Making a stunning debut at our 4×4 Ute of the Year testing was Kia’s all-new Tasman.

This is Kia’s first attempt at building a midsize 4×4 ute in the style so popular in Australia, and for a first effort, the Tasman is an impressive result. While the styling has proven controversial (that’s putting it politely), it’s what’s under the skin that makes the Tasman stand out.

Available in four model grades with either a ute bed or a cab-chassis, Kia is covering all bases with its new offering. For our Ute of the Year test, we selected the top-spec X-Pro, as it’s the model with more of an off-road focus in its equipment and specification. At around $75K, the X-Pro sits at the higher end of the spectrum, making it one of the most expensive utes in this year’s line-up.

JUMP AHEAD

• Key highlights
• How it drives
• Interior
• Towing performance
• Specs
• Verdict

A great all-round package

While the Tasman isn’t the most powerful or stiffest-sprung ute in the field, it delivers a capable, well-rounded package that suits both bush adventures and everyday driving. Key highlights include:

• 2.2‑litre single-turbo diesel, 154kW/440Nm
• Eight-speed automatic transmission
• Part-time, dual-range transfer case with on-demand 4×4
• Ladder-frame chassis with independent front suspension and leaf-sprung rear
• Off-road tech: traction control, selectable rear diff lock, high ground clearance
• Spacious, well-equipped cabin for touring or work

How it drives: On- and off-road

The Tasman X-Pro is built on a ladder-frame chassis with independent front suspension and a leaf-sprung live rear axle.

This is paired with a 2.2-litre single-turbo diesel engine producing 154kW and 440Nm. An eight-speed automatic transmission feeds a part-time, dual-range transfer case that also offers on-demand 4×4 for full-time all-wheel drive when needed.

It’s a powertrain that’s smooth and strong, even if it doesn’t quite match the peak numbers of some rivals. It delivers exactly what’s needed 99 per cent of the time when you’re behind the wheel. Only in that last one per cent – when you’re flat-footed or towing heavy loads – does the Tasman feel like it could use a bit more grunt.

Off-road, the Tasman’s traction control and selectable rear diff lock work well with the suspension to deliver competent performance in rough terrain. The absence of side steps on the X-Pro gives it more ground clearance than utes fitted with steps, meaning it didn’t scrape over steep humps where others did.

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Interior comfort and practicality

The Tasman X-Pro’s interior is wide and spacious, fully loaded with all the trimmings and features you’d expect from a new top-of-the-range model.

Seats are supportive and upholstered in durable leather-look material, with heated front seats and adjustable driver settings for long-distance comfort. The cabin also includes a multifunction steering wheel, touchscreen infotainment, Apple CarPlay/Android Auto, and plenty of storage cubbies for gadgets, paperwork and touring gear.

Controls are intuitive, the cabin is practical for long days on the road, and the overall layout is well thought-out for both touring and work. Visibility is good, with large mirrors and a clear sightline to the bonnet and corners, and the rear cabin offers ample legroom for passengers or gear.

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Towing and load-carrying

According to our resident towing guru, Tim van Duyl, Kia had every opportunity to make the Tasman the best ute on the market when it came to towing, but they chose to compromise on power and suspension.

“With only 140kW the Tasman is underdone, if saved a little by the best-in-class eight-speed gearbox. The suspension, which is lauded for its compliant ride around town and off road, is just too soft for loads,” said Tim. “The Offline Camper’s 150kg ball weight didn’t fully compress the Tasman’s rear leaf suspension but it put a big dent in it.

“It’s not all bad though – the Tasman has some good tow-tech like an integrated brake controller, tow mode and basic pre-departure checklists. It has a strong GCM limit of 6300kg, which combined with a reasonable 2300kg kerb weight means it can actually (on paper) tow at its limit while carrying more than a driver alone. For those reasons it scraped into the top three for me.”

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Why the Tasman X-Pro made the Top Three

The Tasman X-Pro earns a top-three placing in our Ute of the Year testing due to three core reasons:

• Off-road competency – Traction control, selectable diff lock, and solid suspension make it confident on rough tracks.
• Practical specification – Spacious cabin, well-sorted tech, and feature-rich X-Pro trim suit touring and long days in the bush.
• Towing potential – 2.2L diesel, integrated brake controller, and strong GCM give it credible towing ability despite some suspension limitations.

Yes, it lacks the outright power and rear suspension firmness of some competitors, but judged on overall capability, comfort and off-road practicality, the Tasman X-Pro more than earns its place among the top utes of 2025.

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For the first time at our Ute of the Year testing, we included plug-in hybrid (PHEV) utes. Each had its own strengths, but one quickly stood out from the pack: the Ford Ranger Sport PHEV.

What made it shine? Simply put, it drives like a Ranger, and that’s a very good thing in our books. Unlike some EV‑derived pickups, the Ranger PHEV isn’t a bespoke design. It’s built on the existing T6 platform that underpins the current Ranger range. This proven foundation, combined with Australian-developed and tuned suspension, ensures the PHEV feels familiar yet capable, both on- and off-road.

