After a few hours battling the dusty tracks of the Darling River Run, I always enjoy pulling into Menindee and parking in front of one of my favourite outback haunts, Maidens Hotel (↗).

It’s the kind of pub every 4×4 tourer hopes to find but rarely does anymore – historic without trying too hard, rough around the edges in all the right ways and packed with enough country charm to make you instantly forget how much dust is in the back of your camper.

The first thing you notice is that it feels authentic. This is a genuine bush pub that has been serving locals, travellers and thirsty explorers since before Australia was even a country.

JUMP AHEAD

• The history of Maidens Hotel
• What to expect at Maidens Hotel
• Accommodation in Menindee 
• Pub meals at Maidens Hotel
• Beer, wine and takeaway drinks
• Explore Kinchega National Park and Menindee
• Why country pubs are worth the detour
• Why Maidens Hotel is worth the stop
• Frequently asked questions

The history of Maidens Hotel 

The history of Menindee runs deep. This is one of the oldest European settlements in inland Australia, and long before GPS units, rooftop tents and YouTube influencers, explorers were using the Darling River as their highway into the unknown.

Burke and Wills famously spent three nights here during their ill-fated expedition to the Gulf of Carpentaria. Imagine that for a moment. The same dusty country you’re driving through today once hosted one of the most famous expeditions in Australian history.

But the pub itself has an equally impressive backstory. The first European settlement here was undertaken by Tom Pain and his family, who built the Menindee Hotel in 1853. Today, known as Maidens Hotel, it’s reputed to be the second-oldest hotel still operating continuously in NSW.

That’s no small claim. Think about how many floods, droughts, dust storms and wild outback characters these walls would have seen over the years. The place feels like it has absorbed generations of stories, arguments, celebrations and probably a few questionable decisions after midnight. Which, to be fair, is exactly what a good country pub should do.

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What to expect at Maidens Hotel 

Rolling into Menindee feels like arriving in another era. The pace slows down immediately. Nobody seems in a rush, and the Darling River gives the whole town a calmness you don’t often find in the cities.

Maidens Hotel fits that atmosphere perfectly. Out front, it looks exactly how an outback pub should look – solid, welcoming and built for hard country. Inside, the public bar has that classic country pub energy, with locals leaning casually on the timber, chatting about river levels, road conditions and who got bogged where last weekend.

If you’re travelling solo, don’t be surprised if someone starts talking to you within five minutes. Country pubs still work differently from city bars. You’re not just another customer passing through. You’re part of the conversation.

And if you’ve just spent the day bouncing around Kinchega National Park or rattling across corrugated station tracks, that first icy beer lands like a religious experience.

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Accommodation in Menindee 

One of the best surprises at Maidens Hotel (↗) is the accommodation setup.

Character-filled stone rooms line a central courtyard, two of which were occupied by Burke and Wills. After a dusty day on the tracks, parking up, dropping your gear and walking 20 metres straight to the bar is dangerously convenient, something I experienced a few years ago.

The rooms are simple, comfortable and exactly what you need in the outback: clean beds, cold air conditioning and somewhere to recharge before heading back out to explore the region. The bathrooms are shared.

And that courtyard setup creates a really social atmosphere too. Travellers tend to gather outside in the evening, swapping road reports, fishing tips and exaggerated stories about how bad the corrugations were. Standard outback procedure, really.

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Pub meals at Maidens Hotel 

Country pubs live and die by the meals they put out and, thankfully, the cooks at Maidens Hotel understand exactly what hungry locals and travellers want. Big feeds. Not artisan share plates or tiny servings with sauce drizzled artistically across the plate, just proper pub meals.

The menu covers all the classics: steaks, schnitzels, seafood baskets and an extensive burger list. All the usual pub favourites, served in portions large enough to silence even the hungriest tourist. The kids are looked after with a decent choice on offer and, if you feel special, there’s a menu for that too. The steaks are the standout – cooked properly, generous in size and best washed down with something cold from the tap.

Beer, wine and takeaway drinks 

An outback pub is only as good as its cold beer, and Maidens Hotel doesn’t disappoint.

The tap lineup covers all the essentials, including XXXX Gold, Carlton Draught, Carlton Dry, Great Northern Super Crisp and Byron Bay Brewery Alcoholic Lemon Squash. In other words, enough variety to keep everyone happy without becoming one of those confusing city bars where you need a dictionary to order a beer.

There’s also a seriously solid takeaway selection if you’re camped nearby or heading back to the river for sunset drinks. The wine list deserves a mention, too, because Maidens Hotel proudly stocks cask wine. And honestly, seeing goon bags still alive and well in a historic outback pub somehow feels reassuring. Like Australia hasn’t completely lost its identity yet. Spirits cover all the expected favourites too – Bundy Rum, Jim Beam, vodka, gin and scotch for those wanting something stronger after a long day behind the wheel.

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Explore Kinchega National Park and Menindee 

The beauty of staying at Maidens Hotel is that it places you right in the middle of one of the most underrated outback touring regions in Australia. Most travellers know Menindee because of the lakes, but there’s far more to the area than water levels and fishing.

Kinchega National Park is the obvious starting point. Just outside town, it combines river red gums, historic pastoral ruins and classic Darling River scenery into one seriously photogenic destination. The old Kinchega Woolshed alone is worth the drive. Standing inside the massive timber structure, it’s easy to picture the scale of life out here during the wool boom years, when the Darling River was effectively the highway system of inland Australia.

The river itself is magic too, especially in the softer afternoon light when the gums reflect perfectly across the water and pelicans drift past like they own the place. Which they probably do. There’s excellent camping throughout the region, plenty of birdlife and enough dirt roads to keep any touring setup entertained for days. Just keep an eye on conditions, because when the outback decides to get wet, it doesn’t mess around.

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Why country pubs are worth the detour 

What makes Maidens Hotel special isn’t just the history, accommodation or cold beer. It’s the atmosphere.

Outback pubs like this are becoming increasingly rare – places where locals still gather daily, travellers are welcomed naturally and conversations happen without everyone staring at a phone screen every 30 seconds.

Sit in the beer garden long enough and you’ll hear everything from fishing reports to station gossip to debates about whether Toyota really peaked with the 80 Series. You’ll probably also hear someone say “she’ll be right” at least six times before dinner. And somehow, it all feels exactly as it should. For 4×4 travellers, pubs like Maidens Hotel become more than just somewhere to eat and sleep. They become markers in the journey. The places you remember long after the tracks blur together.

Years from now, you might forget exactly how many kilometres of corrugations sat between Wilcannia and Menindee, but you’ll remember the cold beer at Maidens Hotel, the stories at the bar and the feeling of finally rolling into town at sunset. That’s what good outback pubs do.

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Why Maidens Hotel is worth the stop 

If your idea of travel involves polished resorts, valet parking and cucumber-infused water, Maidens Hotel probably isn’t for you. But if you love Australian road trips, dusty sunsets, country hospitality and pubs with genuine soul, put Menindee on your map immediately.

Maidens Hotel captures everything people love about outback touring: history, characters, cold beer, hearty meals and the kind of relaxed atmosphere that makes you stay longer than planned. It’s a perfect base for exploring Kinchega National Park and the Darling River country, but even if you’re just passing through, it’s worth pulling up for a beer and a feed. Because some pubs are destinations in their own right. And Maidens Hotel is one of them.

Frequently asked questions

Q: Where is Maidens Hotel located?

A: Maidens Hotel is located at 124 Yartla Street, Menindee NSW 2879.

Q: What accommodation does Maidens Hotel offer?

A: Maidens Hotel offers character-filled stone rooms surrounding a central courtyard, providing comfortable outback pub-style accommodation. It’s a popular stop for caravanners and 4×4 travellers exploring the Darling River region.

Q: Is Maidens Hotel a good stop on the Darling River Run?

A: Yes. Maidens Hotel is a popular overnight stop for travellers tackling the Darling River Run, offering a place to relax with cold drinks, hearty meals and genuine country pub hospitality.

Q: What are the best things to do near Maidens Hotel?

A: The pub is ideally located close to Kinchega National Park and the Darling River, making it a great base for exploring the region’s historic sites, waterways and outback tracks.

Q: What beer is available at Maidens Hotel?

A: The pub serves a range of popular beers including XXXX Gold, Carlton Draught, Carlton Dry, Carlton Dry 3.5, Great Northern Super Crisp and Byron Bay Brewery Alcoholic Lemon Squash.

Q: What food does Maidens Hotel serve?

A: Maidens Hotel serves classic country pub meals, including big steaks, chicken schnitzels, seafood baskets, burgers and traditional counter meals.

Q: Why is Maidens Hotel worth visiting?

A: Maidens Hotel is one of the oldest continuously operating pubs in NSW and has strong links to Australia’s exploration history, with Burke and Wills staying in Menindee during their famous expedition. Today, it remains a must-stop for travellers seeking an authentic outback pub experience.

Q: How can I contact Maidens Hotel?

A: Maidens Hotel can be contacted on (08) 8091 3333 or via its Facebook page (↗)

Springs, lift kits and tyres tend to hog the conversation when owners start planning a suspension upgrade. 

Fair enough too, they’re the visible bits, the ones that change how the rig sits and looks. But shock absorbers deserve just as much thought, because they play a critical role in controlling suspension movement and how the vehicle behaves across different terrain. Get the shocks wrong and the rest of your suspension setup won’t deliver the performance you’re chasing. Every rig’s different, so why would the shocks be the same?

Here’s the thing that catches a lot of people out: A touring wagon loaded up for a lap of the country, a tradie’s ute copping abuse five days a week, a weekend track rig and a full-blown enduro build are all putting very different demands on their suspension. Chasing the biggest number on the box or the most expensive shock on the shelf doesn’t automatically get you the best result. It comes down to matching the shock to the vehicle, the setup and how you actually drive the thing.

This is where Superior Engineering (↗) has done its homework. Years of R&D combined with real-world testing has gone into building a range that covers everyone from someone bolting on their first lift kit through to the seasoned enduro racer. Twin Tube, Monotube, Remote Reservoir and fully adjustable options mean there’s a shock in there for pretty much every kind of 4WDer.

Why upgrade your shock absorbers?

Once you start adding touring equipment, accessories and extra load, you’re asking a suspension setup to handle demands beyond normal everyday driving. 

Upgraded shocks give you better control of suspension movement, which flows through to how the vehicle performs when the track gets rough. A correctly matched suspension setup can also contribute to improved driveline reliability by helping the vehicle perform as intended, rather than placing unnecessary demands on other components.

The trick is picking a shock that suits the job at hand. What you want for months of long-distance touring is a different animal to what you’d run in a dedicated comp rig, which is exactly why Superior Engineering doesn’t just offer one shock and call it a day.

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What makes a good 4WD shock absorber?

Price tag isn’t the measure of a quality shock absorber. The best shock for your rig is the one that’s actually matched to it and to what you’re going to do with it, not necessarily the most expensive option on the shelf.

Shock absorbers aren’t all the same either. Different vehicles require different valving and setups, which is why Superior Engineering develops its shocks with vehicle-specific valving. Rather than relying on a generic one-size-fits-all internal setup, each shock is tuned to suit the particular make and model it’s going on.

Another common misconception is that softer shocks automatically mean a more comfortable ride. In reality, comfort comes from having a suspension setup that is correctly matched to the vehicle and its intended use. Superior Engineering (↗) also focuses on quality components throughout the range, helping ensure its shocks are built to withstand the demands of 4WD use.

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Twin Tube Shock Absorbers

Twin Tube shock absorbers (↗) use a twin-cylinder design, with an inner working tube surrounded by an outer tube that acts as a reserve area for fluid displacement.

This design provides a practical balance of ride comfort, durability and suspension control, making Twin Tube shocks a popular choice for touring vehicles, daily-driven 4WDs and general off-road applications.

Because shock absorbers need to be matched to the vehicle they are fitted to, Superior Engineering develops its Twin Tube shocks with application-specific valving to suit different makes and models. This helps deliver predictable suspension performance across a range of driving conditions.

For many 4WDers, Twin Tube shocks provide the ideal balance of capability and value, improving suspension control without moving into a more specialised setup.

Monotube Shock Absorbers

Monotube shock absorbers (↗) use a single-cylinder design, separating the oil and gas chambers with a floating piston. This allows the shock to operate with a larger working area compared with many traditional twin-tube designs.

Superior Engineering’s Monotube shocks are designed for drivers who demand more from their suspension, including those tackling challenging terrain, carrying heavier loads or requiring increased suspension performance.

The Monotube range is also repairable, allowing components to be serviced and maintained over the life of the shock rather than requiring complete replacement. For serious 4WD enthusiasts, Monotube shocks provide a performance-focused option with the benefit of long-term serviceability.

Remote Reservoir Shock Absorbers

Shock absorbers generate heat as they control suspension movement, particularly when working continuously over corrugations, rough tracks or demanding terrain.

Remote Reservoir shock absorbers (↗) add an external oil reservoir, increasing the total oil volume available within the system. This additional volume helps manage heat build-up and reduces the risk of shock fade during prolonged use.

For touring vehicles travelling long distances, vehicles carrying additional loads, or 4WDs regularly exposed to demanding conditions, Remote Reservoir shocks provide a solution designed to maintain more consistent performance when the suspension is working hardest.

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3-Way Adjustable Shock Absorbers

Fixed-rate shock absorbers are designed around a specific balance of performance and comfort, but some drivers want more control over how their vehicle responds.

Superior Engineering’s 3-Way Adjustable shock absorbers (↗) allow users to adjust the shock settings to suit different terrain, driving styles and load requirements. This adjustability allows owners to fine-tune their suspension setup rather than relying on a single compromise setting. A vehicle used for daily driving, touring and off-road adventures can be adapted to suit each situation.

For enthusiasts who want maximum control over their suspension performance, adjustable shocks provide the flexibility to personalise the way their vehicle handles.

How to choose the right shock absorbers

Start with how you actually use your rig, not how you imagine you might use it one day.

The longest shock isn’t automatically the best shock, and the priciest one on the shelf doesn’t guarantee the best result either. Suspension is a system, and every part of it, shocks included, needs to work together rather than in isolation.

If you’re chasing long-distance touring capability, you want a setup that copes with varying loads and remote conditions. Tradies need something built for regular, consistent daily use. Weekend warriors are after more capability for their time in the bush, while hardcore off-roaders and enduro racers need a more specialised setup designed around demanding conditions.

Choosing the correct shock absorber comes down to matching the product to the vehicle and how it will actually be used.

Superior Engineering shocks are built for every type of driver

There’s no single suspension setup that works perfectly for every vehicle or every driver. A tourer, a tradie’s ute and a comp rig all have different requirements, which is exactly why having options matters.

Through years of research and development, quality manufacturing and testing in real conditions, Superior Engineering (↗) has established itself as an industry leader in 4WD suspension. The company has built its reputation around developing suspension gear based on how 4WDs are actually used, creating solutions for enthusiasts across Australia and beyond.

Whether you’re after better touring capability, improved suspension performance, added adjustability or you’re building a rig ready for extreme terrain, getting your shock absorbers right is one of the smartest steps toward a genuinely capable 4WD.

The height gets the attention in the car park, but the shocks are what actually decide whether the trip goes to plan.

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Frequently Asked Questions

Q: Why should I upgrade my 4WD shock absorbers?

A: Upgraded shock absorbers help improve suspension control, particularly when carrying additional load or driving across challenging terrain. A correctly matched shock absorber setup helps your suspension perform as intended.

Q: What is the difference between Twin Tube, Monotube and Remote Reservoir shocks?

A: Twin Tube shocks provide a balance of performance, durability and comfort for a wide range of 4WD applications. Monotube shocks are a more performance-focused option for drivers who demand more from their suspension. Remote Reservoir shocks increase oil volume to help manage heat build-up and reduce the risk of shock fade during extended use.

Q: Are more expensive shock absorbers always better?

A: Not necessarily. The best shock absorber is the one that is correctly matched to your vehicle, suspension setup and how you use your 4WD, rather than simply being the most expensive option available.

Q: How do I choose the right shock absorbers for my 4WD?

A: Start by considering how you use your vehicle. Touring vehicles, daily-driven 4WDs, work vehicles and hardcore off-road builds all place different demands on suspension, so the right shock absorber depends on your vehicle and intended application.

The Chevrolet Silverado 1500 has received a range of updates for MY26i, headlined by the move from NA to NB1 certification.

The change allows the Silverado 1500 to be approved with a higher Gross Vehicle Mass (GVM), increasing from 3300kg to 3505kg. Maximum payload rises from 748kg to 942kg for the Silverado 1500 LTZ Premium and from 713kg to 922kg for the Silverado 1500 ZR2.

The updated range enters local right-hand-drive re-manufacturing production from 1 August 2026, with both Silverado 1500 variants receiving a $1000 price increase.

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“Silverado has earned its place with customers by combining serious V8 performance, towing confidence, premium comfort and genuine off-road capability, and the MY26i update strengthens that formula again,” said Jess Bala, Managing Director, GM Australia & New Zealand.

The MY26i update also adds new standard black-out accessory content fitted during local right-hand-drive re-manufacturing. The Silverado 1500 LTZ Premium gains a Black Lettering Kit, black Chevrolet tailgate lettering, black front bow tie badge and black Z71 fender badges, while the Silverado 1500 ZR2 receives black Chevrolet tailgate lettering.

The Silverado 1500 LTZ Premium continues as the towing-focused model in the range, retaining its 6.2-litre V8 petrol engine and 10-speed automatic transmission, along with features including advanced trailering technology, Bose Premium Sound System, power sunroof and a premium interior.

For MY26i, the LTZ Premium’s suspension system has been revised, with the previous Z71 off-road suspension with Rancho shocks branding replaced by off-road suspension with twin-tube dampers.

The Silverado 1500 ZR2 continues to target buyers wanting greater off-road capability, retaining its ZR2 suspension package with lifted suspension, Multimatic DSSV dampers, front and rear electronic locking differentials, and 33-inch mud-terrain tyres.

Revised pricing for 2026

Toyota Australia has launched its first HiLux EV but, unlike the conventional internal-combustion-engined HiLux, the BEV version won’t be for everyone and certainly not for touring four-wheel drivers.

The HiLux Battery Electric Vehicle (BEV) costs more, carries less, tows less and has a lot less touring range than its ICE sibling. It will be available in three double-cab all-wheel drive models, with pricing as follows:

• SR double cab-chassis: $74,990
• SR double-cab pick-up: $76,490
• SR5 double-cab pick-up: $82,990

Premium paint is still a $675 option, but the colour palette is limited to two shades of white and one shade of grey. By comparison, a 4×4 SR double cab-chassis with the diesel engine, 48V mild-hybrid system and automatic transmission starts at $57,990, while the SR5 double-cab ute starts at $64,990.

