The MGU9 has landed in Australian dealerships, marking MG’s first foray into the dual-cab 4×4 segment. Driveaway pricing for the LDV Terron 9 twin starts at $52,990 for the Explore, $55,990 for the Explore X, and $60,990 for the Explore Pro. 

To boost interest, MG is running a test-drive event between October 24 and November 9. Guests who place an order during this period will receive $1000 off accessories along with a special bonus offer, which includes options such as tow bar kits, roof racks, complimentary servicing and more.

MG has also unveiled a range of accessories for the MGU9 including 18- and 20-inch Sport rims; ladder and roof racks; tailored towing kits; tonneau cargo covers (soft, manual and electric); tub load bars; and other practical add-ons, developed in collaboration with leading accessory providers HSP Vehicle Accessories and Thule.

“We are incredibly proud to introduce the MGU9, our first dual-cab ute, a vehicle that embodies MG Motor’s commitment to delivering capability, quality and innovation for Australian drivers,” said Peter Ciao, MG Motor Australia Chief Executive Officer. “We want customers to experience that promise first-hand, launching with a limited-time test-drive event and accessory offer.”

The MGU9 utilises a multi-link rear suspension, tuned locally for Australian conditions. It’s rated for 3.5 tonnes towing, has a foldable rear step, and is powered by a 2.5-litre turbo-diesel four-cylinder producing 160kW and 520Nm, paired with an eight-speed automatic and full-time AWD. Dimensions are 5500mm long, 1997mm wide, 1860mm tall, with a 3300mm wheelbase, 220mm ground clearance, and wheels ranging 18 to 20 inches.

Inside, the MGU9 is designed for utility as much as comfort. MultiFold rear seats and the Smart Hatch (Explore Pro only) provide direct access to the tub, while the front passenger seat folds flat for extra storage or rest. The cabin has vegan leather trim, a driver-focused dash, an aircraft-style gear selector, and 32 built-in storage points, including sliding consoles and hidden cup holders.

The MGU9 is backed by a seven-year warranty.

If you’ve ever had a neighbour’s caravan sitting in the same street spot for weeks, you’re not alone.

According to an ABC news report, the Sunshine Coast and Gold Coast councils are joining forces to push for tougher limits on caravan and trailer parking in residential areas. The motion, raised at a recent Local Government Association of Queensland conference, comes after a steady rise in community complaints about blocked roads and cluttered footpaths.

Under current Queensland road laws, the rules are straightforward – but loosely enforced. Any vehicle over 7.5 metres long or heavier than 4.5 tonnes can’t be parked on a built-up street for more than an hour unless it’s being loaded or unloaded. Parking on footpaths, verges or nature strips is already banned, and a minimum of three metres of clear roadway must be left for traffic. Even so, hundreds of complaints reach councils each year about caravans left for long stretches outside suburban homes.

Residents say the problem isn’t just about looks. Large caravans can make reversing or towing more difficult for other drivers, restrict visibility at intersections, and force pedestrians or cyclists onto the road. For others, it’s a matter of neighbourhood pride – no one wants their quiet cul-de-sac turned into a storage yard.

At the same time, caravan ownership has never been higher. The industry surged during COVID as Australians embraced local travel, with record sales and long wait times for new builds. But production has since dropped around 20 per cent from those pandemic highs as the market normalises. Imports continue to grow, and more people than ever now own a caravan, camper or hybrid trailer – meaning finding somewhere to store them has become a real challenge.

That’s where the tension lies. Many 4×4 owners argue they have limited off-street space and that responsible street parking shouldn’t be punished. Others say the growing number of long-term parked vans is making suburban streets unsafe and unsightly. Councils now face the tricky task of balancing fairness for travellers with the expectations of residents.

If the proposed changes go ahead, they could lead to stricter enforcement or new limits on how long caravans can stay parked in residential streets. For Queenslanders who live the touring lifestyle, it might mean rethinking where the rig rests between trips – and for neighbours tired of weaving around parked vans, it could finally clear some space on the street.

The NSW National Parks and Wildlife Service (NPWS) is inviting businesses to run “supported camping” across 23 campgrounds in 16 national parks – a move that could see sections of popular public campsites effectively reserved for private operators rather than everyday campers.