JUMP AHEAD

• Key highlights
• How it drives
• Towing performance
• Specs
• Interior
• Verdict

Key highlights

For buyers seeking a hybrid 4×4 that doesn’t compromise on capability, the Ranger Sport PHEV offers:

• 2.3-litre EcoBoost petrol engine and 75kW electric motor (207kW/697Nm)
• 11.8 kWh battery with plug-in hybrid capability
• 10-speed automatic transmission with dual-range 4×4
• 3500kg towing capacity and strong payload
• Ranger‑proven chassis and Australian-tuned suspension
• Battery can power tools and appliances off-grid

How it drives: On- and off-road performance

Significantly, the Ranger PHEV is the only model in the Ranger line-up powered by a petrol engine. Under the bonnet sits Ford’s turbocharged 2.3‑litre EcoBoost four-cylinder, the same engine used in the VW Amarok, but unique within the Ranger range.

Paired with a 75kW electric motor and an 11.8kWh battery, the combined power output is 207kW at 4600rpm with 697Nm from just 2500rpm, exceeding even the diesel V6 in torque. The hybrid system feeds a 10-speed automatic transmission and a dual-range 4×4 transfer case, giving the PHEV the same on‑ and off-road capability as the ICE-only Ranger models.

On tarmac, the Ranger PHEV feels remarkably like a conventional Ranger: Smooth, composed and confident. Torque arrives early and consistently, making highway cruising, overtaking and load-carrying effortless. The petrol engine is quieter and more refined than the diesel V6, while the electric motor fills in any gaps in acceleration, giving the PHEV a linear and responsive feel. Steering and suspension are well-tuned, so long-distance drives remain comfortable, with minimal fatigue behind the wheel.

Off-road, the Ranger PHEV benefits from the same Australian-tuned suspension and dual-range 4×4 system as other Rangers. It tackles uneven tracks, mud and steep climbs with confidence. Traction is excellent, and the hybrid torque delivery helps smooth low-speed crawling.

The additional battery weight at the rear adds stability on slopes and rough terrain, although ground clearance is slightly lower than a standard Ranger due to the battery placement.

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Towing performance

Despite being a hybrid, the Ranger Sport PHEV handles towing like a conventional Ranger.

“It felt planted, it felt safe. The tow-tech built in is still the best around, but there is one catch: When you are underway the hybrid does little to offset fuel use as you are not harvesting energy unless braking,” said towing judge, Tim van Duyl. “The net result is fuel use in the mid‑ to high‑teens when testing; not ideal when the fuel tank is only 70 litres, yet it was by far and away the best of the PHEVs for towing.”

With a 3500kg towing capacity and a strong payload, the Ranger PHEV remains a practical workhorse. The hybrid battery can also power tools and appliances directly from the vehicle, adding extra utility for off-grid or worksite use.

Some compromises include the fixed cargo tub (no cab-chassis or service-body option) and a smaller 70-litre fuel tank due to the battery placement. EV-only range is very limited, so pure electric driving isn’t its strong suit.

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Interior comfort and practicality

The Ranger PHEV retains the well-known Ranger cabin that is practical and comfortable for long drives.

Seating, controls and ergonomics are intuitive, with dual-zone climate control, modern infotainment supporting Apple CarPlay and Android Auto, and plenty of storage for gear and personal items.

While it isn’t radically different from other Sport models, the PHEV benefits from the usual Ranger refinement and build quality, making it easy to live with on workdays, touring trips or off-road adventures.

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Why it won Best Hybrid 4×4 Ute

The Ranger Sport PHEV takes out our Best PHEV Ute award because it delivers a true Ranger experience with the advantages of hybrid technology:

• Ranger capability – Proven T6 chassis, dual-range 4×4, and Australian-tuned suspension.
• Hybrid performance – 207kW/697Nm for strong on- and off-road performance.
• Practical utility – 3500kg towing, solid payload, and battery-powered appliance capability.

Yes, it comes with some compromises – limited EV range, fixed cargo tub, and a smaller fuel tank –but judged purely on its driving experience, towing ability and overall practicality, it’s the standout PHEV in a growing market segment.

The Navara PRO‑4X Warrior was a surprise package in this year’s test; although, in truth, it shouldn’t have been.

Previous testing of the now ageing and soon‑to‑be‑superseded D23 Navara has shown it to be an excellent all‑rounder, one you can confidently take straight from the showroom to the trails. By teaming up with Melbourne‑based engineering specialists Premcar, Nissan has transformed what might otherwise have been a mid‑pack performer into a ute that all our judges genuinely enjoyed driving.

What sets the Warrior apart is how seamlessly Nissan and Premcar have combined proven D23 reliability with targeted off-road upgrades. The bespoke suspension raises ride height and improves articulation, underbody protection shields vulnerable components, and all-terrain tyres on custom wheels ensure the ute is ready for rough tracks straight from the showroom.

JUMP AHEAD

• Key highlights
• Premcar upgrades
• How it drives and tows
• Specs
• Interior
• Verdict

Key highlights

When it comes to what makes the Navara PRO‑4X Warrior stand out, it’s the combination of rugged upgrades and proven Nissan engineering:

• 2.3‑litre bi‑turbo diesel engine, 140kW/450Nm
• Seven‑speed automatic transmission
• Premcar suspension upgrades with extra ground clearance
• Underbody protection and steel front bumper
• Cooper all‑terrain tyres on bespoke Warrior wheels
• Bush‑ready straight from the showroom
• Functional, durable interior for touring and work

Bush‑ready upgrades by Premcar

It’s the modifications that Premcar makes to the Navara PRO‑4X to create the Warrior that set it apart from every other ute in this test.