JUMP AHEAD

• What features does it come with?
• On-road and off-road performance
• Who should buy it? 
• Verdict
• Specs

What features does it come with?

Driving range for pick-up versions of the HiLux BEV is 315km on the combined NEDC cycle, while the SR cab-chassis is rated at 245km. A tankful of diesel in an ICE-powered HiLux will get you close to 1000km of range in the right driving conditions.

Towing capacity of the HiLux BEV is limited to 2000kg, compared to 3500kg for a diesel HiLux, and towing anything close to capacity in the BEV will dramatically reduce driving range as well.

Officially, it should take 30 minutes to charge the 59.2kWh lithium-ion battery using a 150kW DC charger, or 6.5 hours on an AC charger. The battery powers a pair of electric motors, one for each axle, to give all-wheel drive. We won’t call it 4×4, as the axles are not connected by a driveshaft, so all four wheels are not driving the vehicle together as they would in an ICE-powered 4×4 HiLux.

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The BEV ’Lux uses brake-activated electronic traction control (ETC) to manage wheel slip off-road. The front motor makes a maximum of 82.2kW and 205.5Nm, while the rear motor offers 129.3kW and 268Nm. Maximum combined power output is 144kW.

The front end of the HiLux BEV features a similar suspension set-up to its diesel stablemate, but with the electric motor placed between the driveshafts, and heavier springs, shocks and stabiliser bars to cope with the added weight. The rear end is very different, with a De Dion-type transaxle mounted to the chassis and driveshafts extending out to the hubs, which are suspended on a heavy-duty De Dion crossmember and locating links.

Like the front axle, the rear drive relies on ETC to manage wheel slip when needed. A multi-terrain selector (MTS) offers Auto, Dirt, Sand, Mud, Mogul and Snow modes to tweak the ETC and other settings to best suit the road conditions and aid progress.

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Inside, the HiLux BEV is much like any other current HiLux, with the addition of a bespoke 12.3-inch digital instrument cluster with relevant gauges to monitor the driveline and battery, a new electronic shift lever for drive fore and aft, and, in the back of the console, a three-pin AC outlet to power small appliances via a 220V/1500W inverter.

We also noticed different internal grab handles compared with our own 2026 SR5; these sit snug against the roof, where they are less likely to bump your head when entering and exiting. No-one at the launch could tell us if these are unique to the BEV or a running change to HiLux after complaints of owners bumping their heads.

On-road and off-road performance

First impressions after driving the HiLux BEV are that it is quiet, as expected, and has plenty of poke from its electric powertrain.

It drives and steers like any other HiLux, although the rear suspension feels stiffer and was annoying on some rougher surfaces. When off-road, the suspension tended to toss the passengers around more than in an ICE-powered ’Lux; it would be interesting to see how it feels with 500kg in the tray.

The HiLux BEV performed well on a moderate off-road track, where that passenger tossing in the cabin was noticeable. The drive revealed the front tyres losing grip momentarily when climbing some steps, before the ETC could kick in and address the slip. You wouldn’t get this in a proper 4×4 system like that in the ICE-powered HiLux, where the axles are locked front to rear. It was more like driving a full-time 4×4 vehicle in unlocked mode.

The De Dion rear crossbeam sits low where your rear diff usually sits and was the first thing to scrape when dropping into a rocky creek bed.

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Who should buy it? 

Toyota Australia has had HiLux BEV prototypes running with big mining fleets in Western Australia for more than two years, and it’s big fleets like these that the vehicle is aimed at: companies with hundreds of vehicles on fleet, where replacing diesel-fuelled vehicles with EVs looks good for business.

If you already have EVs and the required charging facilities at hand, a HiLux BEV could work for you around town, on job sites or doing deliveries, provided the limited range isn’t an issue. After all, 250 to 300km is more than many drivers will cover around town in a day.

It’s a different story for touring four-wheel drivers, many of whom own and drive a HiLux, where you can cover that distance before sun-up and then twice as many kilometres again before setting up camp. A touring vehicle will also be loaded with gear and possibly towing, so that range will be greatly reduced. Finding charging facilities in the places a touring four-wheel driver travels will also be a lot more challenging.

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Verdict

We think Toyota has just dipped its toes in the water with the HiLux BEV, and there’s a lot more to come in the future as technology changes and the systems improve. 

Toyota makes a big deal about its multiple-energy offerings across its range of vehicles, which include petrol and diesel engines, PHEV, BEV and hydrogen powertrains, saying there is not a single answer to every application. It will be interesting to see how the technology progresses and what it holds for the four-wheel driver.

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Specs

Toyota’s LandCruiser has long been defined by its diesel powertrains, with the current 300 Series replacing the previous twin-turbo diesel V8 with a twin-turbo diesel V6.

However, the arrival of the Performance Hybrid introduces a very different take on the flagship 4×4 wagon. Unlike many hybrid systems designed primarily to reduce fuel consumption, Toyota has used the tech to boost performance. The result is the most powerful LandCruiser ever sold in Australia, combining a twin-turbo petrol V6 with electric assistance to produce a major increase in power and torque.

Available exclusively in the flagship GR Sport and Sahara ZX grades, the Performance Hybrid retains the LC300’s ladder-frame chassis, full-time four-wheel-drive system and 3500kg towing capability. So how does it compare against the proven V6 diesel?

JUMP AHEAD

• Power and performance
• Fuel efficiency
• Hybrid battery and packaging
• Towing, payload and weights
• Off-road capability
• Verdict
• FAQs

Power and performance

The biggest difference between the two LC300 powertrains is found under the bonnet.

The V6 diesel has been the backbone of the 300 Series range since launch, offering strong torque delivery and efficiency expected from a long-distance touring vehicle. The Performance Hybrid takes a different approach, using a twin-turbo petrol V6 paired with a single electric motor. 

The hybrid produces an extra 114kW of power and 90Nm of torque compared with the diesel, making it the most powerful LandCruiser ever offered in Australia.

It’s also the quickest ever. Toyota claims the Sahara ZX Performance Hybrid accelerates from 0-100km/h in 6.5 seconds, while the GR Sport takes 6.6 seconds. The V6 twin-turbo diesel is claimed to reach 100km/h in 6.9 seconds, which is around half a second slower.

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Performance hybrid, not economy hybrid

While the word “hybrid” often suggests improved fuel economy, the LC300 Performance Hybrid takes a different approach.

Rather than using electrification to reduce fuel consumption through a smaller engine and increased electric-only driving, Toyota has used the system to enhance performance.

The electric motor adds torque and improves response, helping the petrol V6 deliver a level of performance previously unavailable in a LandCruiser. The trade-off is fuel consumption. 

The diesel remains the more efficient option, with lower claimed fuel consumption and a larger fuel tank. So for remote touring, the diesel’s advantage becomes more significant, offering greater range between fuel stops.

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Hybrid battery and packaging

The Performance Hybrid adds an air-cooled 6.5Ah, 288V nickel-metal hydride battery pack beneath the rear luggage area.

The battery packaging raises the cargo floor slightly and means the hybrid is only available as a five-seat LC300. The diesel remains available in both five- and seven-seat configurations.

Towing, payload and weights

Despite the added hybrid hardware, the Performance Hybrid retains the same 3500kg braked towing capacity as the V6 twin-turbo diesel, making it equally capable on paper when it comes to hauling a large caravan or trailer.

The difference comes down to weight and payload. The Performance Hybrid has a 2715kg kerb weight and a 665kg payload, while the diesel range varies from 2495kg to 2630kg kerb weight and offers payload figures between 650kg and 785kg, depending on variant.

That means the hybrid carries more weight than the diesel, reducing its payload advantage compared with some diesel variants. For touring buyers carrying heavy accessories, passengers and recovery gear, the diesel’s broader payload range may offer more flexibility.

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Off-road capability

The Performance Hybrid retains the LandCruiser 300’s core off-road hardware, including Toyota’s TNGA-F ladder-frame platform, full-time four-wheel drive and dual-range transfer case.

Compared with the diesel, the main differences come down to packaging. The hybrid is only available as a five-seat model due to the battery placement beneath the rear luggage area, while diesel-powered LC300 variants are available with five or seven seats.

The Performance Hybrid also has 231mm of ground clearance, compared with 245mm for the V6 twin-turbo diesel, giving the diesel a small advantage for tackling rough terrain.

Beyond those differences, off-road capability is largely determined by the grade rather than the powertrain. The GR Sport remains the most off-road-focused LC300 variant, with features including front and rear locking differentials, E-KDSS suspension, 18-inch alloy wheels with 265/65R18 all-terrain tyres and a 31-degree approach angle.

The Sahara ZX takes a more luxury-focused approach, with 20-inch alloy wheels, 265/55R20 tyres, a Torsen rear differential and a 24-degree approach angle.

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Pricing

The Performance Hybrid sits at the top of the LandCruiser 300 range, available exclusively in the flagship GR Sport and Sahara ZX grades.

The GR Sport Performance Hybrid is priced from $156,060 plus on-road costs, while the Sahara ZX Performance Hybrid starts from $156,810 plus on-road costs. Compared with the equivalent V6 twin-turbo diesel models, the hybrid commands an $8900 premium in both grades.

For context, the V6 twin-turbo diesel range starts significantly lower, with the GX priced from $99,340, followed by the GXL at $111,820, VX at $123,510 and Sahara at $140,310.

The verdict

The Performance Hybrid changes the character of the LandCruiser 300.

Rather than focusing on fuel savings, Toyota has used electrification to unlock a level of performance never before seen in a LandCruiser. With 341kW and 790Nm on tap, the hybrid is significantly quicker and more powerful than the V6 diesel while retaining the same 3500kg towing capacity.

The trade-offs favour the diesel for long-distance touring: lower claimed fuel consumption, a larger fuel tank, greater ground clearance and broader seating availability.

For buyers wanting the fastest and most powerful LandCruiser ever built, the Performance Hybrid is the clear choice. It offers sports-car-like performance from a full-size 4×4 wagon without sacrificing towing ability or the LC300’s core off-road capability.

For those travelling long distances, towing caravans into remote areas or prioritising maximum range and practicality, the V6 diesel remains the more logical touring option.

The decision comes down to priorities: the Performance Hybrid brings unmatched performance, while the diesel continues to provide the attributes that have made the LandCruiser a touring icon.

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Frequently Asked Questions

Q: Is the LandCruiser 300 Performance Hybrid more powerful than the diesel?

A: Yes. The Performance Hybrid produces 341kW and 790Nm of combined system torque, compared with the diesel’s 227kW and 700Nm.

Q: Is the LandCruiser 300 hybrid more fuel efficient than the diesel?

A: No. The Performance Hybrid is rated at 10L/100km, while the V6 twin-turbo diesel is rated at 8.9L/100km. Toyota has designed the hybrid system to improve performance rather than maximise fuel economy.

Q: Does the LandCruiser 300 Performance Hybrid tow 3500kg?

A: Yes. Both the Performance Hybrid and V6 twin-turbo diesel retain a 3500kg towing capacity.

Q: Why is the hybrid LandCruiser only available with five seats?

A: The hybrid battery is mounted beneath the rear luggage area, which raises the cargo floor and limits the Performance Hybrid to a five-seat configuration.

Q: Which LandCruiser 300 is better for touring?

A: The V6 diesel remains the stronger choice for long-distance touring due to its lower fuel consumption, larger fuel tank and greater seating flexibility.

Q: Which LandCruiser 300 is better off-road?

A: Off-road capability depends heavily on the grade selected. The GR Sport version of either powertrain offers the most off-road-focused equipment, including front and rear locking differentials, E-KDSS suspension and 18-inch all-terrain tyres. The diesel also has an advantage in published ground clearance.

Q: Is the LandCruiser 300 Performance Hybrid an economy hybrid?

A: No. Toyota has used the hybrid system primarily to improve performance, adding electric assistance to the twin-turbo petrol V6 rather than focusing solely on reducing fuel consumption.

The Akubras will be dusted off, the boots will be laced up and thousands of utes will once again point their bonnets towards Deniliquin for one of Australia’s biggest celebrations of ute culture, camping and country life.

Returning from Friday 2 to Saturday 3 October 2026, with camping opening on Thursday 1 October, the iconic Deni Ute Muster (↗) is set to transform the Riverina into a sea of four-wheel drives, caravans and campers as thousands of enthusiasts make the annual pilgrimage to the self-proclaimed Ute Capital of the World.