Under the proposal, licensed operators would be able to set up pre-pitched tents or caravans, provide bedding and cooking gear, and even supply meal packs. NPWS says the aim is to make camping easier for people who lack the gear or confidence to go it alone.

However, the fine print reveals a key point: participating businesses would have exclusive access to certain campsites for the life of their licence – potentially shutting out regular campers who’d normally book those spots themselves.

Exclusive access to public campgrounds

NPWS plans to issue selective licences under its Parks Eco Pass program, giving successful operators the right to run supported camping at nominated sites for up to six years (three years plus a three-year option).

These licences allow operators to reserve and sell campsites to their customers via the NPWS booking system. Eligible campgrounds include some of the state’s most popular spots including Euroka in the Blue Mountains, The Basin in Ku-ring-gai Chase, Depot Beach on the South Coast, and Ganguddy-Dunns Swamp in Wollemi National Park.

For everyday campers, that could mean fewer available sites at already busy destinations, particularly over holidays when bookings disappear within minutes.

A shift towards commercial use

In practice, parts of public campgrounds would be set aside for private businesses, which would then offer them as ready-to-go packages at a premium. NPWS says the model is aimed at attracting newcomers to the outdoors, but for seasoned campers and 4×4 tourers, it raises concerns about public land being slowly commercialised.

The service insists the plan won’t involve permanent or semi-permanent structures such as glamping pods or safari tents, keeping the footprint light. Still, granting exclusive rights to private operators raises questions about fairness and the long-term direction of park access.

Who stands to benefit

Operators will get NPWS marketing support through official park webpages, newsletters and social media – exposure most small tourism businesses could never afford. They’ll also be exempt from park entry fees, though customers still pay them.

Licence fees are modest – $830 to $1245 per year plus a 5-10 per cent turnover contribution depending on park popularity. For many operators, it’s a small price for what amounts to near-exclusive use of prime national park campsites.

Balancing access and inclusion

NPWS says supported camping could introduce thousands of would-be campers to the outdoors, particularly those who are curious but lack equipment or experience. Its research shows around 10 per cent of NSW adults have never camped, mostly due to practical barriers like gear and setup.

From that perspective, the plan makes sense: Lowering the barrier for first-timers and encouraging regional tourism. But for long-time campers and 4×4 travellers, it could feel like public space is being quietly carved up for commercial gain, further reducing the already limited supply of national park campsites.

What happens next

Expressions of interest are open until October 28, 2025, with licences expected to start in March 2026. NPWS says additional operators may be approved after the first year if demand exceeds capacity. For now, the first round of businesses will enjoy exclusive rights to their chosen sites.

While that exclusivity may make financial sense for operators, for campers used to competing for a fair shot at public sites, it’s likely to feel like a loss of access.

Reliable communication is one of those things you don’t fully appreciate until you really need it.

Out on the tracks – whether you’re tackling the Victorian High Country or the long stretches of the Canning Stock Route – a UHF isn’t just for chatting with mates. It’s about safety, guidance and coordination. That’s why I recently fitted the Uniden X-TRAK Pro Outback Kit to my D-MAX.

The Outback Kit isn’t just a single radio but a complete package built around Uniden’s flagship X-TRAK 80 Pro 5W UHF base unit. Bundled with it are a matching 5W X-TRAK 50 Pro handheld, an antenna and a suite of accessories. It’s designed as an all-in-one comms solution, keeping you covered both in the vehicle and on foot. After plenty of kilometres with it fitted, I’ve come away impressed with how easy it is to use, how well it handles different terrain, and the little touches that make a big difference.

1

DIY fitting

The installation was one of the easiest I’ve done.

I tucked the base unit under the centre console, powered it through the fuse box, and mounted the mic where it was easy to reach. The kit includes everything you need – a quick-release bracket, extension cable and magnetic mic mount – so it feels purpose-built for DIY installers. No special tools, no headaches, and it all looked tidy once in place. The only hiccup is that the D-MAX lacks blank switches in the right locations to fit an RS-485 pass-through port for the hand unit.

1

What’s in the box? 