Suspension components were specifically developed for the Warrior, transforming the chassis while adding extra ground clearance. Additional underbody protection helps prevent damage when that clearance eventually runs out. A steel front bumper adds further protection, while the fitment of Cooper all‑terrain tyres on bespoke Warrior wheels ensures it rolls straight out of the showroom with bush‑ready rubber.

“Premcar has done all the mods I’d normally do to a 4×4 for outback touring; and they’ve done a better job than I would have,” said Dave Morley. “The Warrior is ready to do a lap of the country straight out of the box.”

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How it drives: On- and off‑road

The Warrior’s 2.3‑litre bi‑turbo diesel engine delivers 140kW and 450Nm.

Modest by class standards, the twin‑turbo setup gives a broad torque band, helping the ute move confidently across highways, dirt tracks, and rugged terrain. Its seven‑speed automatic transmission pairs perfectly with the engine, offering smooth shifts whether cruising or crawling.

Off‑road, the Warrior feels planted and confident. The Premcar suspension absorbs bumps and ruts, while the increased ride height and underbody protection allow it to tackle uneven trails with minimal fuss. For a D23 chassis, it punches well above its weight compared with newer, larger competitors.

“One of my favourite rigs off-road also does well when hooked up – just don’t expect to tow a massive load as its kerb weight (2298kg in auto) and low GCM (5910kg) means when you hook up its max tow capacity, you are left with only 112kg before you cap out on your GCM,” said Tim van Duyl of its towing prowess.

“That being said, the suspension is magic. Premcar’s use of progressive-rate springs that stiffen as load is added has fixed the towing issues found in the regular Navara for a trailer like we had, with around 150kg of ball weight and 2000kg total weight.”

Interior Comfort and Practicality

Being an older model, the D23 Navara is a little smaller than newer utes like the Ranger, Tasman and Terron 9, but front occupants still enjoy good space and comfort. The rear seat, however, is best suited to smaller passengers or shorter trips.

The dashboard shows the Navara’s age, with its smaller screen, dated design, and limited feature set, yet the cabin remains functional for touring or work. While it may lack the bells and whistles of newer competitors, the interior is durable, practical and easy to live with, reflecting the Navara’s utilitarian roots.

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Why it won Best Adventure 4WD

The fact that the Warrior performed so well against newer and larger competitors is a testament to the success of the Nissan‑Premcar collaboration:

• Bush‑ready straight from the showroom – Premcar suspension, underbody protection, steel bumper, and all‑terrain tyres.
• Engine and drivetrain balance – 2.3L twin‑turbo with 140 kW / 450 Nm, seven‑speed auto, broad torque band.
• Proven D23 reliability – Handles rough terrain and long drives with confidence.

Yes, it’s older and smaller than some rivals, and the interior is dated, but for buyers seeking a ready‑to‑go off‑road ute with proven reliability, the Warrior offers more capability and enjoyment than its age would suggest.

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It was interesting to see that the GWM Cannon Alpha PHEV landed right behind the Ford Ranger PHEV in the overall scoring.

In fact, it was a tight call between the two hybrids – and it ultimately came down to the Ranger’s simplicity and solid build to split them. The Cannon Alpha is the big brother in the Cannon line-up, and in Ultra trim it comes fully loaded.

From the outset, it impresses with its cavernous cabin, advanced tech and standard off-road features. For a hybrid ute, it’s a rare combination of sheer power and practical capability, offering front and rear locking differentials, a dual-range 4×4 system, and plenty of torque to get through tough tracks without breaking a sweat.

What makes the Cannon Alpha particularly notable is that it feels like a purpose-built 4×4 rather than just a hybrid variant. While other PHEVs may prioritise efficiency or city driving, the Cannon delivers a genuine off-road experience, making it a strong contender for anyone looking for a tech-rich yet capable hybrid ute straight out of the showroom.

JUMP AHEAD

• Key highlights
• How it drives
• Towing performance
• Specs
• Interior
• Verdict

Key highlights

Packed with power, tech and off-road capability, the Cannon Alpha PHEV comes straight from the showroom ready to tackle the rough stuff.

• 2.0‑litre turbo petrol + electric motor, 300kW/750Nm
• Dual-range, on-demand 4×4 with front and rear locking diffs
• Nappa leather seats front and rear, ventilated, heated, front massage
• 14.6-inch infotainment screen with Apple CarPlay and Android Auto
• Spacious cabin with rear seat slide/recline functionality
• Large cargo tub with barn-door/fold-down tailgate
• Heavyweight build delivering confident off-road presence

How it drives: On- and off-road performance

The Ultra PHEV’s driveline pairs a turbocharged 2.0‑litre petrol engine with an electric motor mounted in the transmission bell-housing alongside the torque converter.

Together, they deliver 300kW and 750Nm, sent through a dual-range, on-demand 4×4 system. It’s a potent combination that launches the hefty Cannon with surprising authority, shrugging off its weight and giving the PHEV a “cannonball off the mark” feel.

On tarmac, the Cannon Ultra PHEV feels impressively composed, with the hybrid torque smoothing acceleration. It’s an easy ute to drive on highways and suburban roads, though its size and weight are noticeable when manoeuvring at low speeds.

Off-road, the Cannon’s front and rear locking differentials make it unrivalled on rough tracks. However, some functions feel complex, and the ETC calibration is slightly jerky, so the ute relies on its lockers to negotiate offset wombat holes and tricky terrain. Its weight works against it at times, but in the hands of an experienced driver, the Cannon’s capability is undeniable.

