Ford has officially released the full specifications for its upcoming 2026 Ranger Super Duty, which is set to arrive in Australia early next year. 

The reveal provides a comprehensive look at what buyers can expect across the Single Cab, Super Cab and Double Cab range, with the full rundown giving potential owners the first detailed insight into the Super Duty’s capabilities, dimensions and equipment levels ahead of its local launch.

Drivetrain

All Ranger Super Duty models are powered by a 3.0-litre V6 turbo-diesel engine producing 154kW at 3250rpm and 600Nm of torque at 1750rpm, with heavy-duty truck calibration meeting EU VI emissions standards. A 10-speed automatic transmission and full-time 4WD come standard across the range.

Weights

All Ranger Super Duty variants have a gross combined mass (GCM) of 8000kg and a gross vehicle mass (GVM) of 4500kg. Front and rear axle ratings are 1900kg and 2800kg respectively. Minimum kerb weights (excluding tray) range from 2518kg for the Single Cab to 2675kg for the Double Cab, giving payloads of 1982kg, 1885kg, and 1825kg.

Dimensions

All models share a 3270mm wheelbase and 5470mm overall length (5644mm with trailer tongue), with widths of 2197mm with mirrors extended. Ground clearance ranges from 295-299mm, approach angles from 36.1° to 36.3°, and wading depth is 850mm.

Off-Road and Towing Features

Standard equipment across all variants includes:

• Tow/Haul mode (part of selectable drive modes)
• Off-road screen
• Hill descent control
• Trail control and trail turn assist
• Front and rear rated recovery points

Optional factory-fitted equipment includes:

• Heavy-duty rock sliders
• Wheel nut indicators with centre wheel caps
• Dual battery kit
• Prestige paint

No-cost options are available for snorkel removal on all variants and rear seat removal on the Super Cab. Floor carpeting is exclusive to the Double Cab.

Suspension and Fuel

Built on a heavy-duty chassis with reinforced suspension, the Super Duty features front and rear locking differentials. Fuel systems are designed for efficiency and compliance, with a 130L fuel tank, AdBlue diesel exhaust fluid system, and diesel particulate filter regeneration control.

Interior, comfort and technology

Seating and trim

• Seating capacity: Single Cab 2 / Super Cab 4 / Double Cab 5
• Driver seat: 8-way manual adjustment
• Front passenger seat: 4-way manual adjustment
• Seat material: Cloth
• Steering wheel: Reach and height adjustable
• Floor covering: Vinyl (all), Carpet optional
• Child seat anchors (Double Cab only): ISOFIX (x2) and upper anchor points (x2)

Comfort and convenience

• Dual-zone climate control
• Front power windows (all models)
• Rear power windows (Double Cab only)
• Rain-sensing windscreen wipers
• Electrochromatic rearview mirror
• Underseat stowage (Super Cab and Double Cab)
• Rear air vents (Double Cab only)
• Auto headlamps

Technology and charging

• 12-inch colour touchscreen display
• 8-inch digital instrument cluster (configurable)
• USB ports (x3)
• Wireless charging
• 12V power outlets (x2)
• 400W Pro Power Onboard inverter (rear of console)
• Auxiliary switch bank (6 switches)
• Centre console with single lid and 2 cup holders
• Instrument panel cup holders
• Frame-mounted steel bumper
• Electric park brake
  

Ford also revealed a suite of factory-backed accessories for the Ranger Super Duty including a heavy-duty steel tray, ARB bull bar, Warn winch, and bundled packs tailored for farm, worksite, and off-road use.

The accessories can be fitted at the dealer before delivery and carry a five-year warranty when installed by an authorised Ford dealer.

Mazda Australia has given its BT-50 a mid-life makeover for 2025, and we liked it so much on the launch drive, we’ve now added one to the 4×4 shed.

JUMP AHEAD

• Part 1: BT-50 GT joins the shed
• Part 2: Quick camping getaway
• Part 3: Road trippin’
• Part 4: Woods Point
• Part 5: Tough Mudder
• Part 6: End of the road

Part 1: BT-50 GT joins our long-term garage

The BT-50 we have is actually one of the cars used for the launch, where we were impressed by the range of quality accessories now offered by Mazda – so we opted for one that has been suitably accessorised for our uses.

Our car is the GT-spec BT-50 that has a RRP of $66,170. The team at Mazda has then added almost $16K worth of factory-backed accessories, some of which are from known and respected 4×4 aftermarket brands. 

While the single-hoop steel front bumper is a product developed in Australia for Mazda, the driving lights mounted on it come from well-known brand, Lightforce. In fact, they are Lightforce’s premium ‘Beast’ LED lights that offer multiple beam patterns and exceptional performance.

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Similarly, the colour-matched canopy is unbranded for Mazda; the slide-out drawer system comes from US-brand Decked; and the seal-kit to keep dust out of the tray and drawers was developed locally. 

The BT-50 GT comes very well-equipped with standard equipment including but not limited to black leather seats; eight-way power adjustment on the driver’s seat; heating on both front seats; a blacked-out interior; nine-inch multimedia touchscreen with Apple CarPlay and Android Auto (wireless and USB); rear seat air-con; remote engine start; front parking sensors; reversing camera and sensors; adaptive cruise control with stop-and-go; Emergency Lane Keeping with road edge detection; Rear Cross Traffic Brake; LED headlights, sat-nav; TPMS; and 18-inch alloys. It’s a fully loaded package befitting the model that sits second on the model line-up.

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The powertrain is the familiar Isuzu 3.0-litre diesel backed by a Aisin six-speed auto and part-time/dual-range 4×4 with a rear diff lock and Rough Terrain mode button. It’s well proven and, while it might not be at the pointy end of performance, it gets the job done without messing around.

Initial impressions tell us we’ll appreciate the luxury features and spec of the GT model, as well as the added functionality and security that the accessories add to the car. We’re hitting the highway for an interstate road trip with the Mazda over the Easter and Anzac Day break, so there are a few adventures planned to break up the day-to-day workload the BT will be helping us out with. 