The Outback Kit is built around the X-TRAK 80 Pro mobile UHF as the base unit. From there, Uniden includes just about everything you need to get started:

• X-TRAK 80 Pro 5W UHF mobile radio (base unit)
• Remote speaker microphone with OLED display and built-in speaker
• Magnetic microphone mount
• Quick-release bracket and mounting hardware
• 2m extension cable
• 3.0dBi ground-independent antenna with heavy-duty radome and base
• X-TRAK 50 Pro 5W handheld radio
• Lithium-ion rechargeable battery (for the handheld)
• AC adaptor, USB charging cable and in-vehicle charger (for the handheld)
• Belt clip (for the handheld)
• Instruction manuals

It’s a well-rounded package. Having both the 80 Pro base unit in the cab and the 50 Pro handheld in your pocket means you’re covered for long-haul touring and around-camp comms straight out of the box.

Bluetooth connectivity

The standout feature of the X-TRAK Pro compared with older radios I’ve used is its Bluetooth connectivity.

Pair it with the X-TRAK app on your phone and you unlock some genuinely useful functions. The app lets you adjust radio settings, manage Selcall contacts, and even share your location with others running the same system. On group trips, being able to glance at a map and see where everyone is within UHF range takes the guesswork out of convoy travel. You can also link the unit to a Bluetooth headset or your in-car speakers, which makes a big difference when cabin noise picks up.

1

Location tracking

One of the smartest features in the system is location tracking.

Both the X-TRAK 80 Pro in the vehicle and the X-TRAK 50 Pro handheld have built-in GPS, allowing them to send and receive location data over UHF. On the mic display you can see the distance and direction of other X-TRAK units in your group, while the app maps it all out in real time. In convoy driving, it removes the stress of wondering if someone’s dropped back, and around camp it’s an easy way to keep tabs on the kids – or anyone carrying the handheld. It’s a level of situational awareness you simply don’t get with a standard UHF.

1

Replay function

One of the features I’ve used the most is Instant Replay.

The radio automatically records the last few minutes of received messages, and with a single button press you can play them back. Out on the tracks, I’ve had times where music drowned out a call – or someone rattled off instructions too quickly. Instead of asking them to repeat, I just hit replay. It’s simple, but it saves frustration and makes the whole setup feel smarter.

Antennas to match terrain 

The Outback Kit ships with a 3.0 dBi ground-independent antenna, which is a good compromise between range and coverage.

In the Victorian High Country – where terrain is steep and signals bounce around trees and valleys – this lower-gain antenna worked brilliantly. But on the Canning Stock Route, with nothing but desert horizon in every direction, I quickly realised a 6.1 dBi antenna would have been the better choice. That’s now on my list for the next desert run. It just goes to show, like tyres or suspension, antennas aren’t one-size-fits-all.

1

Ergonomics

Uniden has clearly thought about how the radio is actually used.

The remote speaker microphone feels solid in the hand, the buttons are easy to find without looking, and the OLED display stays bright and clear even in harsh sunlight. Best of all, the speaker is built into the mic itself, so you don’t need a separate external unit to hear what’s going on. On corrugated roads or in a windy cab, that makes a huge difference.

Easy and customisable

Straight out of the box, the X-TRAK Pro is simple: pick a channel, press to talk, and you’re away. But if you want to customise it, there’s plenty of scope.

The programmable Smart Keys let you assign shortcuts to the functions you use most, like instant channel recall, monitor mode or squelch adjustment. I’ve kept mine basic, but if you’re the type who likes fine-tuning, there’s also Selcall, a voice scrambler and more than 150 CTCSS/DCS codes to filter out unwanted chatter. The beauty is that you can use it as a straightforward UHF or dive into the advanced features – it doesn’t force complexity on you.

1

Handheld advantage

The Outback Kit also includes the Uniden X-TRAK 50 Pro handheld radio, though I rarely need one as I travel solo most of the time.

This 5-watt handheld UHF offers the same advanced capabilities as the mobile unit. When I am with others, though, it’s invaluable around camp, on foot, or guiding a mate through a tricky section. It keeps me in touch without being tied to the D-MAX. Having both the in-car and handheld units means I’m covered whether I’m behind the wheel or away from it.

The mobile unit feels rock-solid, and Uniden has a solid reputation for building gear that can handle dust and corrugations. The X-TRAK 50 Pro handheld is equally tough, with IP67 water resistance to cope with most conditions – though I won’t be leaving it in my pocket if I go for a swim in the river.

13

Tested on the tracks

Day-to-day, the X-TRAK Pro has been a pleasure to use.

Comms are crisp, range is solid, and it feels like a system designed for touring rather than just an upgraded version of an old-school UHF. It’s reliable, intuitive, and I’ve never felt like I had to wrestle with the menus to get it doing what I want. That’s worth a lot when you’re a couple of thousand kilometres from home.

Verdict

The Uniden X-TRAK Pro Outback Kit is one of the best UHF setups I’ve used.

It’s easy to install, the controls are intuitive, and the mix of Bluetooth, Instant Replay, GPS tracking and a well-designed mic makes it genuinely practical in the real world. The supplied antenna is a solid all-rounder, and with the option of higher-gain aerials you can tailor the setup to wherever you’re headed. Add the X-TRAK 50 Pro handheld for flexibility outside the cab and you’ve got a system that works just as well for solo tourers as it does for families.

For me, the biggest compliment is that I don’t have to think about it anymore – it just works. And when gear fades into the background like that, you know it’s doing its job.

RRP: $899.95 

Earlier this year, Jeep Australia announced it was streamlining its Wrangler and Gladiator ranges, limiting each to a single variant – the most off-road-focused model, the Rubicon.

At the same time, the brand also signalled a price drop for both of these off-road icons. That’s great news for those who want the most off-road-capable variants, but not so good for anyone chasing a cheaper Jeep with fewer features. We fall into the first group – we love the Rubicons for their unmatched off-road capability straight off the showroom floor, unlike any other vehicle sold in Australia.

We took the announcement as an opportunity to get back behind the wheel of a Gladiator Rubicon, now fitted with all the 2025 updates.

The price cut on the Gladiator was close to $5K, bringing the MSRP down to $82,990. But when you factor in the value of the extra gear that now comes standard on the Rubicon, it adds up to even more bang for your buck.

Not only is the Gladiator Rubicon the most off-road-ready production ute on sale, but it’s also the only one that offers the open-sky experience of easily removable roof panels – or, if you’re keen, you can take the roof off entirely and fold the windscreen down onto the bonnet for a true open-air drive. You can also remove the doors fairly easily, although Australian authorities don’t look too kindly on doorless cars being driven on public roads.

JUMP AHEAD

• Updates for 2025
• Interior, tech and touring kit
• On- and off-road driving
• Cargo and payload
• Verdict
• Specs

Updates for 2025

The 2025 Jeep Gladiator Rubicon scores a revised seven-slot grille, updated wheels and body-colour flares. The old steel radio antenna has been replaced with a built-in unit on the windscreen, which itself is now made from tougher Gorilla Glass.

Jeep has also added a few safety upgrades, including side-curtain airbags, a rear-seat reminder, auto high-beam assist and a selectable tyre-fill alert.

Under the skin, the 3.6-litre Pentastar V6 petrol engine carries over, producing 209kW and 347Nm, paired with an eight-speed auto. It still runs the formidable Rock-Trac 4×4 system with low-range gearing, an electronic front sway-bar disconnect and a 77:1 crawl ratio. Standard kit includes 32-inch BFGoodrich KO2 muddies on 17-inch alloys, along with steel skid plates and rock rails.

1

While the Wrangler Rubicon is now only offered with the turbocharged four-cylinder engine in Australia, Jeep has stuck with the ageing V6 for the Gladiator, saying its characteristics are better suited to the truck application.

Unfortunately, we still don’t get the 35-inch tyres that American Rubicon drivers enjoy. Combined with the Gladiator’s long wheelbase and lower ride height from the smaller tyres, it means those rock rails and underbody protection plates are likely to get a serious workout.

Interior, tech and touring kit

With its roof panels off, the Gladiator Rubicon brings the outside in, letting you truly embrace the great outdoors from behind the wheel.

The interior of the Rubicon ute has a premium feel, going some way to justifying its hefty price tag. The new dash pad now features soft-touch black material instead of the garish red trim from before, while a 12.3-inch multimedia touchscreen now dominates the centre of the dash. As well as being larger than before, it also runs the latest Uconnect 5 system with wireless Apple CarPlay and Android Auto.

The front seats are power-adjustable, heated leather units, while the rear pew offers enough space for adult passengers, with plenty of headroom thanks to the absence of a roof lining. Looking up, you can see where Jeep’s engineers have cleverly integrated the new side airbags into the exposed roll bars within the cabin, with another set further back for rear-seat passengers. Add in the front airbags and the Gladiator now has six in total. Running crossways overhead is a set of high-output speakers to make the most of the sound system, while folding the back seat forward reveals a removable Bluetooth speaker – perfect for taking your tunes to camp.

1

Jeep is renowned for its ‘Easter eggs’ – little bits of detail scattered around the vehicle that you’ll only spot over time. The removable speaker is one of them; you wouldn’t even know it was there until you fold the seat forward. Another neat touch is the set of mounting points on top of the dash for securing things like trail cams, GPS units or other devices. The threaded holes are concealed under rubber mats when not in use – clever and handy additions.

The Lifestyle Adventure Group used to be an option pack, but it’s now standard on the Gladiator Rubicon. It adds lockable under-seat storage, Trail Rail tie-downs in the tub, an auxiliary switch bank, a 240-amp alternator, the removable Bluetooth speaker and a spray-in bedliner.

Factory options are now limited to premium paint colours for an additional $1145, and a body-colour-matched roof at $1970. Jeep also offers an extensive range of factory accessories, while the aftermarket is overflowing with gear to turn your Jeep into whatever you want it to be – depending, of course, on how far you’re prepared to push the local rules for mods.

1

The Wrangler has never been a big vehicle, but the four-door Unlimited model introduced with the JK and JL generations added a proper back seat. The JT Gladiator takes that practicality even further, transforming the Jeep into a genuinely useful ute.

That said, the driver’s compartment is still quite compact and can take some getting used to, but I’ve adapted to it and find it comfortable for long stints behind the wheel. Some drivers might take a bit longer to adjust. The windows are relatively low and the door sills high – again, something to get used to if you’re not familiar with driving a Jeep. Take the time to adapt and you’ll be rewarded by the experience.

Like the Wrangler, the Gladiator remains a body-on-frame vehicle with live front and rear axles, slow steering and high levels of NVH. This is an old-school truck built for off-roading, and we’re thankful Jeep has stuck to its guns to keep it that way. There’s truly nothing else like it in new-car showrooms today.

On- and off-road driving

All these unique traits make driving the Jeep a unique experience in itself.

Think old-school trucks with slow steering that tends to wander, encouraging the driver to stay alert and ahead of the inputs. You soon get used to it, and it’s really only noticeable at higher highway speeds – but get off the blacktop and onto low-speed gravel roads or off-road tracks, and it all starts to make sense.

Disconnect the front sway-bar via the button on the dash and let the live axle do its thing as it slinks over mounds and through wombat holes, keeping those BFGs on terra firma where they can do their best work.

1

The transfer case offers rear-wheel drive, 4×4 Auto, locked high-range 4×4 and locked low-range 4×4. Even in Auto mode with the sway-bar disconnected, the Rubicon makes light work of most tracks, with electronic traction control managing grip. Lock the centre diff in high or low range and it becomes even more capable, tackling the tougher stuff with ease – but for full effect, slot it into low range, lock the front and rear diffs, and the Gladiator becomes near-on unstoppable.

While many 4×4 owners fit aftermarket locking diffs to boost their off-road capability, they come standard on the Rubicon. What I find even more useful when driving the Jeep off-road, however, is the control and ability afforded by its ultra-low gearing.

With 4.11:1 gears in the final drive and the same ratio for low range in the transfer case, the Rubicon has an overall gear reduction (crawl ratio) of 77:1. No other production 4×4 comes close to this figure, giving Rubicon Jeeps unmatched torque and throttle control for crawling, climbing and tackling the steepest descents. This gearing is a key factor in the Rubicon’s supreme capability.

1

The ultra-low gearing also helps the naturally aspirated petrol V6, which likes a few revs to give its best. The torque multiplication from the gear reduction delivers exactly what the driveline needs when the going gets tough.

That doesn’t mean the Rubicon is perfect off-road. Its low ride height and long wheelbase limit ground clearance and ramp-over angle, really putting the underbody protection plates and rock rails to the test. But that’s nothing a set of taller tyres and a suspension lift won’t fix – and we’re betting those mods will be first on the list for 90 per cent of Rubicon owners.

A smaller gripe is the throttle pedal calibration – it’s long in travel yet still a bit jerky, which can make low-speed manoeuvring on rough ground trickier than it should be. