In the bustling world of dedicated tradies and 4×4 enthusiasts, there’s one essential truth: a reliable workhorse needs the right gear to match its rugged spirit.

That’s why, as we embark on the thrilling journey of transforming our ‘off the rack’ Mitsubishi Triton into the ultimate tradie work ute, our first stop is the renowned tray and toolbox specialists at TC Boxes.

Its aluminium powdercoated toolboxes, dog boxes and gullwing canopies have become synonymous with craftsmanship and functionality.

While dropping the Triton off at the TC Boxes head office and installation centre in Marsden Park, we caught up with NSW manager, Josh Collisson, who provided insight into TC Boxes’ impressive trajectory over the last eight years, where the company was first set up in Pakenham, Victoria in 2016.

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“Initially, the focus was on toolboxes only. After a few years, it moved into the canopy space,” Josh said. “Then, several years back, we introduced the tray line, which opened up all the accessories and other items we focus on, such as wheel holders, jerry cans, roof racks, drawer units, and now we are even doing EnerDrive power systems internally, along with fridge slides, pull-out kitchens and even ovens.

“So we have a lot to offer our customers, compared to a few years ago. Which makes us a great choice for just about anyone.

“This facility in Marsden Park was an empty shell when we first moved in 2022, so it’s been great to see it now fully set up as our head office and Sydney installation centre,” he added. “With five hoists and plenty of stock and storage, the boys are very efficient at turning cars around with full set-ups in about a day and a half.

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“Our second NSW site is fully operational in Mayfield West up in Newcastle, and it’s great to be able to service the Newcastle area. With plenty of great feedback, our system works exceptionally well for both tradies and those working in and around the mining industry in those parts,” Josh said.

As much as we are focused on ticking all the day-to-day work requirements for a fully functional work ute, keeping a crossover lifestyle element was as important to us as the TC team.

These guys are meticulous with their attention to detail, from the design of the range through to the high-quality materials, which is why they stand behind their products with a 24-month, fully comprehensive warranty that undoubtedly makes TC boxes the trades choice.

The tray fit-out

The backbone of the TC Boxes fit-out is the aluminium 1650mm black tray, which is TC Boxes newly designed aluminium tray for all common-rail dual-cab utes. Colour choices include powder-coated UV-stabilised Black Scylla or Horizon White Scylla.

The tray is rugged and lightweight, manufactured from premium grade aluminium. The tray itself looks stylish, well-designed and well-thought-out, and the 8mm aluminium c-channel main frame and 40 x 40mm SHS sub frame is impressive with its durability and build quality.

Combined with six industrial-strength mounting feet which lock it all together to the chassis, it tells the story that TC Boxes mean business with its products.

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This tray is very secure, making it robust and solid for any tracks, trails or off-road bush bashing you have planned. So, regardless of whether you’re a tradie or tourer, you can trust the strength and integrity of this entire system.

The tray measures 1650mm (L) x 1775mm (W), which allows for the fitment of a 1400mm (L) x 800mm (W) trundle drawer to store an array of tools and recovery gear. With a load rating of up to 80kg, it frees up plenty of internal space.

The tray’s 4mm flared guards look awesome and allow up to 35-inch wheels for increased ground clearance.

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The tray sports genuine Maxilamp Series 3 LED tail-lights, which look epic and have top-of-the-range light output in a great design. You will struggle to find better-looking tail-lights than these, which sit in a recessed position on the frame for added protection. A 12-volt LED licence plate light is also securely mounted above your plates.

Another vital piece of equipment is the Integrated rear sensor bar and camera mounting brackets, which means all vehicle models from 2018 will take advantage of this addition.

Plus, durable 2.5mm flat-plate aluminium undertray toolboxes allow for the safe storing of tools and accessories. Perfectly sized to fit our Triton, they offer even more secure storage for tool-heavy trades like carpenters and plumbers.

Two toolboxes for maximum storage

When it came to the toolboxes and storage for the ‘Tradie Triton’, we wanted ample room as well as plenty of drawers, shelves and compartments to safely house specific tools and equipment. The TC Boxes range delivered on these requirements.

The tray’s passenger side was the perfect home for the 1450mm TC Boxes full door with drawers, again in the tough UV-stabilised Ripple Black Scylla powder-coat.

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The four 35kg mid-placed drawers are the perfect home for lasers, socket sets, batteries and other gear you’d prefer to keep separate from the rest of your tools. The more significant 50kg-rated bottom drawer also makes an excellent home for power tools, boxes of nails and other hardware that loves to bounce around when left in larger storage areas or the back of the tray.

The 2.5mm flat-plate aluminium toolbox uses the highest quality materials, and the full door with drawers will exceed the needs of Australian tradies. No-one wants to hear their tools sliding around in the tray, and the organised layout of this toolbox will allow you to know exactly where everything is.

It’s all about the accessories

Other features of this quality set-up include the whale-tail lock, gas-strut-assisted door, cushion rubber seal, dual-folded returns, adjustable shelf, 40mm door recess, and the included 24-month warranty.

While the passenger side was more about organisation and secure storage, the driver’s side toolbox was more about housing bulkier tools in their boxes or bags. This 1750mm full-door 2.5mm flat-plate aluminium toolbox offers plenty of options with a removable shelf and copious space to house bulky power tools. It also keeps power tools safe, secure and out of the harsh weather and conditions, with water- and dust-resistant seals and locking systems.

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The team at TC Boxes recently added some sought-after accessories to make off-road adventures last as long as possible, so we had to include two black jerry can holders, which have been perfectly designed to finish flush with the rear of the tray. The holders, designed and built for serious adventure, are constructed using 5mm laser-cut aluminium with internal and external welds.

Most tradies will love the inclusion of a 70mm universal ladder rack. It’s a pretty straightforward system that will greatly assist when it comes to storing and loading gear. This system easily fits to your toolboxes or canopy, and it will help to carry tools during the week or boards, rods and canoes on the weekend.

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Constructing out of 40mm x 40mm x 2.5mm RHS square tube and being 1400mm wide with 5mm-thick mounting plates, the team at TC Boxes have made these as durable as possible.