Deniliquin will once again welcome thousands of off-road enthusiasts and music fans from across Australia for a weekend packed with driving competitions, vehicle displays, live music, family entertainment and classic Aussie camping.

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Following a record-breaking sold-out event in 2025, the 2026 Muster is shaping up to be the biggest yet, with Early Bird tickets completely sold out. General Admission tickets, including free camping, are now available (↗).

“The Deni Ute Muster is much more than a music festival, it’s a celebration of Australia’s rural communities, the vehicles that are part of everyday life, and the people who love getting out on the open road,” Vicky Lowry, Deni Ute Muster General Manager, said.

“Whether you’re arriving in a work ute, a fully equipped touring vehicle, towing a caravan or simply loading the swag for a long weekend with mates, there’s nowhere else quite like the Deni Ute Muster. It’s a place where people from every corner of Australia come together to celebrate community, adventure and the unique spirit of the Australian bush.”

What is the Deni Ute Muster?

The Deni Ute Muster is Australia’s premier rural lifestyle and music festival, bringing together four-wheel drive enthusiasts, campers and music fans for one of the country’s biggest celebrations of ute culture.

Held every October long weekend in Deniliquin, New South Wales, the event combines vehicle displays, driving competitions, live entertainment, family activities and camping into a unique Aussie experience.

Held across a purpose-built 165-hectare site in the heart of the Riverina, the event attracts more than 22,000 people each day, with more than 9000 utes expected to roll through the gates.

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Deni Ute Muster attractions

For ute owners and four-wheel drive enthusiasts, the Deni Ute Muster (↗) is more than just a festival. It’s a gathering of the vehicles, people and lifestyle that make regional Australia unique.

From pristine show vehicles and custom-built four-wheel drives to hardworking farm utes and fully equipped touring rigs, the Muster brings together every corner of Australia’s ute scene. It’s a place where polished show builds sit alongside well-used workhorses, where touring stories are swapped around the campsite and where every vehicle reflects the way its owner uses it, whether that’s on the farm, the highway or the track.

The 2026 event will see the return of some of the Muster’s biggest Ute-focused attractions, including:

• GME Circle Work
• Walkabout Services Show ‘n Shine
• Mini Muster Mobeel Competition
• Ringers Western Barrel Race
• Ringers Western Go to Wo competitions

The legendary ARB M5 Bull Ride will once again thrill crowds, while the Paul Bennett Airshows will light up the skies above the plains. Early arrivals can enjoy a spectacular Thursday night display featuring parachute and pyrotechnic action, before Friday’s official gate opening ceremony at 8am kicks off with a flyover and flag drop.

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Camping at the Deni Ute Muster 2026

For many Muster-goers, the adventure starts well before they reach the festival gates.

Every October long weekend, the roads leading to Deniliquin fill with Utes, four-wheel drives, caravans and campers all heading towards one destination. Once inside, the festival grounds become a temporary community of like-minded travellers, families and enthusiasts enjoying a few days of camping, entertainment and country hospitality.

Camping is a big part of the Deni Ute Muster experience, with general camping included with every event ticket (↗). Whether you’re rolling in with a touring rig, towing a caravan or simply throwing a swag in the back of your Ute, there’s plenty of space to settle in and enjoy the full long weekend atmosphere.

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For those wanting to secure a dedicated campsite ahead of time, reserved camping options were also available for 2026, however they have already sold out. The popularity of these options highlights just how many visitors choose to make the Muster a proper camping adventure rather than a day trip.

The 2026 Muster will feature enhanced facilities, expanded camping options and improved infrastructure, making it easier for visitors to settle in and enjoy the full long weekend experience.

More than 50 trade exhibitors will also showcase the latest camping equipment, touring accessories, recovery gear, automotive products and outdoor lifestyle brands, giving visitors the opportunity to discover new products and speak directly with industry experts.

Deni Ute Muster 2026 music lineup and entertainment

Music remains a major drawcard of the Deni Ute Muster, with the 2026 event bringing together a mix of Australian favourites and international talent across five stages throughout the weekend. The Main Stage line-up for 2026 features:

• Tones And I
• Lee Kernaghan
• Tyler Braden
• Sheppard
• Ian Moss & Troy Cassar-Daley
• Furnace & The Fundamentals
• Casey Barnes
• Amber Lawrence
• Zac & George
• Taylor Moss
• Ethan Miller
• Bella MacKenzie
• Tori Darke
• Austin Mackay

The Day Stage will keep the entertainment rolling with a mix of established performers, emerging artists and local talent, including:

• Dingo
• Pete Denahy
• 2026 Toyota Star Maker winner Jarrad Wrigley
• 2026 Gympie Music Muster Talent Winner
• Liam Maihi
• Laura Frank
• Taylor Sheridan
• Sandee Facy
• Kaitlyn Thomas
• Billie-Jo Porter
• Ethan Calway
• Zak Armstrong
• Ellis Undercover
• Red Williams
• The Groovy Dudes
• The Gents
• Deniliquin Bush Poets

The 2026 Muster will also introduce the new 1500-seat Grand Pavilion, hosting a range of performances making their festival debut. New additions include:

• 360 ALLSTARS: A high-energy show combining BMX riders, break dancers, acrobats and musicians.
• Trash Test Dummies: A family-friendly circus comedy packed with acrobatics and slapstick antics.
• Jimmy Rees: Bringing his quick-witted humour and high-energy comedy show to the Muster.

After the final artist takes the Main Stage on Saturday night, Howard and Sons will light up the plains with a fireworks spectacular to finish the weekend.

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Deni Ute Muster 2026 attractions and family activities

While the utes and music are major drawcards, there will be plenty happening across the festival site, with more than 40 attractions included in the ticket price.

