivering tangible comfort, tech, and refinement gains that explain why many buyers are prepared to spend more without stepping into top-tier pricing. Plus, as with any HiLux, it maintains strong resale value thanks to Toyota’s reliability and enduring popularity.

Ford Ranger XLT

• From $67,990

The Ranger XLT represents a popular step up from the XL and XLS work-focused trims. It keeps the Ranger’s proven chassis and drivetrain options – including the 2.0-litre turbo-diesel engines producing up to 154kW and 500Nm – while layering in comfort, technology, and safety features that make it far easier to live with day to day.

Compared with the lower-spec models, the XLT gains LED headlights with daytime running lights, 17-inch alloy wheels, a chrome-accented grille, body-coloured mirrors, and a black sports bar. Practical upgrades include a factory bedliner, 12V tub socket, rear tub lighting, and a front-mounted tow hook, all of which add genuine utility for work and touring use.

Inside, the XLT steps up with dual-zone climate control, a leather-wrapped steering wheel, Ford’s e-shifter, an auto-dimming rear-view mirror, and rain-sensing wipers. Technology is a major drawcard, headlined by the large 12-inch touchscreen with built-in satellite navigation and DAB+, backed by a strong safety suite including adaptive cruise control with lane centring and stop/go, rear parking sensors, and rear disc brakes.

Compared with Wildtrak and Platinum variants, the XLT misses out on premium touches such as leather upholstery, larger wheels, 360-degree camera systems, premium audio, and some higher-end driver aids. However, it delivers the core Ranger experience at a more attainable price point. Like the HiLux, it also maintains strong resale value in the used market.

Isuzu D‑Max LS‑U

• From $65,000

Step into the LS-U and the D-MAX starts to feel less like a bare-bones work tool and more like a ute buyers can comfortably live with day to day. The mid-spec grade layers in meaningful upgrades without touching the core 4×4 hardware.

Externally, the shift is obvious. Larger 18-inch alloys, chrome detailing, LED rear tail-lights, and silver side steps give it a more finished look, while practical additions such as heated, power-folding mirrors, a factory tow bar, and a tub liner (ute models) save buyers ticking option boxes later.

Inside is where the spending case really stacks up. The jump to a 9.0-inch infotainment system brings built-in navigation, wireless smartphone mirroring, and DAB+, paired with a larger 7.0-inch digital driver display. Dual-zone climate control, keyless entry and start, carpet flooring, and improved cabin materials move the D-MAX firmly into dual-purpose territory, while features like driver lumbar adjustment and an auto-dimming rear-view mirror make long stints behind the wheel easier.

Safety and usability also improve. Rear parking sensors complement the standard reversing camera, TPMS displays individual tyre pressures and temperatures on the main screen, and all the serious off-road gear remains intact, including Rough Terrain Mode and a rear diff lock on 4×4 models.

Mitsubishi Triton GSR

• From $62,290

The Triton GSR sits between $60 to $65K but effectively tops the Triton line-up. It retains the same proven drivetrain and Super Select II 4WD system as some of the lower-spec models, while adding meaningful upgrades.

Externally, the GSR is clearly differentiated with 18-inch black alloy wheels, a full blacked-out exterior theme, unique GSR badging, flared wheel arches, and a distinctive rear sailplane in place of a conventional sports bar. Inside, it steps up with leather-appointed seats with orange contrast stitching, heated front seats, a power-adjustable driver’s seat, upgraded soft-touch trim, and GSR-specific finishes.

The GSR also swaps the heavy-duty rear suspension used in work-focused trims for a more compliant standard-duty setup, improving ride comfort without sacrificing touring or towing capability. Added features such as a surround-view camera, tailgate assist, and standard tub liner further enhance day-to-day usability. While the GLS shares much of the underlying hardware, the GSR’s styling, standard leather, and comfort upgrades set it apart as the most complete Triton variant.

For buyers, the GSR delivers near-flagship presentation without flagship pricing, and that balance helps support better resale than lower-spec Tritons.

Mazda BT‑50 XTR

• From $63,700

The BT‑50 XTR offers a balance of comfort, capability, and practicality that explains why many buyers step up from the entry-level XT or XLS trims. Mechanically it shares the proven 3.0-litre turbo-diesel engine with the D-MAX.

Exterior upgrades include 18-inch alloy wheels, LED headlamps with auto-levelling, LED front fog lights, power-folding side mirrors, and side steps, giving the XTR a more refined and purposeful look while adding practical utility. Inside, it steps up with keyless entry with push-button start, dual-zone climate control, and an auto-dimming rear-view mirror, enhancing convenience and comfort on longer drives.

Technology and infotainment also see a boost at this level: A larger 9.0-inch touchscreen with satellite navigation, wireless Apple CarPlay/Android Auto, and an eight-speaker audio system replaces the smaller screens of lower trims. Cabin trim improvements, including a leather-wrapped steering wheel and gear knob, add to the premium feel without pushing the price into top-tier territory.

The XTR remains a compelling mid-range choice, offering features that matter for daily use and long-distance touring while also supporting strong resale value.

Why mid-range specs matter

• Safety and tech: Lane assist, adaptive cruise, extra airbags, and braking systems are often included in mid-range trims, improving safety for highway and towing work.
  
• Comfort and convenience: Better seats, climate control, and infotainment enhance long drives, family trips, or daily commuting.
  
• Capability enhancements: Some mid-range models feature upgraded suspension, multi-terrain modes, and larger wheels/tyres for better off-road handling.
  
• Resale advantage: Mid-spec utes retain value better because buyers in the used market prioritise convenience, safety, and comfort in addition to brand reputation.

Resale considerations in 2026

Trim level, feature content, and service history now strongly influence used 4×4 dual-cab pricing. Well-equipped mid-spec utes tend to sell faster and closer to their market value than bare-base models, making them a smart choice for buyers looking for a balance of new-car affordability and long-term investment.