The dual 900mm NTR tapered aluminium under tray toolboxes offer industry-leading quality, and its TIG-welded construction ensures reliability and durability. Being lockable and dust- and weather-resistant through the inclusion of the rubber seal, this option again adds flexibility to your fit-out. Including dual cable supports allows for smooth opening, and tradies we have spoken to have enjoyed and appreciated the quality of the locking mechanism.

Wrap-up

As we conclude this initial phase of the Triton’s transformation with TC Boxes, it’s abundantly clear that functionality has never looked this good. TC Boxes has met and exceeded our expectations with its unwavering commitment to top-notch build quality, premium materials, and clever design.

Our mission to elevate the Triton from an ordinary workhorse to an extraordinary dual-purpose beast has gained tremendous momentum thanks to this impressive collaboration.

This installation marks a significant milestone in building the ultimate tradie work ute.

The Queensland Police Service has invested in new LandCruisers for specialised District Duty Officers (DDO), with the vehicles kitted out with ARB gear and other specialised equipment.

The first of the new Toyota LandCruiser 300 Series police vehicles is already patrolling the streets of Ipswich, west of Brisbane, but more are set to be rolled out state-wide in coming months.

Operational police had strong input into the design of the new LandCruisers, which are equipped with a range of tools, communications systems, safety devices, command planning equipment, lighting and an ARB storage system.

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“This vehicle has been designed by the very officers responsible for leading frontline policing, which means it has everything they could want or need to do their job efficiently and safely,” said QPS Assistant Commissioner, Matthew Vanderbyl.

The DDOs using the new LandCruisers are senior officers responsible for supervising and supporting police action and operations in their district, which is why these vehicles are equipped to handle just about anything.

These LandCruisers will work around the clock to take charge of priority situations including matters of public safety, missing persons, and other serious incidents.

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Advanced technology like Reveal Shield PRO thermal imaging allows officers to see up to 50 metres in the dead of night, while a new ‘rumbler’ siren sends audio-derived shockwaves to those who may not be able to hear a traditional siren.

The rumbler siren utilises low frequency sound waves that create distinct vibrations that people in the vicinity of the vehicle will feel as well as hear, made possible by subwoofers mounted to the front of the vehicles.

“This top-of-the-range technology gives QPS District Duty Officers the tools they need to keep the community and their fellow officers safe,” said Minister for Police and Corrective Services, Mark Ryan.

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A silver colour was selected for the vehicles, with unique QPS decals and a large number on the roof allowing the LandCruisers to be visible to the Polair helicopter unit.

On-board ARB storage includes drawers, pull-out tables, a fridge and other bespoke storage solutions, while an array of custom lighting is neatly hidden in various positions like the factory grab points for the tailgate.

A stock aesthetic has been maintained with standard wheels, tyres and suspension, but genuine Toyota options like the bull bar and snorkel hint at off-road potential.

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Unlike other states and territories, QPS owns its fleet outright, purchasing vehicles like the LandCruisers rather than leasing them. For that reason, they are incentivised to select vehicles with strong resale as well as fitting accessories that will add value.

For that reason it is no surprise that QPS chose LandCruiser 300 Series wagons for DDO use. However, Mr Vanderbyl told us they’re also the best option in terms of their performance.

“Vehicles are one of the key pieces of equipment needed by police to ensure they can respond to the public’s calls for help in emergencies,” he said. “Everyone loves them (300 Series) and they’re hard to beat.”

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Being the most powerful, comfortable and capable LandCruiser yet, it is no surprise the 300 Series is making waves within the force as the base for one of the most advanced policing vehicles yet.

“I could not be more proud of the DDOs involved in designing this vehicle, for drawing on their more than 100 years of service collectively, resulting in one of the most advanced policing vehicles in the country,” Mr Vanderbyl said.

Isuzu Motors has confirmed an electric ute is coming and will initially launch in Europe.

At the launch of the facelifted D-Max in Thailand, the company’s president Shinsuke Minami told Auto Express [↗] it will produce a battery-electric pickup.

“Isuzu will first introduce it in Europe and then examine its gradual rollout by meeting the needs of each market, including Thailand,” Shinsuke said.

The current diesel-powered Isuzu D-Max ute is also made in Thailand.

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While details and timings are unclear, it should help the commercial vehicle-focused automaker meet increasingly strict emissions mandates, and the European Union and United Kingdom’s ban of new internal combustion engine vehicle sales from 2035 – with the former only allowing synthetic e-fuels.

Isuzu has been subject to criticism for lacking electric vehicle sales targets compared to other automakers, with only a 2050 net zero commitment.

It currently only sells two models, the D-Max ute and related MU-X large SUV. Both share their body-on-frame chassis with the Mazda BT-50 ute.

Since Isuzu tends to keep each platform generation selling for a longer time, an electric drivetrain could be fitted to the D-Max, as LDV managed with the eT60, as well as the promised Volkswagen Amarok EV and Toyota HiLux Revo concept but a new ground-up EV platform is also possible.

Australia represents a large market for Isuzu with the D-Max ute and MU-X SUV consistently in the top 20 best-selling new vehicle sales charts and directly rivals electric carmaker Tesla for offering two popular closely related models.

The 2024 Ssangyong Rexton seven-seat SUV has been introduced with a new mid-range Adventure offering and a lower-spec ELX trim.

Despite the ELX losing features, the Korean-made Rexton SUV is $1010 more expensive – now $50,000 drive-away. The Adventure trim, which now features heated and ventilated seats, is $5K dearer than the old ELX. Offsetting the price increase is a new dashboard with a large 12.3-inch touchscreen instead of the outgoing 8.0-inch item, and up-to-date USB-C charge ports.

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The off-road friendly SUV based on Ssangyong’s Musso ute also gets a redesigned dual-zone climate control module.

Maintaining the same 148kW/441Nm 2.2-litre turbo-diesel four-cylinder and eight-speed automatic, the Rexton’s only hardware change is more compliant lower body mounts to improve the SUV’s secondary ride characteristics. Graphite grey joins five other available colours for 2024.

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JUMP AHEAD

• 2024 Ssangyong Rexton pricing
• 2024 Ssangyong Rexton features
• Colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

2024 Ssangyong Rexton pricing

All prices are drive-away.

Back to the top.

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2024 Ssangyong Rexton features

The new ELX entry grade has been slightly de-contented for 2024.

It gets cloth seats instead of synthetic leather with heating and ventilation, now reserved for the Adventure.

The Adventure also gains the Ultimate’s speed-sensitive power steering and steering and a power tailgate. No variant features a wireless charger anymore.

2024 Ssangyong Rexton Ultimate features

Options

Ssangyong Rexton Sport Pack (Ultimate, $2000)

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Colours

All colours bar Grand White are $595 options

Back to the top.

Engine, drivetrain, and fuel economy

The Ssangyong Rexton carries over its 2.2-litre four-cylinder turbo-diesel engine produces 148kW and 441Nm.

A six-speed Aisin-sourced automatic sends grunt to all four wheels with selectable four-high and four-low modes. A mechanically locking rear differential is standard.

The Rexton is rated to tow a 3.5-tonne braked load or 750kg unbraked.

Back to the top.

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Safety

The Ssangyong Rexton has not received an ANCAP rating.

Safety aids, including autonomous emergency braking (AEB), are standard, while six airbags (dual front, side and curtain) are fitted across the Rexton range.

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Dimensions

The SsangYong Rexton measures 4850mm long, 1825mm tall, and 1960mm wide and rides on a 2865mm wheelbase.

It has 203mm of ground clearance, with approach/departure angles of 20.5 degrees and a breakover angle of 20 degrees.

With the third row of seats folded down, the Rexton offers 641 litres of luggage capacity, increasing to 1806L with both the second and third row of seats folded.

Back to the top.

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Warranty and servicing

All Ssangyong models have a seven-year/unlimited-kilometre warranty and seven years of roadside assistance.

Back to the top.

Availability

The 2024 Ssangyong Rexton will arrive in Australia this month.

Back to the top.

Ford Australia has jumped back into the emerging full-size pick-up market with the return of the iconic F-150 half-tonne truck.

Available in just two specification models – XLT and Lariat – and a choice of two wheelbases and bed lengths, the 2023 F-150 starts from $106,950 plus ORC for the XLT SWB.

This makes the entry level F-150 the lowest-priced full-size American pick-up truck currently being offered by factory-backed distributors, as the RAM DS range is being run-out and the entry to the RAM DT Big Horn starts at $119,950.

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There are only two cost options on the 2023 F-150, an extra $995 extends the wheelbase by 304mm to 3987mm and the cargo bed from 1676mm to 1981mm, and any colour other than plain white will add extra expense.

The 2023 F-150 Lariat starts at $139,950 (+ORC) for the SWB/short-bed model and goes up to $140,945 (+ORC) for the LWB/long-bed variant.

All variants of the F-150 in Australia are built to an Australian-spec in Detroit with an Australian-specific VIN, despite being built as left-hand drive. They are remanufactured from left- to right-hand drive in Melbourne at a new, purpose-built facility run by RMA, where the motto is that the vehicles are built to standards equal to or better than how they arrived from the USA. It is claimed by some that these F-150s are some of the best built in the world.

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All Australian F-150s are powered by the same 3.5-litre petrol-fuelled twin-turbo V6 engine that makes 298kW and 678Nm and is backed by a 10-speed automatic transmission.

Both F-150 variants are 4×4. The XLT employs a conventional part-time/dual-range four-wheel drive system, but the Lariat adds a transfer case that has a 4×4-auto setting to allow all-wheel drive on sealed and hard-pack road surfaces – just like you find in the higher-spec Ford Ranger models.

JUMP AHEAD

• Interior and safety
• What’s underneath
• Performance
• Capability
• Verdict
• Specs

Interior and safety

Both F-150 models are relatively well-equipped, but, as you would expect, the Lariat gets considerably more premium features to almost justify its $30K price hike.

Standard equipment on both models include 20-inch alloy wheels, chrome bumpers, side steps, underbody skid plates, a spray-in bed liner, and cargo management locking cleats in the bed.

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Inside you’ll find a SYNC 4-enabled centre touchscreen (eight-inch in the XLT and 12-inch in Lariat); in-built sat-nav; Apple CarPlay and Android Auto; a 12-way powered driver’s seat and 10-way powered front passenger seat; power-adjustable foot pedals; dual-zone automatic climate control; Ford Pro-Trailer back-up assist; and plenty of room for five adult passengers.

Some safety features in the Lariat the XLT misses out on include front parking sensors; a 360° camera; adaptive cruise control with stop-and-go and lane-centering; evasive steering assist; speed sign recognition; and wireless phone charging for compatible devices. There’s certainly nothing missing that would make it a deal-breaker.

What’s underneath

As all Australian F-150s include the Towing Pro pack as standard, the chassis comes with a heavier duty rear section than what is standard on the model.

The front end uses independent suspension with coil springs, while the live axle is under the back on leaf springs. The rear axle has a locking differential in both grades.

Ford claims the F-truck will leave a Raptor behind in the 0-100km/h dash

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The V6 ‘EcoBoost’ 3.5-litre engine comes from the same family as the Ranger Raptor’s 3.0-litre version, and, as you would expect of the larger capacity, it makes more power and torque than the Raptor. While it doesn’t have the sound of a V8 engine, the Ford V6 makes more torque than the V8s found in both the RAM and Silverado 1500.

Interestingly, with its body made mainly of aluminium, the F-150 XLT SWB weighs 2471kg, which is similar to the smaller Ranger Raptor, and Ford claims the F-truck will leave a Raptor behind in the 0-100km/h dash.

Performance

Our time in the F-150 at the vehicle’s launch didn’t include such sprints, but the engine feels strong and powerful without really pushing you back in the seat when you put your foot down. Nor was it lacking grunt with a near-on three-tonne trailer hooked up behind it; although, it must be said the terrain was all flat with no hills or off-road driving.

The 10-speed auto responds well to throttle input, with firm and sharp shifts when you put the boot in. It’s smooth and seamless on the highway and under light throttle, with no evidence of it hunting for ratios.

Using the column shifter takes a minute to get used to, but you soon forget about it. The buttons on the end of the shifter for manual gear selection are less than ideal if you prefer to make your own gear choices to suit the driving conditions.

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Ford claims 12.5L/100km fuel use on the combined cycle; and with a 136-litre fuel tank coming standard on Australian models, it gives the driver plenty of touring range.

While there was no off-road component to the drive, we did cover some pretty crook secondary roads where the suspension did an excellent job of managing the unladen truck and keeping it controlled at speed. At times there was a little bit of hop from the rear axle to remind you that you were in a leaf-sprung full-size pick-up and not a passenger car.

Overall, the driveline, suspension and cabin delivered a very well-mannered, quiet and refined ride quality on all manner of roads we sampled on the launch.

Capability

Full-size pick-up trucks might be big but their standard payloads don’t reflect this, with the XLT rated to 769kg and the Lariat to 686kg with the SWB and short bed.

The LWB does a bit better at 794kg and 710kg for the models respectively, but still falls well short of what we get from the mid-size 4×4 utes such as Ford’s own Ranger and its competitors.

Where the full-size trucks fare better is in their towing capability, with ratings up to 4500kg when equipped with a 70mm tow ball or 3500kg on a standard 50mm tow ball. GCM for the Effie is 7765kg, so even if you were to load the trailer to the maximum rated 4500kg you would still have a usable 700kg+ payload for passengers and cargo.

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As mentioned, Australian F-150s come with the Tow Pro package that gives you a tow bar that was locally developed and manufactured to meet the Australian standards for a 4500kg rating, and it comes with a 70mm ball as standard.

The kit also includes a system that is claimed to make reversing a trailer easier for inexperienced operators. It uses the rear cameras and a yaw sensor fitted to the trailer to guide the driver, who uses a dial and not the steering wheel to steer the vehicle and trailer back. This system felt fiddly and unnatural and I reckon I could learn to reverse a trailer the conventional way as quickly or quicker than learning this alternative. But it’s a neat party trick.

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Towing heavy trailers with high-torque trucks easily spins the wheels when towing in two-wheel drive, and we found this in the dry in the XLT – it would be worse on wet or gravel roads and would be worth considering an upgrade to the Lariat if towing a large trailer is your thing. Having the AWD ability of 4A in the transfer case would make it safer and easier on the gear.

As one of the highest-selling vehicles in the world, there is plenty of aftermarket equipment available for the F-150 from the USA and a limited amount from Australian suppliers. With Ford’s strong ties to ARB via its approved products for the Ranger, and with ARB’s huge presence in the USA, we are expecting more gear from them and other manufacturers for the Aussie models soon.

Verdict

While Ford has dabbled in F-Series trucks in Australia a few times over the 75 years of the model’s history, it’s only been the factory-supported efforts of RAM and Chevrolet that have really motivated the segment in this country.

Ford hasn’t gone in half-hearted and is working very closely with the team at RMA to create a vehicle that, in some ways, is better than what was originally manufactured in the USA.

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This shows in the way the new F-150 drives on our roads, how everything works as it should, and the attention to detail in the re-manufacturing process. It has delivered a truck that looks and feels like it was always made this way. Having this close relationship between the OEM and the remanufacturer, and the access to ford’s IP and parts, certainly allows the collaboration to deliver a more complete and refined package than what most grey import dealers can offer or produce.

The F-150 is covered by the same five-year/unlimited kilometre warranty as other new Ford vehicles sold in this country.

Ford USA recently unveiled its 2024 F-150 with a facelift and specification changes, and Ford Australia says we should get this revised model late in 2024.

You already know the Ford F-150 is popular – it is one of the world’s best-selling vehicles, after all – but it’s the sheer scale of that popularity that might surprise you.

In the US, a new F-150 rolls off the line in Dearborn every 52 seconds and, remarkably, Ford is selling them even faster than they can build them.

A new F-150 sale is racked up every 49 seconds, so it’s little wonder the ‘Effie’ has been America’s top-selling truck for almost five decades.

And now the F-150 has arrived Down Under

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Or should we say returned?

Ford last sold the F Series here in 2006, when the F250 and ginormous F350 were imported in right-hand drive from Brazil, but this time around the project is far more ambitious.

Ford’s fresh conversion partner is RMA Automotive and the scale and meticulousness of the new joint venture has to be seen to be believed.

The work takes place at a brand new, 21,000sqm facility north of Melbourne, and if its footprint weren’t enough of a hint, this is no small-time operation. Ford says it will remanufacture 20 units a day.

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Remanufacture? You bet. Simply calling it a conversion undersells the depth and quality of the engineering involved.

At 20 trucks each day, that equates to around 5000 units a year and, in an indicator of just how popular full-size American utes are becoming in Australia, Ford and RMA say they can easily ramp up production to meet rising demand.

So how does Australia’s version of the F-150 stack up against the US original? And is it a smarter buy than the other big utes already on sale here, the RAM 1500 and Chevrolet Silverado? We climbed aboard the biggest and most expensive version of the F-150, the Lariat LWB, to find out.

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How much is it and what do you get?

Ford offers two versions of the F-150 in Australia. The range opens at $106,950 for the XLT and stretches to $139,950 for the flagship Lariat we’re testing here.

Those prices are for the ‘short wheelbase’ versions, but for an extra $995 both the XLT and Lariat can be had in long-wheelbase form, which grafts an additional 300mm between the axles.

Buyers looking to lug about big loads will likely gravitate towards the LWB versions as every millimetre of that extra length is added to the tray, which grows to 2005mm long.

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Mechanically, there’s little to separate the XLT and Lariat. Every version of the F-150 uses Ford’s 3.5-litre twin-turbo Ecoboost V6 that produces 298kW/768Nm – that’s right, unlike the RAM 1500 and Chevy Silverado there’s no V8 under the bonnet – and is paired with a smooth-shifting 10-speed automatic.

Both trim levels roll on 20-inch alloys, share the same basic chassis and suspension hardware, feature chrome bumpers, side steps and underbody skid plates, and crucially, they carry the same 4500kg braked towing capacity.

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To help justify the Lariat’s hefty $33,000 premium over the XLT, Ford has loaded it with extra equipment.

You gain LED headlights, a leather steering wheel with electric adjustment, a two-piece panoramic sunroof, heated/cooled leather seats, a sliding window in the rear windscreen, and the gear shifter is mounted on the centre console rather than the steering column.

The Lariat also features a larger 12.0-inch centre touchscreen and a digital instrument cluster, with the centre screen in particular feeling like a huge upgrade compared to the XLT’s comparatively small 8.0-inch screen.

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Enhanced engine noise is piped into the cabin in both the XLT and Lariat, but the higher quality audio system delivers a sound that’s richer, deeper and almost V8-like.

Perhaps the only debatable upgrade are the seats. In the Lariat they’re leather accented but we actually preferred the softer, more lounge-like cloth seats in the XLT.

One important distinction is that the Lariat scores a full-time 4×4 system, meaning you can switch to 4-Auto to help improve traction and stability while towing or on slippery surfaces.

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There are some worthwhile upgrades to the Lariat’s tray, too, like a pair of LED lights, a 12V socket and an automatic tailgate. Both versions of the F-150 have a drop-in bed liner, moveable tie-down points and an integrated tailgate step that makes clambering into the tray much easier.

Finally, Lariat models score some desirable active safety gear missing from the XLT.

While both models include six airbags, autonomous emergency braking, blind-spot detection (with trailer coverage) and lane-keep assist, the Lariat builds on that with a host of additional advanced safety systems including: intelligent adaptive cruise control with stop and go, a 360 surround-view monitor, lane-centering, speed-sign recognition, intersection assist, and evasive steering assist.

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Does all this justify the Lariat’s $33K premium over the XLT?

We reckon it does, mostly due to the bigger touchscreen, digital instrument cluster and full-time 4X4 system.

Ford also predicts the Lariat will be the more popular model grade and make up 65 percent of sales.

Ford F-150 vs rivals: key stats

Interior space, comfort and storage

Space, and loads of it, is clearly a huge attraction when buying an F-150 and it does not disappoint.

Clamber aboard any version of the Aussie F-150 range and you’re greeted by a cabin that feels massive and is also surprisingly comfortable and practical.

Storage cubbies abound. The door pockets are huge, there’s a dedicated slot for your phone (plus a wireless charging pad and twin USB outlets), and the wide centre console is colossal. The console can also double as a work space thanks to a lid the can be folded forwards to create a table big enough for a laptop.

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It’s a clever solution but one that requires an extra step in Lariat models. Because the Lariat’s shifter is on the console, rather than the steering column like the XLT, you need to press a button to electrically fold down the gear shifter. It’s a solution RMA is especially proud of, as re-engineering the collapsable shifter for right-hand-drive was a real challenge.

Remarkably the back seats feel even roomier than those in the front. Legroom is especially generous (it’s so roomy we reckon NBA basketballers will have space to spare) and like the front, the seat itself is comfortable and supportive.

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Lariat versions also score heated rear seats and more USB ports, a power outlets and dedicate rear air vents are provided on the rear of the centre console.

The seat base also folds up and because the floor is also flat, with no intrusive transmission tunnel, it’s possible to use the entire section between the back doors for additional storage.

Lariat versions also score an extra storage box beneath the rear seat that’s missing in the XLT.

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What really sets the Lariat apart from XLT, however, are its screens.

In such a large and broad cabin, the XLT’s 8.0-inch centre screen looks comically small and its resolution also isn’t as clear as the bigger screen in the Lariat.

That helps to make the Lariat easier to park (the video feed from the 360 degree camera is clearer) and the bigger screen is also a benefit if you’re towing, especially if you plan on using the F-150’s clever tech when reversing a boat or trailer (more on this below).

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What’s it like to drive?

On the move, you might expect the F-150 to feel big, boaty and ponderous. But, amazingly, it drives a lot like a supersized Ford Ranger.

And that’s high praise indeed. Part of the F-150’s dynamic cohesion can be credited to RMA’s conversion work, which included giving our F-150s a unique steering tune.

Aussie versions of the F-150 use the steering rack from the Ford Ranger Raptor and it’s been tuned by Ford’s engineering team at the You Yangs proving ground the deliver better on-centre feel and response.

It’s a change you appreciate most when driving the F-150 on fast, sweeping country roads. Vague steering robs driver confidence, especially at high speed, yet our F-150s are reassuringly responsive and accurate which makes it easy to place the big ute exactly where you want it on the road.

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The rest of the F-150’s chassis and suspension is unchanged from the US version. That means an independent coil-sprung front end and leaf springs outback and the good news is that the ride/handling balance is nicely judged.

There’s decent compliance on passive dampers, even on poor roads and despite the large 20-inch alloys, and while you do occasionally notice the telltale tremors and lateral shimmy that plague all light-commercial vehicles, the suspension does an excellent job of controlling the F-150’s mass.

Speaking of weight, the F-150 isn’t as hefty as you might expect. The XLT SWB hits the scales at 2451kg, which actually makes it lighter and faster than the Ford Ranger Raptor. Ford’s engineers sheepishly admitted they’ve clocked the XLT in the high 5.0sec bracket for the 0-100km/h dash.

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The Lariat LWB weighs about 100kg more and while you do notice it loses some of the short wheelbase’s punch, there’s still ample performance for towing and to execute easy overtakes.

The twin-turbo V6 is a strong engine – its down slightly for outright grunt compared to the V8s in the RAM and Chevy but it trumps both for torque – and it pairs well with the 10-speed auto, which shifts through cogs smoothly and decisively. The F-150 is also armed with a 136L fuel tank which should provide 1000km+ of cruising range.

And it’s long-distance cruising that the F-150 will excel at. Cabin refinement is impressive, vision out is excellent (the extra cutout of glass in the front side windows makes a huge difference) and the seat comfort and space offered in both rows is superb. The rear seats, in particular, are hugely spacious and offer business-class levels of knee room.

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A quick word on towing and payload

Aussie F-150’s feature a locally developed tow bar and are rated to tow 4500kg with a 70mm tow ball or 3500kg with a 50mm tow ball. We towed a 3.5T caravan during our time behind the wheel and the F-150 barely broke a sweat, though it would spin up the wheels if left in two-wheel drive.

Switching to tow/haul mode helped, as did toggling the 4×4 system into 4-Auto, which is another reason to choose the Lariat if you plan on regularly towing heavy loads.