New attractions joining the Muster in 2026 include:

• Joey Presto’s Magic Show
• CAN Assist Yabby Races
• Giant Guess Who game board
• Ultimate Gaming Trailer: A fully air-conditioned truck featuring the latest games and consoles

Returning favourites include:

• ARB M5 Bull Ride
• Bogan Bingo
• Carnival Corner
• Decentralised Demountables Family Centre with free children’s activities
• Photo Booth
• Roo’d team
• Deniliquin Mental Health Awareness Group Care Hub
• Bendigo Bricks
• Guru Dudu Silent Disco
• Cowgirls Australia Line Dancing
• Live butcher show including smoker demonstrations
• Miniature Hobby Farm
• Matt Falloon’s Balloon Show
• Rotar Solutions Helicopter Rides
• Jumping Castle
• Bungee Inflatable Run
• Muster Sandpit
• Slot Car Racing Track
• Rev It Up Racing Race Car Simulator
• Twisted Science
• Peter Hodge Camel Rides
• Ringers Western Trackless Train
• Rock Climbing Wall
• Sensory Tent
• Nathan “Whippy” Griggs’ Whip Cracking Show
• Wood Chopping demonstrations

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Deni Ute Muster competitions and events

The popular Tradie Challenge will also return in 2026, proudly supported by On The Go Safety.

Four teams will go head-to-head to build “The Great Aussie Chicken Coop”, competing for $2000 and the title of ‘Tradies of the Year’. Each finished coop will be auctioned at 11am on Saturday, with all proceeds donated to the local Edward River Country Education Fund.

Beyond the festival gates, Muster Week transforms Deniliquin into a regional destination, with community events, local dining, shopping and attractions encouraging visitors to explore everything the Edward River region has to offer.

As a not-for-profit organisation, Deni Play On The Plains Festival Ltd continues to reinvest into regional infrastructure, tourism development and community initiatives while supporting local businesses, charities, sporting groups and community organisations.

Whether you’re arriving in a touring rig, bringing the family along, camping with mates or simply chasing a proper Aussie long weekend away, the Deni Ute Muster remains one of the country’s must-do events for anyone who enjoys the vehicles, people and adventures that make Australia’s 4×4 culture what it is.

Deni Ute Muster 2026

• When: Friday 2 – Saturday 3 October 2026
• Camping: From Thursday 1 October 2026
• Location: Deniliquin, NSW
• Tickets: General Admission tickets include free camping and are available now (↗)

Chery has revealed key details of its upcoming Stockman diesel plug-in hybrid ute, confirming its powertrain, electric range, towing capacity, dimensions and off-road equipment ahead of its Australian arrival in the fourth quarter of 2026.

The Stockman will arrive as one of Australia’s most powerful plug-in hybrid utes in the increasingly competitive segment, with a 2.5-litre turbo-diesel plug-in hybrid system producing 350kW of power and 800Nm of torque. It will also offer up to 100km of electric-only driving range on the NEDC cycle, with Chery claiming combined fuel consumption of 2.0L/100km.

Towing capacity is rated at 3500kg with a braked trailer, while unbraked towing capacity is listed at 750kg. Off-road equipment includes four-wheel drive, all-terrain tyres, triple differential locks, crawl control and tight-turn assist. Ground clearance is listed at 247mm.

“The Stockman represents Chery’s vision for the next generation of dual-cab utes, combining exceptional performance with impressive efficiency and genuine capability. Offering both Petrol and Diesel Plug-in Hybrid options allows us to cater for customer demands be it off-road performance or a more urban focus” said Lucas Harris, Chief Operating Officer Chery Australia.

“Ute buyers expect a vehicle that can work hard during the week, tackle weekend adventures and deliver strong value. Our Super Hybrid technology is designed to meet those expectations by combining electric driving capability with the power, towing and off-road performance customers demand.”

The Stockman measures 5450mm long, 2010mm wide and 1890mm tall, with a 3250mm wheelbase. It features a 1560mm-long by 1560mm-wide cargo box with 500mm of height, along with double wishbone front suspension and leaf springs at the rear.

Inside, Chery lists features including leather upholstery, heated and ventilated front seats, wireless charging, dual-zone climate control and premium audio. The ute will also receive locally tuned advanced driver assistance systems and suspension calibration.

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The Stockman will be available in four colours: Obsidian, Sandstone, Serpentine and White Opal.

The Stockman enters a growing field of plug-in hybrid utes, with the recently revealed JAC Hunter PHEV claiming slightly more power at 360kW from its 2.0-litre turbocharged petrol engine and dual electric motors. JAC’s system uses a 31.2kWh lithium-iron phosphate battery pack, with claimed electric-only range of up to 100km and a combined NEDC driving range of 1005km.

Chery confirmed the Stockman name after it was selected through a nationwide competition that attracted more than 20,000 entries. The name was chosen from a shortlist of finalists and was intended to reflect the connection between the ute and Australia’s rural heritage.

A petrol-powered variant will join the Stockman lineup next year, with further details including pricing, model grades and full Australian specifications to be confirmed closer to the ute’s local launch.

In an era when hybrid powertrains are more popular than ever but really do little, if anything, to improve the off-road touring performance of a 4×4 vehicle, it’s a huge relief to drive a hybrid that puts a smile on my face. 

While most hybrids are all about saving the planet, kissing endangered frogs and chasing rainbow unicorns, Toyota has used the technology for good rather than evil and given us a LandCruiser with real-world performance. 

Toyota has turned the tech around and is calling the system it has applied to the LandCruiser 300 Performance Hybrid. This is nothing new, as we’ve seen it in performance and sports cars, but this is the first time we’ve seen it in a LandCruiser.

JUMP AHEAD

• Powertrain and performance
• On-road and off-road driving impressions
• Final verdict
• Specs

Powertrain and performance

While the turbocharged V6 diesel engine will remain the mainstay powertrain for the LandCruiser, the company has taken the hybrid petrol V6 engine from the Tundra pick-up and slotted it between the front chassis rails of the 300 Series.

It shouldn’t have taken too much engineering, as the LC300 and Tundra both ride on the TNGA-F chassis platform and are both backed by the 10-speed automatic transmission.

The twin-turbocharged 3.5-litre V6 one-motor hybrid system generates claimed combined outputs of 341kW and 790Nm to deliver a level of performance the LandCruiser has never seen in its storied history. The last time a petrol engine was offered in the LandCruiser in Australia was in the 200 Series, and it was discontinued due to poor sales compared to the uptake of diesel-fuelled models. The combination of petrol engine and hybrid power means you get the performance with relative efficiency. Both grades of the Performance Hybrid LC300 have a combined fuel consumption figure of 10L/100km.