• Total kilometres: 2211km
• As-tested price: $66,170

Factory-backed accessories

• Paint: $695
• Accessories: $15,864
• Tub drawers: $4597
• Canopy (lift windows): $4688
• Bull bar (Premium single hoop): $3940
• Lightforce LED Beast driving lights: $1811
• Dust seal kit: $828

Part 2: Quick camping getaway

With an unusually long dry Victorian summer, It was an opportunity, making the quick decision to grab a night away in the Mazda before life returns to more indoors activities.

Searching for a location a few hours from Melbourne that’s dog friendly and scenic I found a campground that looked the perfect fit, in Loch Valley, Gippsland. Whilst solo camping is okay, having a buddy for Cleo and I would be more fun. Karen, who often minds Cleo enthusiastically accepted, bringing Piper, for furry buddy adventures. 

Camping regardless of the amount of time away requires “Stuff”, and with the BT-50’s  Canopy and large Decked draw, it’s a throw it all in affair. Tent, sleeping mats, chairs, water, tables, large esky and dog paraphernalia. With all this the canopy was fairly full but not Tetris level and the draws still empty.  If the Mazda was a permanent car I’d kit out the draw set up with all my standard camping requirements, pantry, kitchen utensils, jet boil and the like. I love the side lockable windows, being able to access things towards the back of the canopy without having to repack has huge benefits. 

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Of course, the weather decided to turn for the worse belting down rain overnight prompting some additional gear to be packed, Morning rises and still drizzling I duck around the corner collecting the fellow travellers. With dogs on board the DOOG Car seat cover was essential for keeping the rear clean of dogs wet feet and hair.  Immediately after climbing in Karen notes I can’t charge my phone, it’s the wrong plug type. There’s no standard USB fitted nor a charge pad, its plug in Carplay only in the BT-50. The technology is changing quicker than the weather, resulting in turning back home to collect usb-c cords. 

Finally heading down the M1 towards Druin, hitting the adaptive cruise, it sets easily with a touch of a couple buttons. The lane assist is active, it’s noticeable in the Mazda’s but not annoying and with a simple one touch, it can be deactivated. 

With pooches in the rear seat who love hanging out sniffing the air, one definitely needs a front window open to avoid the thumping noise that most new cars create. 

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After an easy run we turn off heading into the hills towards Noojee, the BT-50 handles well on the twisting roads, it feels confident with all the terrains gripping the wet black top, unfortunately there’ll be no real off-roading on this trip. The leather steering wheel feels nice to grip and the seats are really comfortable, which I’m sure will be great on longer trips. 

We roll into Noojee village hoping to grab some firewood, but there’s no servo, opps should’ve planned a bit better, we’ll have to hustle to find dry wood, but we’re starving so head straight to the recommended lunch stop, Toolshed Bar & Bistro. 

Chowing down on a towering Steak Sanga and huge country sized Parma we get chatting to local farmer Baz and his pooch Tex, conveniently he happens to be the local wood chopper/collector. Minutes later he kindly offers us free DRY firewood, even drops it at the BT-50 on his way out. Loading it in the only remaining space,  the draw, the large logs fit easily in its deep well. The only thing I wonder is how do you keep the draw from sliding closed?  Must work that out at somestage. 

It’s late arvo and we head to camp. The Poplars campground has tall towering gums, a meandering creek, large grassy camp areas, fire pits and drop toilets makes for a great quick weekend away.  I set up tents while Karen, a self proclaimed fire manic,collects kindling and cranks an awesome fire. 

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The drizzle has stopped but both pooches are suitably wet and we huddle in close for a quiet night around the flames, snacks and a glass of red or two.

The morning brings fog, lifting late as we’re in the valley this  means a slow start, fending off the pooches while cooking the bacon is a laughing affair.  Finally packed up we head for some sight seeing at the speccy Toorrongo Falls, after the loop walk we decide to head home, stopping off at a winery for a tapas lunch as the sun shines all afternoon.

Whilst this was a short stint behind the wheel, thus far the BT-50’s so user friendly and certainly comfortable to drive and live with, bar one gripe. I like auto locking systems as I mentioned with the previous long termer I tend to carry too much at once and the auto lock/unlock helps but in this case with the key in hand it autolocks way too soon.. Getting out, walking away you’re not even a metre away from the vehicle. Just walking round the back the Mazda auto-locks and before my passenger or pooches can get out. 

This aside, enjoying the ride the BT-50 is heading north for a long road trip stay tuned. 

• Kilometres since last update: 1342km
• Average fuel use: 9.2L/100km

Part 3: Road trippin’

There’s nothing like a longer-than-usual road trip to break the routine, so we did just that. We decided to chase the sun with a road trip to Northern New South Wales.

This was never going to be an off-road adventure, but with the canopy fitted to our BT-50 we deemed it to be the perfect vehicle in which to load up and hit the highway, and like any good east coast road trip, we stopped at all the ‘Big’ roadside icons along the way. With my stuff and photographer Ellen Dewar’s gear securely loaded into the back of the BT – making good use of the Decked drawer fitted in the tray – we hit the Hume and headed north. 

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Our BT-50 GT is only one step down from the top of the range and is very nicely equipped for comfortable long-distance touring. Heated leather seats, a thick leather-wrapped steering wheel and a decent head unit with Apple CarPlay meant the hours behind the wheel went by in comfort, with fresh tunes all the way. We were headed for the Bluesfest music festival in Byron Bay and were able to find many of the artists that would be performing at the event and check out their music on the road trip. This was a great way to while away the hours and plan which acts we wanted to see at the festival. 

The BT-50’s Isuzu-sourced 4JJ 3.0-litre turbo-diesel engine made light work of highway travel and was fairly economical over the return journey, logging just less than 11L/100km for the trip. It has adequate power but can be a bit harsh and noisy when you put your foot down to overtake, or when you want to maintain speed on long hills, but it gets the job done with minimal fuss.

I’ve said before when driving the Mazda and Isuzu utes equipped with the Aisin six-speed automatic transmission that the calibration is too aggressive, resulting in iot downshifting too early when decelerating. I resorted to tapping the gear shifter across to the manual gate every time it did this and tapping it back up a cog or two, but really, you shouldn’t need to do this. This is a working 4×4 ute, not a sports car where you might want such an aggressive shift protocol.