As for payload, long-wheelbase versions are rated at 794kg and 710kg for the XLT and Lariat respectively, which isn’t only lower than the payload of the RAM 1500 and Chevrolet Silverado (878kg and 757kg) but actually less than you get from most mid-size dual-cab utes like the Ford Ranger.

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Remember that clever towing tech we mentioned earlier?

Ford has fitted the F-150 with a system called ‘Pro Trailer Backup Assist’, which is feature designed to take the stress and mental gymnastics out of reversing a caravan or boat. Rather than forcing the driver to counter-intuitively turn the steering wheel in the opposite direction they want the trailer to go, the system instead asks drivers to ‘steer’ via a small dial mounted on the dash.

Using the dial allows drivers to simply twist it in the direction they want to move the trailer and then, using a yaw sensor mounted to the front of the trailer and the F-150’s cameras, the ute turns the steering wheel accordingly. It can take some getting used to, especially if you have lots of experience at towing, but it works well.

How much fuel does the Ford F-150 use?

You might think using a V6 twin-turbo instead of a V8 would give the F-150 an efficiency advantage over the RAM 1500 and Chevrolet Silverado, but weirdly, the Ford is actually thirstier.

At least on the official combined cycle. The F-150’s official consumption figure is 12.5L/100km, which is marginally higher than its key rivals which are both rated at 12.2L/100km.

Happily, it seems that buyers can expect their F-150 to get close to (or even beat) that official claim. During our time with the ute we recorded 12.4L/100km over a decent mix of urban and highway driving, which is encouraging. That figure will rise once you drop a load in the tray or hitch a trailer, of course.

Warranty and servicing costs

The 2023 Ford F-150 comes with a factory backed five year/unlimited km warranty.

While that coverage period is fast becoming the industry standard, in the F-150’s case it’s a key reason to buy one over its key rivals. The warranty period for both the RAM 1500 and Chevy Silverado is three years/100,000km.

Service intervals are every 12 months/15,000km (whichever occurs first) and Ford is yet to reveal capped price servicing costs.

VERDICT

Love them or loathe them, there’s no escaping that big utes are now big business in Australia.

RAM and Chevrolet are both enjoying incredible sales growth and Toyota is also about to wade into the booming segment with the Tundra. And against those competitors, the Ford F-150 stacks up well. Its powertrain is strong and smooth, it drives well and the conversion work by RMA Automotive feels top notch.

There’s also a decent amount of choice available in the range, from the more affordable XLT to the full laden long wheelbase Lariat.

If pushed, we reckon the Lariat is the one to go for due to its extra features, size and capability. Plus, what’s that saying? Go big or go home?

2023 Ford F-150 specifications

The updated 2024 Ssangyong Musso dual-cab ute has arrived in Australia.

The manual transmission has been deleted for 2024, with the price of entry climbing $3210 to $40,000 drive-away for the base Musso ELX auto – similar to a four-wheel-drive, automatic GWM Ute or LDV T60 Max, as Australia’s most-affordable new off-road utes.

Prices have increased by up to $1910 for carryover automatic variants, while the Korean brand has added a mid-spec Musso Adventure variant.

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A new high-mounted 12.3-inch infotainment system replaces the previously integrated 8-inch unit. It remains paired with the 12.3-inch digital instrument cluster, while front USB-C ports replace USB-A in the centre console.

The Musso now features a soft opening and easy-close tailgate said to reduce physical effort by 45 per cent.

Ride comfort has been improved with enhanced isolation from road imperfections, thanks to re-engineered body-to-chassis mounts.

The Ultimate Luxury Pack variant adds a full touchscreen design for the dual-zone climate control, touch-sensitive front door locks, and a walk-up welcome system.

The Musso continues to lack a full lap/sash seatbelt for the centre seat, with a lap belt that would likely impact its safety score if it was tested by ANCAP.

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JUMP AHEAD

• 2024 Ssangyong Musso pricing
• 2024 Ssangyong Musso features
• Options
• Colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

2024 Ssangyong Musso pricing

All prices are drive-away.

Back to the top.

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2024 Ssangyong Musso features

2024 Ssangyong Musso Adventure features

2024 Ssangyong Musso Ultimate features

Back to the top.

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Options

Ultimate Luxury Pack (Ultimate, $3000)

Back to the top.

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Colours

All colours are included in the Musso’s drive-away price.

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Engine, drivetrain, and fuel economy

All Ssangyong Musso variants are paired to a 2.2-litre four-cylinder turbo-diesel engine producing 133kW and 400Nm. It is paired to a six-speed Aisin-sourced automatic transmission, with part-time four-wheel-drive and an automatic-locking rear differential.

Braked towing capacity is rated at 3500kg across the range.

All standard-wheelbase variants have multi-link coil spring suspension with a 790-kilogram payload. The extended-length ELX XLV has leaf spring rear suspension with a 1010kg payload, while the Adventure and Ultimate XLVs are reduced to 880kg.

Back to the top.

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Safety

The Ssangyong Musso has not received an ANCAP rating.

Six airbags (dual front, side and curtain) are fitted across the Musso range.

A two-point lap seatbelt is found in the centre seat, rather than the three-point lap-and-sash belt found in most other vehicles.

Blind-spot alert, rear cross-traffic alert, and lane change assist are limited to the Musso Ultimate.

Back to the top.

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Dimensions

The Musso ELX, Adventure and Ultimate have a wheelbase of 3100mm, are 5095mm long, 1950mm wide, and 1840mm high.

​​The XLV Pack increases the wheelbase to 3210mm, while length increases to 5409mm and height goes up to 1855mm.

Back to the top.

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Warranty and servicing

All SsangYong models come with a seven-year/unlimited-kilometre warranty and seven years of roadside assistance.

Back to the top.

Availability

The 2024 SsangYong Musso will arrive in Australia this month.

Back to the top.

A key part of the Ranger build was always going to be the service body/canopy that we fitted to it, and we have been very fortunate to partner with the team at Trig Point in Melbourne who designed, manufactured and installed the unit for us.

They went over and above on the installation, also fitting the extensive Projecta power system and the MSA Powerslide fridge mount and rear drawer.

From the outset, Murray at Trig Point had something else in mind for our canopy and it is a project that he has been tweaking the design of over the months since fitting the canopy itself.