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The hybrid system uses an air-cooled 6.5Ah, 288V nickel-metal hydride battery that is installed in a waterproof tray beneath the rear luggage space. For this reason, the Performance Hybrid powertrain is only offered in five-seat versions of the LC300 and only in the high-end grades. The placement of the battery does raise the floor height in the cargo area a smidge, but it’s not enough to be a real negative.

Performance-wise, the Sahara ZX grade is claimed to cover the zero-to-100km/h dash in 6.5 seconds, while the GR Sport variant adds a tenth of a second to the sprint – not bad for a big 4×4 wagon with genuine off-road capability and 3500kg towing capacity.

The petrol-hybrid powertrain is only offered in these two high grades of LC300. While they are essentially the same vehicles, the GR Sport remains the off-road king of the range, with its 18-inch wheels and all-terrain tyres, front and rear locking differentials, and KDSS suspension system helping it conquer most terrain.

The Sahara ZX, on the other hand, has a Torsen rear diff and no selectable diff locks, no KDSS, and rides on 20-inch alloys. It’s more about luxe inclusions than ultimate off-road capability. Horses for courses, but they each have plenty of horsepower available under the driver’s right foot.

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On-road and off-road driving impressions

Our drive was in the Sahara ZX, and the off-road section was pretty tame, with the Cruiser conquering it without raising a sweat.

There was no need for traction aids or for using the Multi-Terrain Select system. We look forward to getting some time on the tracks with the GR Sport Performance Hybrid. More interesting was its performance on the open road, where the drivetrain delivered smooth and quiet highway cruising and a shove in the back any time you put your foot down to overtake or pull out of a side road.

This is a true performance 4×4. A diesel LandCruiser 300 is no slouch, but the petrol hybrid will leave it for dead and do it with better efficiency and a lot more smoothness. The powertrain feels quicker in the LandCruiser than I recall it being in the Tundra, and the fit and finish of the LC interior is worlds ahead of that in the American-made pick-up truck.

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Final verdict

While Australia has always been predominantly a diesel-fuelled 4×4 segment, the petrol-fuelled Performance Hybrid LC300 is a welcome addition to the range for those wanting some extra get-up-and-go, improved NVH and lower fuel consumption. It also promises a compelling duel once the turbocharged petrol V6-powered Y63 Patrol arrives later this year.

Specs

With the front end of our 2026 HiLux kitted out, it was time to turn our attention to the back of the ute.

For a full refresh of the factory tub and an improvement in functionality, we turned to the team at Ironman 4×4 to get us sorted. The Toyota HiLux SR5 tub is very basic, with no tonneau cover, bed liner or any protection offered. 

We needed a way to secure gear in the back and keep whatever we put in there protected from the weather and would-be thieves. A tub-topping canopy is one that sits on the factory ute tub to enclose it. It won’t seal the tub completely, as dust will still get in past the tailgate, but it is fully enclosed and protected from the weather.

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The Ironman Raid canopy (↗) is made from powder-coated aluminium, so it is lightweight and rigid, and it has doors that open at the back and on each side of the canopy.

We went with the Tradie version (↗) of the Raid canopy, with full aluminium opening doors, but it is also available as a Premium variant (↗) with windows in the doors. We optioned our Raid canopy with the central-locking integration kit (↗), so the canopy doors lock and unlock with the HiLux’s central locking via the key fob. This is a super-handy function to have.

Installing the Raid canopy was simple work for the team at Ironman 4×4 HQ, and it’s something that could be done at home with the help of some mates for the lifting. The bare canopy weighs around 65kg and it is large. A reinforcing kit is fitted inside the OEM tub to ensure it can carry the weight of the canopy itself, as well as anything you put on top of it, such as a rooftop tent or gear on racks. We added the Raid canopy load bars (↗) for any future additions, but also to mount the Delta 270° awning (↗).

Internally, the Raid canopy remains bone standard except for the side storage bin, which we have mounted on the offside of the vehicle. These handy storage spaces can be useful for keeping all manner of small items secure in a place where they can be easily accessed, and they are available for both the left- and right-hand sides. We’ll reveal our auxiliary 12-volt install in ours in a future update.

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Ironman 4×4 Raid roof rack and Scope lighting

For more rooftop carrying capacity, we fitted an Ironman Raid roof rack (↗) and optioned it up with side camp lights (↗) and grab handles (↗) that make stepping up to access the load much easier. These simple handles are a great addition to the rack.

The Raid roof rack has a stylish design with inbuilt wind deflectors and adjustable flat slats on top for securing gear or a rooftop tent. At the front of the rack is the Raid Scope light bar (↗), comprising an octet of Scope 5-inch LED lights mounted up to give an old-school Baja look, but with modern lighting capability when you are off-road in the dark. 

We’ll bring you some light shots of these in operation in the future, but for now we’re stoked with the cool look.

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Pricing: Equipment list (RRP)

• Raid roof rack (↗): $1295
• Scope 42-inch light bar (↗): $1699
• Raid roof rack handles (↗): $65 each
• Raid roof rack rock lights (↗): $32 each
• Raid Canopy (Tradie) (↗): $4500
• Raid Canopy central locking kit (↗): $798
• Raid Canopy window storage bin (↗): $751
• Raid Canopy load bar kit (↗): $425
• Delta 270 XL awning (↗): $1099

Ford has recalled a total of 2572 Ranger and Everest vehicles built between 2017 and 2019 due to a transmission software fault.

The recall affects certain Ranger vehicles built between December 19, 2017, and September 20, 2019, along with certain Everest vehicles built between November 27, 2017, and June 29, 2019.

Listed as recall REC-006659 (↗), the issue relates to the transmission fluid pump gears, which could fail while driving due to a software fault. If the gears fail, the transmission may lose hydraulic fluid pressure, resulting in a loss of motive power. 

Ford says a loss of motive power could increase the risk of serious injury or death to vehicle occupants and other road users. The recall is a re-notification and extension of previous recall REC-000320 (↗) issued in June 2020. Ford has confirmed that this is a continuation of a previous recall, as more than 2500 customers hadn’t had the previous recall completed.

The latest recall follows a similar recall earlier this year affecting 244 examples of MY2022 Ranger and Everest models. That recall related to a transmission software issue that could cause the vehicle to unexpectedly shift into Park at low speeds if the battery state of charge dropped below a critical level, resulting in a sudden loss of drive.

Ford will contact owners of affected vehicles to arrange an inspection and repair free of charge.