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The only other complaint we have with the Mazda is the sensitivity of the parking and proximity sensors, which again prompted us to disable them to shut them up. While driving in the left lane the rear sensors go off whenever a car approaches to overtake on the right, and the front sensors go off randomly when stopped at traffic signals, even when there is no movement of the BT-50 or other vehicles around it. At one point we drove through a heavy rain shower and the front sensors went off constantly. I think this might have something to do with the calibration of the sensors in the steel bumper and we will get them checked at the next scheduled service. 

There aren’t many places on Highway 1 where you can use driving lights but when driving on the unlit backroads of the Byron Hinterland at night, the Lightforce BEAST LED spotties were a godsend, lighting up the otherwise dark and winding back roads ahead of us. 

Having the Mazda-backed accessories like the driving lights, steel bumper, canopy and storage drawer made using the BT-50 for an extended road trip much more practical and safer on both the highway and back roads.

We did get the Mazda off road for a quick beach run in Coffs Harbour where we found that using the Rugged Terrain button sharpens up the ETC nicely for better performance in the soft sand, but this was the only time we got it into 4×4 on this trip. We’ll have to rectify that for next month’s update.

• Kilometres since last update: 4424km
• Average fuel use: 10.9L/100km

Part 4: Woods Point

When one thinks of an average work day, many brace for the inevitable peak-hour traffic, hoping it’s not bumper to bumper and that we make it to the office on time. But the 4X4 Australia office can be anywhere, with some day commutes best described as epic adventures. 

A couple of months in and the BT-50 had really put on the kays. On this particular day the work commute started at 6.30am for a short 1.5 hour jaunt to meet Wheels feature writer Andy Enright at Warburton at 8am.

We grabbed a quick coffee and headed east following the Yarra up the endless wriggly blacktop of Reefton Spur, slowly twisting upwards with the rattle of the diesel cutting into the music from the sound system. Engine noise was not excessive, just noticeable when slowing then accelerating from bend to bend that seemed to go on and on.

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We stopped along the way to capture some action imagery, with mist hovering amongst the trees. The BT-50’s side panels proved flat enough to accommodate the suction cups required to mount the camera to capture rolling imagery solo.

When we arrived at Cumberland Junction, the road turned to dirt, and darkened into wilderness before we hit Matlock. Having off-road capability allowed us to duck up a little dirt side track to look for visually pleasing options. Here the track was quite overgrown and the front parking sensors beeped furiously and activated the AEB – note to self: “I really need to figure out how to deactivate that through the settings menu”. 

As we continued, so did the gloomy vibe, with fog rolling in and the gravel road issuing more and more potholes and gnarly corrugations, likely caused by the timber jinkers that come through here in place of the gold-mining carts of days gone by. Even with 30psi in the rtyres the BT-50 handled the conditions well, with the stability control kicking in nicely when necessary. Not only was dodging potholes along here, but also the lyrebirds darting in and out of the scrub.

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The rear left side of the canopy door didn’t latch fully when I was loading up earlier that morning and it let a fair amount of dust into the tub, something to note if you’re planning a lap of Oz. The latch is easily adjustable and if I had more time I would have sorted it properly before setting off. 

The day was quickly disappearing as we rolled into Woods Point, just as the local copper was grabbing a quick snack from the General Store before shutting shop. With sunset earlier this time of year, I grabbed my last few photos. “Just one more…” as the saying goes.

We started our descent with a dark run home ahead of us. We were eight hours into a long day but the BT-50 led the way with its spotties at the ready. Driving and photographing on the way up I didn’t pay much attention to the number of bends in the road – there are literally hundreds of them. On the descent I noticed the BT-50 likes to downshift gears early on, which normally I find a little unnecessary, but in this instance meant less braking was required ensuring smoother approaches to the dizzying bends. 

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I had the headlights set to Auto at first and they would dip, turn on and off, off and on, causing a lot of confusion and loss of vision. After going a little stir crazy, I switched the lights to full beam rather than Auto, which quickly sorted that out. On this twisty dark road the spotties came into their own; very bright with a good throw and spread of light.

Also bright, however, was the reflection of the infotainment screen on the rear glass of the canopy, shining back at me in the rear view mirror. You need to tone down the brightness as much as possible or it feels like someone is hovering over your shoulder. 

I was grateful for the comfy heated seats on the long drive home and finally rolled into the driveway at about 8.30pm. I unload the BT-50 feeling both pleased and relieved; it performed its duties superbly in challenging conditions.

• Kilometres since last update: 1342km
• Average fuel use: 9.2L/100km

Park 5: Tough Mudder

When winter hits Victoria, many of the mountain tracks stay wet for months on end.

That’s why much of the High Country shuts down for the season – but not all of it. A handful of tracks remain open, offering the chance to explore the backcountry and maybe even score some snow driving while you’re at it.

The standard tyres on the BT-50 have handled highway and formed-road duties without issue, but winter brings a different challenge. With muddy conditions and the risk of getting bogged increasing once you’re off the beaten track, it was time to step up to a more aggressive tread pattern better suited to the season.

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We asked the team at Mazda if they had a suitable tyre option for tackling the tougher stuff, and they came back with a set of Cooper Rugged Trek all-terrains – fitted up on a neat-looking set of 17-inch black alloy wheels as a bonus. The LT265/65R17s offer a taller sidewall than the standard 18s, and their Light Truck (LT) construction makes them tougher and more durable than the factory highway rubber.

Cooper reckons the Rugged Trek is the best 4×4 tyre it’s ever made – a bold claim given the brand’s long history and extensive off-road range. It’s an aggressive all-terrain that sits between a traditional A/T and a mud-terrain, promising the off-road grip of an M/T without the usual downsides like road noise and higher fuel use.

As with any move from highway tyres to something more off-road focused, there are always trade-offs – so it’s worth weighing up your needs. In the case of the BT-50, there’s a slight increase in road noise with the Rugged Treks, but it’s only noticeable at highway speeds and barely worth complaining about.

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The chunkier tread and heavier construction will likely have some impact on fuel consumption, so we’ll be keeping an eye on that over time. But for us, the main thing is having confidence in the tyres when we get off track in muddy conditions.