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The new product is a slide-out kitchen/pantry and there was space left aside for it on the passenger-side of the canopy alongside the fridge drop slide. This is the side of the Ranger that is covered by the awning and where people will be accessing and preparing food, and generally hanging out when in camp.

The kitchen is designed to be a pantry where you can store all your non-perishable food and kitchenware, where it is secure yet remains easily accessible.

The design allows for direct access to often used sections without having to slide the whole unit out when you just want to make a quick roadside cuppa. Or slide it right out and open it up to give you a large workspace table with a sink bowl.

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The table drops down to place it at a usable height that is around 180mm lower than the canopy floor, or wherever the kitchen is mounted. This is especially important when the pantry is in a lifted 4×4.

The table is rated to 20kg and folds up above the unit when not in use meaning that the front remains open and accessible without having to unfold the table or slide the unit out.

The overall height leaves space above the kitchen to store your gas stove or induction cooktop when it is in a standard-size Trig Point canopy. From here it is easily accessible, and can be moved down to the table when needed, while elasticised cord holds it securely in place when stored. There’s more space above the kitchen in a LandCruiser 79 canopy, as they are taller overall than a midsize ute canopy like our Ranger’s.

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The many storage spaces and shelving are adjustable to accommodate a wide variety of different-sized products. The large space at the rear of the pantry again has a shelf that is adjustable for different heights, and in the case of our unit has been set up to mount a Travel Buddy 12-volt oven up top with a large space underneath that for bigger items like pots and pans. Smaller coffee machines can also be accommodated in this space.

An option for the Trig Point kitchen is a mounting kit for the Travel Buddy and a wiring kit with Anderson plug to power the oven. It also adds a dual USB power outlet to charge devices while in camp. In our Ranger, 240V power is available from the Projecta inverter/charger at the front wall of the canopy.

The positioning of the kitchen at the rear of our canopy places it right next to the water tank outlet and pump switch, making it easy to use for food prep, cleaning and to fill up the 7L pop-out sink.

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Like the canopy itself, the design, fit and finish of the Trig Point kitchen are all top notch. The unit is made in-house at Trig Point using a mix of 2mm, 2.5mm and 4.0mm aluminium, with steel brackets for the pivoting arms on the table.

Little details like mounting spots for food bags, and the inbuilt bottle opener, all add to the functionality, and the fully powder coated surfaces make them easy to wipe clean as well as protecting them. At the moment the Trig Point kitchen only comes in this grey colour pictured, but soon there will be the option of black powder coating as well.

The Trig Point kitchen measures 750mm (w) x 725mm (d) x 615mm (h) and can be bolted into any canopy or onto any solid surface. The unit weighs in at 41.5kg without any options.

Given the functionality and quality of the product we say it’s money well spent. It’s certainly made life on the road with our Ranger an easier proposition.

Jeep, like a number of others, is making an effort to move in a more premium part of the new-car market, and part of its strategy includes a new Grand Cherokee that goes further upmarket than any before it.

Technology was given a lift, the styling is handsome, space is abundant and it’ll still hustle off-road like a Jeep should – but its ageing V6 engine was a fly in the ointment.

Now however, there’s a new variant which swaps out the Pentastar donk in favour of a far more contemporary drivetrain to take the seven-slot brand into new territory once again.

With its first plug-in hybrid to be offered in Australia, Jeep has never looked so fresh, but this skirmish into electrification comes at a cost.

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What’s changed?

While the versions that launched in 2022 and earlier this year continue with the 3.6-litre petrol V6, this new Grand Cherokee PHEV has a very different powertrain.

In place of the naturally aspirated V6 is a turbocharged 2.0-litre four-cylinder petrol, supplemented by an electric motor and 17.3kWh battery for 52km of electric-only driving.

Jeep estimates charging times of sub-10 hours on a Level 1 domestic plug trickle charger, or less than three hours on a Level 2 wall box at up to 7.4kW AC speeds.

Unlike the V6 versions available in up to four variants, the PHEV, for now, is only on offer as the highest-specification Summit Reserve and shares all the equipment of the seven-seat equivalent.

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Pricing

While Jeep has been making commendable progress in delivering vehicles that look and feel better built, and with some genuinely appealing tech and comfort features, the transformation is coming at a price.

Putting the Grand Cherokee 4xe on your driveway will come at $129,950 before on-road costs, which is a lot of cash – especially when you consider BMW will sell you an X5 xDrive 30d M Sport for about the same cash.

Also consider that Jep asks another $5500 for the Advanced Technology Group pack which adds things BMW already includes in the price, such as a head-up display and wireless device charging. It’ll then ask for another $1750 to add premium paint.

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There are some genuinely likeable features included in the price, such as quilted leather seats with massage function, 10.1-inch central touchscreen with smartphone mirroring, fully digital 10.3-inch driver’s instrument cluster, panoramic glass roof, 21-inch wheels and LED headlights but it all adds up.

What would make more sense in our eyes than a kit-packed premium-priced 4xe, is a version that keeps the excellent plug-in powertrain, but rolls in with a more budget standard specification.

If Jeep could trim down a version to sail in under LCT, you could be looking at a very compelling plug-in hybrid large SUV with an attractive price to match.

Interior

The interior quality is generally good, and we certainly love the styling, but a few wobbly wood trims and scratchy plastics prevent Jeep’s flagship achieving quite the level of premium the company is aiming for.

Something all Grand Cherokees get in abundance, however, is space.

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Although a seven-seat version is not available for the PHEV at this stage there’s still tons of room for people and things including a boot Jeep claims can swallow more than 1000 litres of stuff, although this is most likely measuring to the roof not window line.

Either way, it’s still huge and the same goes for the passenger spaces with lots of knee, leg, hip and head-room in both rows.

What makes the space even more impressive is that the inclusion of the battery has not impacted any luggage or occupant space.

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On and off the road

The Grand Cherokee 4xe’s hybrid powertrain isn’t one of those afterthought types. It’s clear this one has been engineered to preserve, if not enhance Jeep’s all-terrain reputation.

It’s achieved this by integrating the electric motor into the eight-speed automatic transmission rather than the front or rear axle.

This means all of the Grand Cherokee’s driving, off-road and transmission settings are available when driving in pure electric mode.