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Towing performance

With such massive torque on tap, the Cannon Alpha PHEV pulls away from the lights with confidence, even with a trailer in tow.

“I loved the seats in the Alpha, and more points to the frankly obscene 300kW and 750Nm of power and torque, which make pulling away from the lights, trailer in-tow, like a drag race,” said towing judge, Tim van Duyl. “But the Cannon fell to the mid-pack as a towing proposition as it’s thirsty. I saw high teens, bordering on 20s per 100km travelled when towing.”

The cargo tub is spacious, although the PHEV battery and spare tyre placement reduce some capacity. The barn-door/fold-down tailgate is a quirky, if not strictly necessary, addition.

Interior comfort and technology

Inside, the Cannon Ultra PHEV impresses with Nappa leather seats front and rear, ventilated and heated, with a massage function on the front pews. Rear passengers enjoy electric slide and recline functionality, easing the typically upright dual-cab seating position.

A 14.6-inch infotainment screen dominates the dash, integrating Apple CarPlay and Android Auto, system settings, and controls in a large, clear display. Storage, ergonomics and overall cabin comfort place it closer to the top end of the dual-cab segment.

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How it stacked up

While some off-road functions are complex, the Cannon Ultra PHEV demonstrates that hybrid utes can be serious 4×4 performers. It’s not quite as simple or intuitive as the Ranger PHEV, but its sheer capability, tech and comfort make it a formidable contender in the hybrid 4×4 market.

• Hybrid power – 300kW/750Nm output.
• Off-road ready – Standard front and rear lockers, upgraded suspension and capable tyres.
• Feature-packed cabin – Nappa leather, ventilated/massage seats and 14.6‑inch infotainment screen.

The Mitsubishi Triton is one of the stalwarts of the midsize 4×4 ute segment, and the current generation is still one of the newer models on the market, approaching two years since its launch.

The 2024 Triton introduced fresh styling, a larger cargo tub and cabin, and a fully revamped interior, marking a significant step up from its predecessor. It remains a ute that delivers reliable performance, solid build quality, and proven off-road capability, making it a favourite among both recreational users and work-focused buyers.

Its combination of towing ability, payload capacity and well-sorted suspension ensures it handles both everyday work tasks and extended touring with confidence.

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Interior
• Verdict

Key highlights

From its twin-turbo diesel grunt to well-sorted suspension and practical, feature-packed cabin, the Triton GSR brings a complete package for work, touring and off-road adventures.

• 2.4‑litre bi-turbo-diesel, 150kW/470Nm
• Super-Select 4×4 system
• Max tow 3500kg, 6250kg GCM, ~1100 kg payload
• Leather seats, powered front seats, rear roof vents
• Nine-inch multimedia display
• Well-sorted suspension, composed on- and off-road

How it drives: On- and off-road

The Triton is genuinely enjoyable to drive on sealed roads. Its well-sorted suspension and chassis deliver a balanced blend of comfort and composure, soaking up bumps without feeling floaty or disconnected from the road.

The 2.4‑litre bi-turbo diesel is lively and responsive, providing strong low-end torque that makes overtaking and merging effortless. Even when carrying a load, the cab feels stable and planted, with minimal body roll and predictable handling. Long highway stints or daily work commutes are handled with ease, making the Triton as comfortable on the bitumen as it is ready for adventure.

When the terrain gets rough, the Triton’s Super Select 4×4 system proves its worth, offering excellent grip and traction across varied surfaces; from loose gravel to wet mud and uneven dirt tracks. The suspension remains composed under pressure, giving drivers confidence and control, while maintaining enough compliance to keep passengers comfortable.

While it didn’t top the Breaking Ground category, the Triton is capable and predictable, allowing you to attack moderate trails with confidence. Mitsubishi’s Dakar-inspired chassis engineering shines through, particularly when navigating rutted tracks or loose surfaces, demonstrating that the Triton can handle serious off-road conditions without compromising everyday usability.

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Engine and towing performance

Under the bonnet, Mitsubishi’s 2.4‑litre bi-turbo diesel received upgraded injection and calibration, producing 150kW and 470Nm.

The sequential turbo setup provides strong low-end torque with the smaller compressor spooled early and the secondary turbo kicking in under higher load, giving the Triton smooth, responsive acceleration whether lightly loaded or towing heavy gear.

“Tip your hat to the engineers of the Mitsubishi Triton GSR for not limiting it too much in its GCM and for keeping its kerb weight down,” said towing judge, Tim van Duyl. “With a max-tow-limit trailer (3500kg) behind it, the GSR still has more than 600kg of headway before it hits its 6250kg GCM. Without a trailer, she’ll haul nearly 1100kg between the tub and cabin too – the GSR is a mighty prospect for towing.

“The rear leaf springs are well balanced for low loads and stiffen nicely with 150kg on the tow ball. It felt neutral and pleasant to ride along in, and its 2.4L diesel did well. The sequential nature of the bi-turbo set up means when towing, the smaller compressor is always fully spooled and the larger secondary turbo comes on at higher rpm and loads.”

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Interior comfort and practicality

The Triton GSR’s cabin is roomy, functional and well laid out, with tactile controls that are easy to use in all conditions. Top-spec features include:

• Leather seats with powered front pews.
• Rear roof vents for passenger comfort.
• Nine-inch multimedia display with wireless Apple CarPlay, Android Auto, and inbuilt sat-nav.
• Large physical dials for audio and track control.