We put the new rubber to the test on a recent trip into the hills for some gear testing. Fresh snowfalls and school holiday traffic had turned the tracks into a soggy mess, but even at road pressures the Coopers felt planted in the slop – delivering the kind of surefootedness you want when heading off the blacktop.

When the BT-50 went back to Mazda to have the wheels and tyres fitted, we also asked them to check the front parking and ADAS sensors. They seem to be overly sensitive – often beeping while stopped in traffic with nothing in front of the vehicle. I’ve had more AEB warnings in this ute than any other I’ve driven, and it can be alarming. I figured the optional front bumper might have been interfering with the sensors, but Mazda assured us everything is within spec and operating as it should.

The current BT-50 shares much of its underpinnings with the Isuzu D-MAX – and unfortunately, that includes the overly sensitive ADAS setup. It’s long been a gripe with the Isuzu, and it’s clearly carried over to the Mazda as well.

• Kilometres since last update: 2260km
• Average fuel use: 9.8L/100km

Park 6: End of the Line

We specced our BT-50 GT to handle both work and play, and it arrived fitted with a stack of Mazda Genuine accessories.

These included a tub canopy to secure the cargo area, a set of Decked composite roller drawers in the tub, a loopless front bull bar, tow bar and trailer brake controller, plus a set of award-winning Lightforce Beast driving lights.

With this kit on board, the BT has served us well – spending time as Ellen Dewar’s rig for photographic shoots across the state, as a support vehicle on road tests, on weekend camping trips with friends, off-road day trips, holiday travel and long stretches of highway touring.

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The 3.0-litre Isuzu diesel has proved both economical and strong enough for everything we’ve thrown at it – from towing a vintage car to hauling loads of firewood. Inside, the well-appointed cabin has been much appreciated, with its high level of equipment and touches of luxury. I particularly enjoyed the leather-wrapped steering wheel every time I drove the Mazda, and the heated seats were fantastic throughout winter.

It’s great to see Mazda using well-known, high-quality brands for its factory accessories, and the Lightforce lights were a real standout. On several occasions we had to drive interstate overnight in the Mazda, and the Beast lights quickly became my favourite setup to drive behind – and that was even before they won our LED light test.

In the tub, we carried a few different items in the Decked drawers and storage boxes. One drawer was dedicated to recovery gear – which proved handy when the BT had to pull a test vehicle out of a sticky situation on one occasion.

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The only problem we had with the accessories – or the ute itself – was that the rear window/door on the canopy wouldn’t lock securely and kept coming out of adjustment. This limited what we were prepared to leave in the back of the Mazda when in town. The only other annoyance was the constant beeping from the parking sensors and ADAS system, which always seemed a little over-active.

For our last month with the BT we fitted a set of Cooper Discoverer Rugged Terrain tyres to cope with the wet and boggy winter conditions, mounted on a set of optional black alloy wheels. The tyres produced a bit of hum on the highway – as you’d expect from a more aggressive tread pattern – but they came into their own when we headed into the hills and struck snow and mud. The right tyres give a driver the confidence to take a 4×4 like the BT-50 places you’d never attempt on highway rubber.

Overall, we’ve grown to love the BT-50 and we’re sorry to see it go – it’s been good to us in so many ways.

• Total kilometres: 122,898km
• Average fuel use: 10.2L/100km

Toyota Australia (TMCA) has given us a first look at the Performance Hybrid version of the popular LandCruiser 300 Series – along with a brief taste of its performance both on- and off-road. 

While you’ll have to wait until next week before we can tell you how it drives, we can fill you in on more details of the new variants set to go on sale early in 2026 – with the actual timing yet to be revealed.

The Performance Hybrid powertrain marks the return of petrol power to the LC300 range, but it will only be offered in the high-spec GR Sport and Sahara ZX models, both limited to two-row seating for five passengers. TMCA has confirmed there will be a price premium for the petrol-hybrid LandCruiser but hasn’t revealed how much, saying only that more details will come closer to the 2026 launch. For reference, the Sahara ZX and GR Sport currently list for $146,910 and $146,160 (+ORC) respectively – so the hybrid versions won’t be cheap.

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Toyota didn’t have to look far for a hybrid powertrain to slot into the 300, adapting it from the Tundra full-size pick-up, where it’s the only engine offered. Both the Tundra and LC300 share the TNGA-F chassis platform, so the adaptation process should have been relatively straightforward.

The hybrid powertrain is led by a 3.5-litre twin-turbo V6 petrol engine producing a claimed 326kW and 790Nm, paired with an electric motor mounted between the ICE and a conventional 10-speed automatic transmission. Drive is fed through the LandCruiser’s standard full-time dual-range transfer case, rather than the part-time system used in the Tundra.

The Hybrid variants retain all of the LandCruiser’s off-road attributes which, in the case of the GR Sport, means front and rear locking diffs, KDSS, MTS and Crawl Control.

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Externally and internally, the hybrids are almost identical to their diesel-powered counterparts, the only difference being a slightly raised cargo-floor height to accommodate the battery mounted underneath.

Toyota calls this system its Performance Hybrid, distinguishing it from the Efficiency Hybrids found in most of its passenger-car range. The Performance Hybrid combines petrol and electric powerplants via a clutch that manages switching between power sources depending on load and driver input, with the petrol engine always operating at speeds above 30km/h. Below that, the system can run on electric power alone.

With its tuning centred more on performance than fuel efficiency, the system delivers strong acceleration, responsive power and plenty of torque for towing. Official fuel-consumption figures for the Performance Hybrid 300 are yet to be released.

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While this is the first application of the Performance Hybrid for Toyota in Australia, the company is quick to remind us it has long been a hybrid pioneer here, with five generations of technology under its belt since the first Prius launched 28 years ago. In that time, TMCA has sold more than 500,000 hybrid vehicles locally, and today nine models in its line-up are exclusively hybrid-powered. Hybrids now account for almost half of Toyota’s total sales in Australia.

The Performance Hybrid LandCruiser 300s are set to go on sale in the first half of 2026, but check back here next week to read about how it went on our short drive of the GR Sport hybrid model. 

Pull up to any camping spot across Australia and you’ll see the diversity of the 4WD community. It’s not about the size of your wallet or the inches of your lift kit – it’s about the shared hunger for adventure and the stories you collect along the way.

Take Ebony Price’s nimble Suzuki Jimny and Lachie Meiss’s imposing Toyota LandCruiser 79 Series. Both wrapped in that perfect sandy beige that seems made for dusty tracks, these two couldn’t be more different in approach, yet more aligned in purpose.

The Jimny darts through tight spots like a mountain goat, while the LandCruiser powers through obstacles with the confidence of a freight train. Yet ask either owner about their weekend plans, and you’ll hear the same excitement about hitting the trails and sleeping under the stars.

As Ebony puts it: “It’s about the experience, the challenge, and creating something that’s uniquely yours.” Lachie echoes it with his own twist: “Once you’ve built these rigs properly, every drive puts a massive grin on your face.”

2020 Suzuki JB74 Jimny

Ebony’s 2020 JB74 Jimny came to her already wearing its adventure credentials – Warn winch, ARB accessories, protection sliders and a two-inch Tough Dog suspension lift. However, at first glance, you might wonder if this little 1.5-litre machine can keep up with the big boys.

“I wanted something that could handle itself on tough tracks but still fit in a shopping centre car park,” Ebony explains. “Plus, there’s something satisfying about taking lines that bigger rigs simply can’t attempt.”

The interior maintains a practical approach: MOLLE panels for organisation, space for a compact fridge, and gear chosen for weight over bragging rights. This isn’t about competing with V8s on the highway – it’s about squeezing the most out of a small, capable platform.

Her High Country trips prove the point. Where others might need alternate routes, the Jimny slips through gaps and climbs grades that challenge much larger machines. As Ebony says with a grin: “Simple, dependable and absolutely addictive to drive.”

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 2019 Toyota LandCruiser 79 Series 

Then there’s Lachie’s 2019 79 Series LandCruiser in matching Sandy Taupe – long wheelbase, V8 turbo-diesel grunt and factory twin lockers. This isn’t just transport; it’s a serious touring statement.

“Owning a 79 Series was always the dream,” Lachie admits. “Sure, it’s become a bit of a cliché, but there’s a reason these things have the reputation they do.”

After buying the rig in 2023, Lachie stripped away the previous owner’s mods and rebuilt it to his own vision: four-inch Dobinson/Superior suspension, 35-inch Nitto Trail Grapplers, a custom Hunted Engineering tray, and colour-matched Rhino Rack systems.

His destinations read like a touring checklist – Fraser Island, the High Country, Tasmania, and the Flinders Ranges. Each trip reaffirming his choice: “The combination of sound, torque and capability creates something genuinely special,” he adds.

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Short wheelbase vs long wheelbase for off-roading

Short wheelbase advantages

• Quick changes of direction
• Tight turning radius
• Easier parking
• Lighter footprint on sensitive terrain
• Tackles technical sections longer rigs must bypass

Long wheelbase advantages

• Superior load carrying
• Stable highway manners
• Better approach on steep climbs
• Comfort for long-distance touring
• Space for serious recovery gear

Cost of building an off-road rig

The financial side tells its own story.

The Jimny represents accessible adventure – proof that memorable experiences don’t require stretching the credit card. Ebony’s rig even earned Show N Shine runner-up at the National 4×4 Outdoors Show, showing that thoughtful mods beat throwing cash at problems.

The LandCruiser sits in a different bracket. Purchase price, mods and running costs are higher, but depreciation is minimal and capability borders on legendary. As Lachie reflects: “The opportunities this rig has created have been incredible. Sometimes the ‘typical farm truck’ opens doors you never expected.”

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Which 4WD setup suits your style?

Strip away the size, power and price tags, and these two rigs share plenty of common ground. Both wear sandy paint like a badge of dusty honour. Both are built for purpose over flash.

Ebony focuses on minimalism: “I build for how I actually adventure, not how I think I should.” Lachie pursues maximum capability: “This rig needs to handle anything Australia can throw at it, from coast to coast.”

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Whether your rig costs thirty grand or three times that, weighs 1500kg or 2500kg, the real magic happens when you point it down a track and see where curiosity leads. The Jimny proves that big adventures don’t need big rigs. The LandCruiser shows why maximum capability matters for some explorers. Both get you dirty, both create stories, and both remind you why weekends in the bush beat weekends anywhere else.

At the end of a great trail day, covered in dust and grinning from ear to ear, the size of your rig matters far less than the size of your appetite for adventure. That’s the real sandy soulmate connection.

If you love hitting the bush, towing a camper, or heading off on a weekend 4×4 adventure, picking the right RAM can make all the difference. The 1500, 2500 and 3500 each bring their own mix of power, comfort and load-carrying ability – here’s a look at how they stack up.

RAM 1500: The all-rounder for touring and towing

The RAM 1500, now powered by the 3.0-litre twin-turbo inline-six Hurricane engine, is a versatile pickup for those who want a capable vehicle for towing and touring.

It handles highways, gravel tracks and light bush trails with ease, making it perfect for towing small campers or trailers while carrying gear.

Key specs and features:

• Engine: 3.0L Hurricane I6 (313kW/635Nm)
• Transmission: 8-speed automatic
• Towing Capacity: Up to 4500 kg braked
• Payload Capacity: Up to 1100 kg
• Suspension: Coil-spring rear

RAM 2500: The pick for heavy-duty 4x4ing and towing campers and caravans

The RAM 2500 is built for serious trips and heavy loads. With its Cummins turbo-diesel engine and reinforced leaf-spring rear suspension, it can handle long overland journeys and haul large slide-on campers and heavy trailers through the toughest Australian tracks.

Key specs and features:

• Engine: 6.7L Cummins I6 Turbo Diesel (276kW/1152Nm)
• Transmission: 6-speed automatic
• Towing capacity: Up to 8000 kg braked
• Payload capacity: Up to 1500kg
• Suspension: Coil-spring rear

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RAM 3500: Extreme overlanding with massive towing capacity

The RAM 3500 is the go-to choice for extreme overlanding and expedition-style trips. Dual-rear-wheel options, reinforced suspension, and the high-output Cummins diesel make it capable of hauling massive campers or fully loaded expedition rigs safely across remote Australian terrain.