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We’ve driven the Grand Cherokee L in some pretty gnarly conditions and it was very impressive. Our first test of the PHEV didn’t involve anything near as tough, but it certainly seems to have the full potential.

Like other electrified off-road vehicles, the 4xe’s instant torque is applied well in an off-road environment when power needs to be carefully controlled. Rather than revving a petrol or diesel hard, the electric motor delivers exactly what’s required with an eerie stoicism.

Jeep also highlights that cruising in an almost silent off-roader allows a better connection to nature, but our cabin was too full of laughs and conversation to fully appreciate that, which we’re chalking up as just as much of a success.

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On the road is where the new powertrain really shines. The petrol element is refined and powerful, while the torque-fill of the electric component has resulted in excellent linear and strong performance.

In the previous model, you’d have to browse the V8 versions to compare but, as a fifth-gen eight-cylinder variant is not on the cards for Australia – yet – the 4xe is the performance hero for now.

The ride continues to be relatively comfortable, although there’s a fussy edge when negotiating some of Victoria’s less well maintained roads and, like all high-spec Grand Cherokee variants, there’s plenty of equipment and features to keep all occupants happy.

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Fuel consumption

Jeep claims an NEDC average fuel economy figure of 3.2 litres per 100km which includes the use of the hybrid system and a fully charged battery. Once that’s gone however, the 4xe does little better than the V6.

During our time with the new variant, it reported a figure of 11.6L/100km which, if you apply the usual being-driven-by-journalists-on-a-launch-event caveat, would improve somewhat. However, as to how much better a real-world figure could be achieved in out-of-town duties compared with the standard V6’s 9.9L/100km … it’s probably not a massive improvement, if at all.

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Further impacting the value equation is the 4xe’s smaller fuel tank – 72 litres vs the 87-litre tank in the V6 versions. Jeep doesn’t quote outright ranges due the huge variation depending on the type of driving and loading etcetera, but it’s clear from the similar fuel consumption figures that the hybrid isn’t going to go as far.

If you are into outback adventures, the 4xe does have excellent torque characteristics that would make long drives and towing a breeze, and there’s up to 2722kg of braked trailer capacity to play with.

We sense that, although Jeep is being vocal about the plug-in hybrid’s off-road ability and adventurous spirit, this particular Grand Cherokee is on a bearing into town rather than outwards toward the hills.

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Safety

ANCAP tested the long- (seven seat) L and short-wheelbase (five seat) PHEV in one go in September 2022, and awarded it the maximum five-star rating.

It earned a very high score for child occupant protection and good ratings in all other assessment of adult occupant protection, vulnerable road user protection and driver assistance systems.

Standard safety inclusions include adaptive cruise control, AEB with pedestrian and cyclist detection, 360-degree camera, traffic sign recognition, self-parking, lane-keep assistant and blind-spot monitoring (with rear cross-traffic alert) included in the price. Only the digital rear-view mirror is optional.

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VERDICT

With a commute of about 52km or less, and somewhere to charge it, the first PHEV with a seven-slot grille makes sense

For now, the Grand Cherokee’s 4xe plug-in hybrid powertrain strengthens the weakest link in the fifth-generation model’s armour. It’s smooth, powerful, responsive and potentially more efficient, and compromises apparently nothing of the brand’s all-terrain promise.

To see the variant’s true value equation however, it’s necessary to look through Jeep’s marketing filter and imagine the plug-in’s true natural habitat – the urban jungle.

With a commute of about 52km and somewhere to charge it, the first PHEV with a seven-slot grille makes more sense than a machine that’ll spend its life cruising freeways and back roads. That said, if the latter is occasional, it’ll double quite nicely.

But with little improvement over the V6 Grand Cherokee’s fuel consumption and shortened range, the more conventional versions are better applied away from the beaten trail. Either way, it’s still expensive.

Jeep will no doubt continue its push into ever more premium territory, but in this case, a more affordable sub-LCT 4xe with a more basic kit list might pair better with the very likeable and powerful plug-in hybrid powertrain – with a price to match.

Picking the right dash cam to suit your needs can be a real challenge, so when Navman, winner of the latest Canstar Blue Independent award for dash cams, releases what they say is their best-ever dash cam, it’s worth noting.

Navman has brought together a range of industry-leading features and designed, manufactured and tested a dash cam that offers everything you would want for your 4WD.

The front camera of the MiView Pro 4K records 3840 x 2160P at 30 frames per second (fps) which is true 4K. The detail the camera captures is perfect for insurance claims, social media uploads and even YouTube-quality footage. The MiView Pro 4K also has a large 1/1.8-inch low light sensor, which at 8MP, pulls in more light and allows greater clarity even in dark situations.

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The brilliantly clear footage makes details like number plates and street signs easy to read and, with GPS tagging you will have precise coordinates of any accident site, along with details of the direction of impact thanks to the built-in 3-Axis G-Sensor.

The rear camera on the MiView Pro 4K DC has a premium STARVIS sensor with a 135-degree field of vision while recording at 30fps in 2560 x 1440P or 2.5K.

Voice command is available on the MiView Pro 4K and MiView™ Pro 4K DC, so hard saving any recording doesn’t need to be triggered by touching a button, you can simply tell the camera to start recording verbally. Those of us with older 4WDs will enjoy the inclusion of ADAS warnings, with front collision warnings and lane departure warning systems.

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There is also a stop-and-go warning that tells you if the vehicle in front of you has taken off. The MiView Pro 4K DC also has a rear collision warning that will alert you if someone is following too closely behind you. Additional safety camera alerts can also be updated monthly over the air including school zones, railway crossings, speed and other useful warnings.

The MiView Pro 4K retails for $369 and the MiView Pro 4K DC retails for $529, and by purchasing the SmartBox for an additional $79 plus installation, the dash cams will have a continuous power source that enables parking mode to operate even when the engine is switched off.

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This provides the knowledge that your 4WD is parked safely and if anyone hits it and drives away, record mode is activated via smart motion detection and your MiView Pro 4K will have captured the culprit.

The front camera includes a 2.7-inch LCD screen that allows you to review footage and allows a faster file download, with high-speed WIFI via EZYSHARE instantly to the MiView Pro App on your smartphone that can then be shared easily.