While the screen is smaller than newer 12.3‑inch units in some rivals, the cabin is practical, spacious and intuitive, with improved ergonomics and comfort over previous generations.

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Why it stands out

Despite being edged out in the Breaking Ground category, the Triton GSR scored high marks for Doing the Job, Built Tough and driver enjoyment, making it a solid all-rounder in the midsize 4×4 segment.

• Proven diesel performance – 150 kW/470Nm with smooth sequential twin-turbo setup
• Capable towing – 3500kg max, strong GCM, and nearly 1100 kg payload potential
• Well-balanced suspension – composed both on road and off, instilling confidence
• Comfortable cabin – leather, powered seats, practical layout, infotainment with Apple CarPlay/Android Auto

The switch from SsangYong to KGM marks a new chapter for the Musso, but underneath the branding update lies the same reliable, well-rounded 4×4 ute that’s quietly earned a loyal following among Aussie buyers.

For years, the Musso has flown under the radar, consistently delivering value, capability and comfort that rivals often struggle to match – particularly in the under-$60K segment. While many mainstream utes have crept up in price as manufacturers chase ever-higher specifications, the Musso has held its ground.

It may not be the flashiest ute on the market, but it offers a balanced package of space, equipment and towing ability that appeals to buyers who need a practical workhorse during the week and a comfortable, tech-equipped family vehicle on the weekend.

That combination of affordability, capability and thoughtful equipment is exactly why the Musso claims our Best 4×4 Ute Under $60K award for 2025 – proving that even an older platform can still deliver serious value in today’s competitive 4×4 ute market.

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Verdict

Big ute with luxe features

One of the Musso’s enduring strengths is how much physical ute you get for the money. Its footprint is generous, and so is its spec sheet. The cabin is genuinely roomy and surprisingly upmarket for the price. Most competitors don’t offer this level of kit until well beyond the $60K mark.

Highlights include:

• Black interior highlights and leather-look upholstery
• 8-way power-adjustable, heated and ventilated front seats
• Heated rear outer seats
• Dual 12.3-inch screens (multimedia + driver display)
• 3D 360° camera
• Powered sunroof
• TPMS

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How it drives: On- and off-road

The Musso Ultimate drives with more refinement than its price suggests, delivering a quiet, stable cabin and predictable steering.

The 2.2‑litre turbo-diesel isn’t explosive, but paired with the Aisin automatic it provides smooth, usable power for overtaking, towing and everyday driving. Suspension is firm but controlled, giving the ute a planted feel at speed, while the generous interior, comfortable seats and minimal wind and tyre noise make long trips far less taxing than many other budget-based dual-cabs.

On the dirt and off-road tracks of the test loop, the Musso Ultimate remained honest within its limitations. Its part-time 4×4 system with low-range gearing, solid ground clearance and generous torque allowed it to tackle rutted tracks and steep inclines with confidence. The chassis and suspension feel robust, though it’s not a sophisticated off-road suspension set-up like more expensive rivals – so ride harshness is noticeable over corrugations.

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Engine and towing: modest outputs, big numbers

Under the bonnet is KGM’s familiar 2.2-litre single-turbo diesel producing 133kW at 4000rpm and 400Nm of torque. It’s not a powerhouse, but paired with the Aisin automatic, it’s dependable and capable.

Where the Musso surprises is its load-hauling ability with a caravan hooked up behind it. With a GCM of 6480kg and a kerb weight of around 2200kg, it can tow its full 3500kg capacity while still retaining roughly 750kg of remaining GCM headroom – something many rivals simply can’t match. However, as Tim explains, the Musso’s 2.2L diesel had to work extremely hard.

“The 2000kg trailer put a lot of strain on the 133kW 2.2L diesel – so much so, I could smell it was getting a bit hot, so I took it easy. Maybe it was taking it easy that did it, but the Musso was one of the most efficient for fuel use when towing. I saw around 12L/100km on our loop,” – Tim Van Duyl

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Why it wins

The Musso takes out our Best 4×4 Ute Under $60K title because it delivers genuine substance where it matters: Price, equipment and capability.

• Value for money: Sits comfortably under $60K MLRP while offering a spec sheet rivals struggle to match.
• Well-equipped: Heated/ventilated seats, dual 12.3-inch screens, 360-degree camera and more.
• Towing practicality: High GCM allows full 3500kg towing while retaining payload capacity.

Yes, it’s built on an older platform and the dealer network isn’t as extensive as mainstream brands. But judged purely on what you get for the price, the Musso provides more equipment, comfort, practicality and capability than anything else in this bracket – and that’s why it wins.

The BYD Shark bit into the Australian ute market like its namesake tears into a school of baitfish.

It entered aggressively with sharp drive-away pricing, a high level of specification, and the claim of being the first 4×4 PHEV ute on sale in Australia. The tactics worked, with strong sales putting the Shark among the best-selling utes in its class and boosting the BYD brand toward its top-five target.

The Shark is a large midsize ute with a spacious, well-appointed cabin in the single grade currently offered. Its interior sets a high benchmark for other utes to follow, with generous space, a clean design, and features that will impress buyers on a test drive – especially when paired with its competitive price.

JUMP AHEAD

• Key highlights
• How it drives
• Towing performance
• Specs
• Interior
• Verdict

Key highlights

For buyers focused on lifestyle and tech, the Shark offers a well-equipped, spacious, and quiet cabin, rapid electric acceleration, and plug-in hybrid efficiency. But for 4×4 enthusiasts, towing or heavy-duty off-road work, it’s a compromise.