Key specs and features:

• Engine options: 6.7L Cummins I6 Turbo Diesel (Standard & High Output)
• Transmission: 6-speed automatic
• Towing capacity: Up to 8000kg braked
• Payload capacity: Up to 1759kg
• Suspension: Reinforced leaf-spring rear

Specs compared

Choosing the Right RAM for Australian Adventures

• RAM 1500: Weekend trips, light towing, overlanding with small campers.
• RAM 2500: Serious off-road towing, large caravans, remote trips.
• RAM 3500: Expedition-grade overlanding, extreme towing, maximum payload adventures.

FAQs 

Q: What is the towing capacity of a RAM 1500 in Australia?
A: Up to 4500 kg braked, enough for small campers or trailers.

Q: Can the RAM 2500 handle remote overlanding trips?
A: Yes. With 8000 kg braked towing and up to 1500 kg payload, it’s built for heavy-duty trips.

Q: Which RAM is best for heavy-duty camping setups?
A: The RAM 3500, especially with dual rear wheels and a max 1759 kg payload.

Q: How much payload can a RAM 3500 carry off-road?
A: Up to 1759 kg, depending on configuration.

KGM, formerly known as SsangYong, has provided a first look at its next-gen dual-cab ute. Internally codenamed Q300, the model is expected to succeed the current Q200 Musso, which continues to sell in Australia.

The new ute was shown in a short promotional video uploaded to KGM’s official YouTube channel, offering multiple exterior angles and confirming a major shift in design. 

The body is more upright and features squarer dimensions than before, with the tray remaining separate from the cab. At the front, segmented LED daytime running lamps are connected by bold C-shaped elements that frame the headlights. A higher-set bonnet and vertical indicators further toughen the appearance, while two-tone alloy wheels add a modern touch.

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Around the back, the ute carries a heavily reworked tailgate with an embossed KGM logo. Simple vertical tail-lights replace the previous car-like clusters, while the overall shape now leans heavily into a rugged, utilitarian look.

The outgoing Musso continues with a 2.2-litre four-cylinder turbo-diesel producing 133kW and 400Nm, paired with a six-speed auto and a standard 3500kg braked towing capacity. KGM hasn’t confirmed whether the Q300 will retain this powertrain or introduce new options. Given the brand’s push into electrified models, an update seems possible.

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Interior details weren’t revealed in the YouTube clip, but KGM has been moving toward larger infotainment systems, more advanced driver assistance, and improved materials across its SUV and EV range. It’s reasonable to expect similar upgrades inside the new ute.

The Q300 is expected to launch in Korea before heading to export markets such as Australia. With its tougher stance and more modern design, it represents KGM’s most serious attempt yet to go head-to-head with the Ford Ranger and Toyota HiLux in the hotly contested dual-cab segment.

The Simpson Desert and Cape York remain two of the most popular long-distance four-wheel drive destinations in Australia – and it’s clear that plenty of travellers are out there enjoying this wide brown land. 

What has changed in recent years, however, is the level of knowledge and skills many bring when it comes to keeping their vehicle mobile. Back in the good old days, travellers were mostly self-reliant, sorted things out, and kept themselves moving whatever happened. Now, if it’s more complicated than a wheel change, it often gets left for someone else to fix.

Having some mechanical skill is paramount when travelling in remote country. This doesn’t mean repairing a blown engine out in the scrub, but there are plenty of basic things that will help keep a vehicle mobile.

Modern vehicles carry so much electronic equipment that they can be near impossible to fix if something goes wrong with a computer. Still, a scan tool is an essential item, costing only a couple of hundred dollars and often able to detect or even clear fault codes. For most outback travellers, though, the common problems are bent or broken components, along with simple electrical issues.

Bush repairs remain an important part of travel. Steering rods have been reinforced with star pickets and welded, springs replaced, suspensions patched up, chassis cracks repaired, roof racks fixed, fuel tanks sealed, and countless electrical issues traced and solved. These repairs might not be pretty, but they keep vehicles moving.

Too often now, travellers simply give up. Some have abandoned vehicles with broken springs or cracked chassis, waiting for recovery that can take days, when with a little thought and the right gear they could have stayed mobile.

Before heading out on an outback adventure, it pays to learn the basics of the vehicle, buy or download a repair manual, and pack a few essential tools. On the road, check oil, water and leaks daily – or at least every second day – and keep an eye out for loose nuts, brackets or hose clamps. A multimeter is another tool worth carrying, simple to use and capable of solving a host of electrical problems.

Resourcefulness still makes the difference.

Not long ago, choosing a 12V portable compressor was simple – there were only a few options, and you picked one that fit your budget.

Now the market is flooded with models of every size and price. Some pump tyres quickly, while others struggle to inflate even a football. Buying online makes it easy to get a new compressor delivered, but there’s nothing worse than spending a few hundred dollars on one that can’t do the job.

We’ve put together a list of reliable 12V portable compressors – well-known models, lesser-known options, and top-quality units you can only get online!

JUMP AHEAD

• TJM Pro Series portable compressor
• ARB Twin Portable compressor kit
• VIAIR 450P-RV Automatic compressor
• DriveTech 4×4 air compressor
• Dr Air Ammo Box compressor
• RoadSafe 12V heavy duty compressor
• Mean Mother Adventurer 4 compressor
• OZTrail Simpson air compressor
• Ironman 4×4 Air Champ Pro compressor

TJM Pro Series portable compressor

The TJM Pro Series Portable Compressor is a compact, robust air compression solution designed for on-the-go use.

Housed in a durable storage case, it delivers reliable performance with an 86 L/min airflow and an integrated tank, while its patented convection cooling system keeps it running efficiently under tough conditions.

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Built for convenience and safety, the compressor features a 100% duty cycle, thermal cut-out, and a 2-stage air filter for clean air. It comes complete with a 6m air hose, 2m power cable, and 0.4m battery clamp with 50A Anderson plugs, and is backed by a 3-year warranty, making it ideal for off-road adventures or everyday air compression tasks.

ARB Twin Portable compressor kit

While the older-style single compressor kits are still available from ARB, they’ve recently doubled down and are offering the ARB Twin Portable compressor that comes with a four-litre air tank.

While one of the more expensive options on the list, this is an excellent choice for people undertaking extremely remote trips or who simply never want to buy another 12V compressor ever again. The twin motors incorporate internal thermal protection against extreme temperature damage, while a heavy duty in-line maxi fuse for each motor provides professional circuit protection.

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The portable kit comes with inflation accessories, a durable carry case, is sealed against dust and moisture, and features an over-pressure safety valve. Plus it’s sealed for moisture and dust-resistance. They’re very quick to pump up your tyres, too.

Viair 450P-RV Automatic

A serious compressor for serious tyre inflation, the Viair 450P range comes with 100-per-cent duty cycle and the ability to pump a 35-inch tyre from 15-30psi in around 3.5 minutes.

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The unit can be run for an hour straight without rest periods and it pumps up to 150psi, making it ideal for vehicles with larger tyres. As the name suggests, it also comes with an automatic shut-off function which will turn the compressor off when it reaches a pre-set pressure, doing away with the whole back and forth “checking pressures as you fill your tyres” thing, reducing time and effort spent while airing up.

Drivetech 4×4 air compressor

Drivetech 4×4 steps things up in price a little, but it also steps up performance.

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Utilising a twin-piston design that allows nearly double the performance over a single-piston unit, the Drivetech 4×4 compressor pumps a mammoth 300 litres per minute, to ensure airing up is as quick and painless as possible – nobody wants to be airing up in 40-degree heat or in the middle of a monsoon, so quicker is always better. Features include a pistol grip inflator at the end of an 8M hose, and it is stored in a heavy-duty bag with pockets for accessories.

Dr Air Ammo Box compressor

This award-winning Pro-Flow air compressor from Dr Air has been designed for serious off-road use, flowing 150 litres per minute.

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Featuring a heavy-duty ammo box housing, this is one tough unit with heaps of grunt. It has all the regular features that you’d expect in a compressor at this price point such as thermal overload and circuit breaker protection, and the 150psi output easily inflates the average 4×4 tyre (205/60R16) in around 2.5 minutes.

RoadSafe heavy duty compressor

Roadsafe have built a great reputation for quality over the past decade in Australia, and its compressors seem to be continuing the tradition.

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This heavy duty product flows 160 litres per minute, so you’ll be back up to road pressures after a day on the tracks in no time. It also has such inclusions as a resettable circuit breaker and thermal overload protection. For a no-frills, entry level compressor for the off-road enthusiast, this is a fantastic option.

Mean Mother Adventurer 4 compressor

The Mean Mother Adventurer 4 Heavy Duty 12V Air Compressor is packed with plenty of inflation power, delivering an impressive 180 litres per minute of air delivery.

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It’s equipped with all the standard features you’d expect in a compressor of this quality such as thermal overload and circuit breaker protection, as well as a premium wireless remote control. The remote allows the user to start and stop the inflation process and get accurate tyre pressure readings without having to go back and forth to the compressor to continually turn it off and on. The 150psi output will reportedly inflate an average 4×4 tyre (205/60R16) in around 2.3 minutes, and it comes with a five-year warranty.

Ironman 4×4 Air Champ Pro

The Ironman 4×4 Air Champ Pro is a 12V heavy-duty portable compressor built for off-road and trade use.

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Its 540W motor with a 60mm cylinder delivers up to 150 psi and 160 L/min, making it quick and efficient for inflating large tyres or heavy-duty equipment.

Durable and user-friendly, it features an 8 m heat-resistant hose with snap-on quick-release fitting, inline pressure gauge/deflator, anti-vibration feet, and a maintenance-free motor. Dust- and moisture-resistant, it runs on 45 A max current with a 33 % duty cycle at 100 psi, and comes with a heavy-duty carry bag for easy transport.

A buyers’ guide to portable 12V air compressors

How we review products

The RAM 1500 Rebel slots in alongside the Laramie and Limited 1500s, bringing a tougher, off-road-focused option for those who actually want to get their truck dirty and make the most of its capability.

Priced from $141,950 plus on-roads, this is the first time the Rebel has been officially offered here through RAM Trucks Australia (RTA), although non-official outlets have sold the US-spec model here previously.  

The 1500 Rebel is priced the same as the Laramie Sport at $141,950 plus on-roads, while the HO-powered 1500 Limited tops the range at $159,950 (+ORC).

JUMP AHEAD

• Driveline and performance
• On- and off-road capability
• Features and practicality
• Verdict
• Specs

Driveline and performance

The 2025 RAM 1500 Rebel comes only with the Standard Output (SO) version of the 3.0-litre twin-turbo Hurricane straight-six, good for 313kW and 635Nm.

The High Output (HO) tune stays exclusive to the flagship Limited, and there’s no Hemi V8 on the cards for Australia… at least for now. Over in the States the Hemi V8 is making a comeback in the 1500, but RTA says there are no immediate plans to bring it back here, with the focus firmly on the new Hurricane engines.

Performance truck fans needn’t stress about missing out on the Hemi or the HO, because the standard Hurricane six packs plenty of punch – more, in fact, than the old V8. It hustles the 1500 Rebel along road and track with ease. Sure, it doesn’t have that trademark Hemi howl, but the new RAM arrives with its own Rebel Yell… even if it’s a quiet one.

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Like the rest of the DT 1500 range, the Rebel runs an eight-speed auto and dual-range transfer case with a 4×4 Auto mode. That proved handy on the wet launch roads – in 2WD the rear tyres would light up with just a tickle of throttle before the traction control stepped in, but flick it into 4×4 Auto and you could bury your right foot and let the all-paw grip do its thing. The Rebel gets its own 32-inch Falken all-terrains on sensible 18-inch alloys, not the ridiculous 22s you’ll find on the Limited.

While the transmission itself performs flawlessly, the gear selector dial is fussy to use in off-road manoeuvres and far from ideal. The lack of any form of manual gear selection doesn’t help either, particularly off-road and when towing.