• First PHEV 4×4 ute on the Australian market
• Spacious, well-appointed cabin with modern design
• 321kW combined output and 650Nm torque
• Plug-in hybrid efficiency and urban agility
• Terrain modes and electric AWD intervention

How it drives: On- and off-road

The Shark is driven by a pair of electric motors – one on each axle – plus a petrol engine that primarily charges the batteries powering the motors.

Up front sits a 135kW/260Nm turbocharged 1.5-litre four-cylinder petrol engine paired with a 130kW/330Nm electric motor. The rear axle is powered by a 150kW/340Nm electric motor, completely isolated from the front. Combined, this gives the Shark 321kW and 650Nm, but the way that output reaches the wheels limits its effectiveness off-road.

Unlike conventional dual-range 4×4 systems, the Shark’s rear electric motor only engages when the throttle is floored or when wheel slip triggers all-wheel-drive intervention. That delay, combined with fully independent suspension using very short control arms, limits wheel travel and causes the wheels to lift easily over rough terrain. Terrain modes improve responsiveness slightly, but fundamental mechanical and drivetrain design limitations hold it back.

While the Shark delivers quick, comfortable, and gadget-packed driving around town, it falls short in typical 4×4 situations. On gravel, loose surfaces, and moderate trails, the isolated rear motor and short-travel suspension make the Shark feel unsettled. It is competent for light dirt roads but lacks the confidence, traction, and mechanical robustness required for serious off-road work.

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Towing performance

The limitations of the setup were also noted by towing judge, Tim van Duyl when he hitched the Offline camper behind the Shark.

“It is nice to see a Tow Mode in the Shark, but if the battery is running at less than 50 per cent, the petrol engine will rev so hard that will drive you nuts on a long haul,” he said. 

“Once charged beyond 50 per cent it will settle down unless you are pushing it, and with 2000kg you are almost at its tow-limit of 2500kg, which for me rules it out of contention instantly. The Shark doesn’t have the payload or tow capacity to compete as a viable towing ute.”

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Interior comfort and practicality

Inside, the Shark impresses with space, tech and presentation.

The cabin layout is clean and modern, anchored by BYD’s signature rotating 12.8-inch touchscreen, which can switch between landscape and portrait modes. It houses most vehicle controls – climate, drive modes, camera systems and EV settings – giving the interior a sleek, minimalist feel.

The digital instrument cluster is crisp and easy to read, while the steering wheel and switchgear feel more passenger-car than commercial ute. Seat comfort is excellent up front, with electrically adjustable, heated and ventilated front seats, a rarity at this price point. Rear passengers also score generous legroom thanks to the Shark’s longer wheelbase, and the bench has a more relaxed backrest angle than many traditional dual-cabs.

Cabin storage is plentiful, with a deep centre bin, large door pockets, twin wireless charging pads and several USB-A/USB-C outlets spread throughout. Fit and finish is strong too, with soft-touch trims, ambient lighting and a level of refinement that pushes the benchmark for the segment.

Practicality in the tub is slightly compromised by the hybrid layout, but the Shark still offers decent space for weekend gear.

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Why it didn’t win

The BYD Shark is a bold, innovative entry and shows what PHEV technology can do in a midsize ute – especially around town or for light duties. It wins on tech, interior space, and driveability for urban users, but it falls short on the traditional 4×4 criteria due to:

• A slow-reacting, part-time AWD system with no mechanical link between axles
• Limited wheel travel from its short-arm independent suspension
• Modest payload capacity compared with traditional dual-cab rivals
• Lower towing limits and less stability under load
• Heavy reliance on battery charge for consistent performance

The Mazda BT‑50 is essentially an Isuzu D‑MAX wearing a sharp suit.

The two share the same 3.0‑litre diesel engine, driveline, chassis and systems, but the Mazda brings different exterior and interior styling, plus a slightly sportier suspension tune. If you’re going to partner with another manufacturer to add a ute to your showroom, teaming up with Isuzu is hardly a bad choice.

By choosing the GT – the second-highest model in the BT‑50 range – you get Isuzu’s proven mechanics with Mazda’s more refined interior and exterior touches. It even carries over the Rough Terrain button for off-road use, along with the six-speed automatic transmission and familiar chassis setup.

JUMP AHEAD

• Key highlights
• How it drives
• Towing performance
• Specs
• Interior
• Verdict

Key highlights

The Mazda BT‑50 GT delivers a solid mix of capability, practicality and style, making it a strong contender in the midsize 4×4 segment. Here some standout features:

• Shared 3.0‑litre diesel engine and six-speed automatic with Isuzu D‑MAX
• Slightly sportier suspension tune for a firmer ride and better payload handling
• Refined Mazda interior styling with intuitive controls
• Rough Terrain button for off-road traction support
• Higher payload than D‑MAX X‑Terrain (998 kg vs 928 kg)

How it drives: On- and off-road

While the engine and transmission feel the same as in the D-MAX, it seems Mazda has calibrated its suspension tune to deliver a slightly sportier dynamic without sacrificing passenger comfort. The difference is minor, and you’d only really notice it when driving the two vehicles back-to-back.

On-road, the BT‑50 GT feels composed and stable, with suspension tuning that keeps the cab planted over bumps and undulations. It responds confidently to steering inputs, giving a connected feel without being harsh or overly stiff. Acceleration is steady and predictable, and the six-speed automatic shifts smoothly under most conditions, making it easy to drive on highways or winding roads alike.

Off-road, the BT‑50 inherits the rugged D-MAX architecture, including the Rough Terrain button and part-time 4×4 system. The slightly stiffer rear springs provide added support when loaded, helping maintain control on rougher tracks or when carrying gear in the tub. While it’s not as soft and compliant as some competitors, the BT‑50 feels balanced and capable, offering predictable handling and confidence in a variety of terrain.

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Towing performance

Our towing judge, Tim van Duyl, noted the different weight capacities between the two vehicles on test and how this could also influence your choice between them.

“I made sure to tow with the GT back-to-back with the D-MAX X-Terrain, because although they share their chassis, gearbox and engine, the GT runs stiffer, more load-oriented rear springs.

“The GT has a payload of up to 998kg, bettering the X-Terrain by about 70kg, but I’ll be honest – I think you need to use some of that capability and run some weight in the tub of the GT, as it felt a lot stiffer and less settled than the Isuzu. If you’re expecting to run a few hundred kilos of canopy and gear, the GT might be the one to go for; just keep an eye on your GVM (3100kg) and GCM (6000kg).”

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Interior comfort and practicality

Inside, the BT‑50 GT is more subdued and less angular than the D‑MAX, but equipment levels are largely identical.

Front occupants enjoy supportive seats with leather-look trim, adjustable lumbar support, and heated functions, while the rear bench is spacious enough for adults on shorter trips, though best suited for lighter loads on long journeys.

The dashboard layout is clean and intuitive, featuring a touchscreen infotainment system with Apple CarPlay and Android Auto, plus physical controls for climate and media that remain easy to operate on the move. Storage is plentiful, with deep door bins, a centre console, and under-seat compartments for tools or touring gear.

Practicality extends to the cargo area, where the GT can carry up to 998 kg payload, aided by slightly stiffer rear springs that keep the tub stable under load. Overall, the BT‑50 strikes a balance between refinement and usability, giving drivers a cabin that’s comfortable for long drives without compromising the rugged functionality needed for work or bush touring.

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Why it didn’t win

The BT‑50 GT is a capable and practical ute, but it falls short compared with the newer, more refined competitors in this year’s test. Its strengths in styling and payload can’t fully offset a few limitations in overall performance and comfort. Key reasons include:

• Older platform and tech – Lacks some of the refinement, off-road tech, and comfort features of newer midsize utes.
• Stiffer ride – The load-oriented rear suspension feels firm with lighter loads, reducing long-drive comfort.
• Limited overall performance – Shares the same engine and driveline as the D‑MAX, which is competent but outclassed by more powerful and refined rivals.

LDV is another Chinese manufacturer that’s been in Australia for a while, mostly selling commercial vans.

Its Terron9 4×4 ute launched only weeks before our testing, and after initially being impressed by its performance on a controlled test track, we were keen to see how it handled the familiar bush tracks on the 4×4 Ute of the Year loop.

At $53K, the Terron9 Origin is one of the cheapest utes in this year’s line-up. The Evolve model, priced at $58,937, adds a front locker and higher-spec features, but none were available for testing at the time. The Terron9 sits at the larger end of the midsize ute segment, offering generous interior and cargo space that will appeal to buyers after a roomy dual-cab 4×4.

JUMP AHEAD

• Key highlights
• How it drives
• Towing performance
• Specs
• Interior
• Verdict

Key highlights

The Terron9 Origin punches above its weight in some areas, offering surprising capability and space for the price. It’s a solid, practical ute for work and touring, with a few quirks that hold it back.

• Spacious rear cabin with no bulkhead panel, giving extra legroom
• 2.0‑litre single-turbo diesel with 163kW and 520Nm
• Part-time, dual-range 4×4 with rear diff lock
• Strong towing potential – 3500kg max, 6500kg GCM
• Exceptional fuel efficiency – high 11s to low 12L/100 km on test

How it drives: On- and off-road

Under the bonnet is a 2.0-litre single-turbo diesel producing 163kW and a claimed 520Nm – the highest torque of any four-cylinder ute in the class. It’s lively and responsive, with minimal turbo lag, paired with a part-time, dual-range 4×4 system. On-road, the suspension is nicely balanced, not too harsh when unladen, and the driveline feels planted.

The Terron9 drives with surprising poise for its price. The 2.0‑litre turbo provides punch, the cab feels stable at highway speeds, and the suspension absorbs bumps without harshness. It’s a straightforward, capable cruiser that won’t overly tax the driver or passengers.

Off-road, the Terron9 has some traction limitations. While the low-range 4×4 and diff-lock buttons are clear, the high-range selection is buried in the touchscreen, slowing response in tricky terrain. Once engaged, the Terron9 can tackle moderate tracks, but its electronic traction control reacts slower than rivals, making it less immediate on steep, rocky climbs. For those who take it easy and plan their lines, it remains a competent off-roader.

1

Towing performance

Towing judge, Tim van Duyl, was also impressed by its stability and performance when the Offline Camper was hooked up behind the Terron9.

“The Terron9 was probably the surprise package when it came to towing. On test it was the most fuel efficient, with high 11s to low 12L/100km seen on our loop, and although traction-limited when unhitched, it felt stable and secure when loaded with 150kg of ball weight.

“It kills it on paper with a high GCM of 6500kg which, after you take off its hefty 2400kg kerb weight, means you still have headway for carting gear when towing at the full 3500kg. The 163kW comes on hard and high in the rev range, making the driveline feel like it is working harder than larger-displacement engines.

“It’s a compelling package though; dirt cheap, powerful, and with good numbers on paper. It scored mid-pack for towing, just shy of the top five.”

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Interior comfort and practicality

Inside, the Terron9 is impressively spacious, particularly in the rear thanks to the absence of a rear bulkhead panel. The single-piece body side mouldings running from A-pillar to tailgate add strength to the bodyshell and create a sense of openness in the cabin.

Tech-wise, the Terron9 comes with a 10.25‑inch touchscreen infotainment system with Apple CarPlay and Android Auto, along with Bluetooth connectivity, sat‑nav, and basic vehicle settings. There’s a digital driver display for key information, and the layout is functional if not particularly luxurious.

However, the controls inside can be frustrating. Basic functions – including high-range 4×4 and some lighting controls – are buried in the multimedia screen menus rather than grouped with the physical switches. It makes some tasks unnecessarily fiddly, especially when you need them on the move.

The cabin still delivers comfort for long drives, with supportive seats and plenty of legroom. Materials are functional rather than premium, but the Terron9 delivers value in spades.

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Why it didn’t win

While the Terron9 impresses with torque, size, towing potential and an unbeatable price, several drawbacks hold it back:

• Fiddly controls – High-range 4×4 and other basic functions are buried in the touchscreen rather than with physical switches.
• Off-road limitations – Slower electronic traction control and delayed response on steep or rocky terrain reduce confidence on challenging tracks.
• Interior refinement – Cabin materials and layout feel basic compared with newer, more polished competitors.
• Weight distribution – Large kerb weight and longer body can make it less nimble in technical off-road conditions.

When you look at the custom 4x4s we feature here at 4X4 Australia, there’s one brand name that appears in nearly every custom build: REDARC – the go-to choice for auxiliary power systems in just about any 4×4.

We are proud to have this great Australian brand along on our 4X4 Ute Of The Year test to help with proceedings and to show us its new REDWorks platform.

The benchmark for genuine capability testing, 4X4 Ute Of The Year is one of the toughest and most authentic proving grounds in the industry. That mindset mirrors how REDARC has engineered its products for more than four decades: gear built to handle the extreme, tested in state-of-the-art in-house facilities. 

This shared belief – creating equipment that stands up to real use, in real conditions, for people who expect the best – made the REDARC naming-rights partnership a natural fit. As part of this partnership, REDARC is supporting the industry’s most trusted voice both on the ground and behind the wheel, contributing technical insight to adjudication discussions.

“Nobody designs, engineers, builds, tests or uses gear like we do,” said Taylor Boyley, REDARC Marketing Manager ANZ. “REDARC has long prided itself on our customer-first philosophy, so helping Australians choose the most capable, dependable and practical off-road Utes for their adventures was a natural fit.”

This test also showcases the arrival of REDWorks, REDARC’s new Australia-made, plug-and-play power panels. 

These power panels streamline vehicle power by taking the hassle out of choosing components and building a system from scratch. Pre-wired, pre-fused and ready to install, REDARC’s new REDWorks panels do the designing, wiring and testing for you in one compact, integrated and ready-to-install panel.

Designed to charge, control and distribute power through your vehicle, with a REDWorks panel on board you can power fridges, lights, compressors, tools and more through pre-wired genuine Anderson outputs. 

REDWorks manages the power between your start and secondary batteries. While driving, REDWorks charges your secondary battery from your alternator, but when the sun is out, the inbuilt MPPT solar regulator means you can take advantage of free power from the sun. Thanks to Green Power Priority, REDWorks will automatically prioritise solar first to reduce strain on your alternator.

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Compatible with AGM, lead-acid and lithium (LiFePO₄) batteries, including heated lithium, REDWorks will isolate your start battery once you get to camp to protect it from discharge while your auxiliary battery powers your accessories. 

Available in three models – Scout, Nomad and Pioneer – there’s a REDWorks power panel for every adventure. Perfect for powering a fridge, lights and charging your phone and camera, the Scout is the choice for minimalist touring setups or those diving into 12V for the first time. At the size of an A4 sheet, it fits neatly under a seat, behind drawers or tucked into a canopy.

If you want to charge more gear and power more accessories, Nomad takes things to the next level. With an integrated fuse block, Nomad grows with your rig, allowing you to easily expand your off-grid set-up without any drastic re-wiring. Available in both 25A and 50A variants, Nomad is ready to handle bigger loads all while keeping things plug-and-play.

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If it’s a powerhouse on wheels that you’re after, the flagship Pioneer is your answer. Featuring a 50A DC to DC charger, Pioneer combines high-output charging and RedVision monitoring to deliver a system that puts you in charge. Monitor battery health, water tanks and system performance, all while controlling your devices like lights, fridges and pumps through the RedVision App or Display. It delivers expedition-grade convenience in a standard 4×4 setup, without the complexity or cost.

All REDWorks 50A varieties are even EV and hybrid-ready thanks to configurable input current limits. These panels also look after your start battery thanks to their Start Battery Charging and Start Battery Recovery features – so no more jumper leads. 

Built for vehicles facing the same harsh conditions that define 4X4 Ute Of The Year, REDWorks gives you the power to escape the everyday, to make anywhere home, to explore without limits.