On- and off-road capability

The Rebel boosts its off-road prowess with Bilstein dampers controlling the IFS and live-axle, all-coil suspension. The package delivers excellent control of the big dual-cab body and tub both on and off-road, and it rides 25mm higher than other 1500 models for improved ground clearance.

Also new to the 1500 is a Selec-Speed crawl function, which works like crawl control by providing low-speed progress without throttle or brake input from the driver. This is particularly handy in technical off-road terrain, optimising throttle delivery to the tyres with traction and allowing the driver to focus on wheel placement. A selectable locking rear differential adds further capability, while model-specific underbody plates protect the undercarriage from rock rash.

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The off-road section of the launch did little to trouble the Rebel, which made light work of the muddy conditions and climbs. On gravel roads and tracks, the Bilstein suspension showed its worth with excellent body control and handling.

Features and practicality

As with other MY25 RAM 1500 models, the Rebel comes well equipped with features that are optional extras in the US but fitted as standard by RTA.

Inside, there’s a massive sunroof, a 19-speaker Harman Kardon sound system, heated leather power-adjustable front seats, and a huge rear seat with cavernous storage underneath. Up front is a 14-inch central multimedia screen, plus a second 10.25-inch screen for the passenger. The passenger display can stream movies or video on the move, as it’s not visible from the driver’s seat. A clever function also lets the passenger search locations on mapping apps and then send them straight to the main screen for the driver.

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All of these features make the Rebel’s cabin spacious and luxurious, and a very comfortable place to while away the miles. The Rebel’s interior is set apart from other models with red highlights and stitching, aimed at giving it a sportier appearance – or so they say.

At the back, the Rebel does away with the Rambox storage compartments for a more conventional cargo tub – increasing internal space, which will be a positive for many buyers. The tub still features adjustable tie-down points, a spray-in liner, powered tailgate and a rear step for easier access.

By leaving out features like the Rambox and powered side steps found on other RAM 1500s, the Rebel offers the highest payload in the range at 893kg. Towing capacity is 4500kg with a 70mm ball, or 3500kg with a 50mm.

Verdict

With improved off-road ability – thanks to upgraded suspension, underbody protection and sensible tyre choices – plus full 4500kg towing capacity, strong performance and extra tub space, the Rebel is the RAM 1500 variant that should appeal to plenty of off-road enthusiasts.

The 2025 updates to the DT series ensure the RAM 1500 will remain popular, and the Rebel only broadens its appeal to a wider audience. The Rebel is offered in all-American red, white or blue, each with bold graphics. They may not be to everyone’s taste – but each to their own.

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Specs

When you roll into the Simpson Desert, you want gear you can trust. No servo around the corner, no tyre shop waiting in Birdsville, and if you shred a sidewall halfway up Big Red… well, that’s a whole day of swearing and digging.

With a fresh set of Cooper Discoverer LT AT3 tyres bolted on, we pointed our BYD Shark north from Melbourne and into the dunes for a proper shakedown. Over 6000 kilometres later – highways, red dirt, gibber plains and the full west-to-east Simpson crossing – the results spoke for themselves.

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From Melbourne to the desert

The run out of Melbourne was all highway hum until the bitumen finally gave way to red dirt. Across the outback highways and into Alice Springs, the tyres stayed quiet, comfortable and predictable – none of the drone you’d expect from a heavy-duty all-terrain.

By the time we reached Alice, the rigs were dusted, the tyres had already covered a couple of thousand kilometres, and the real test was still to come.

From the outset they looked built for the job – chunky tread, thick sidewalls, and the sort of profile that makes you feel like you’ve brought backup. Aired down to 16-18psi at the start of the desert, they bagged out perfectly, widening the footprint and holding traction without digging down too aggressively. Steering stayed predictable even at low pressures, with no floaty “waterbed wobble” to fight against.

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Surviving the Simpson

The desert is tyre-shredding country.

Rocks, sticks, salt pans and endless gibber plains punish rubber relentlessly, but the Discoverer LTs held firm. After roughly 700km of desert driving, they came out without a single puncture. The sidewalls picked up some cosmetic scars – desert rash – but nothing serious enough to halt the convoy or demand a repair kit.

Cresting Big Red and rolling down into Birdsville felt like a rite of passage. After days of soft sand and steep climbs, the tyres were still intact and confidence was high. Parked outside the Birdsville Hotel coated in red dust, they looked like they’d been through a fight – and won.

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Road manners and the long drive home

After airing back up to 38psi, we braced for the usual all-terrain howl on the run south.

Instead, they stayed relatively quiet and refined – not whisper-silent like a highway tyre, but far more civilised than expected after hammering dunes all week. Ride comfort stayed high, too. Even over long corrugated stretches, there was no harsh vibration through the wheel – a welcome surprise when you’ve got another 2000km to cover back to Melbourne.

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Final verdict

This shakedown focused purely on desert conditions – no mud runs, alpine climbs or towing marathons have been thrown at the tyres yet. That’s still to come!

The Discoverer AT3 LT made the Simpson feel almost easy. Strong sidewalls, steady steering, no punctures, and decent highway manners gave us the confidence that we weren’t going to be stranded halfway up a dune. For desert runs and big off-road adventures, they’re a rock-solid choice.

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Cooper Discoverer LT specs

• Size tested: 285/70R17
• Construction: 3-ply sidewall, all-terrain tread
• Load rating: LT spec – built for heavy touring rigs
• Tyre pressure (sand): 16-18psi 
• Tyre pressure (road): 38psi 
• Kilometres covered: 6000+ (including ~700 km of desert driving)

Simpson Desert run: Trip notes

• Route: Melbourne → Alice Springs → Simpson Desert (west–east) → Birdsville → Melbourne
• Distance: ~6000 km round trip
• Highlights: Big Red, salt pans, gibber plains, endless dunes
• Convoy: 2x 4WDs, fully loaded with touring gear
• Conditions: Dry sand, sharp rocks, corrugations, long highway runs

COMING SOON: Keep an eye out for our comprehensive review of the Cooper Discoverer AT3 LT tyre!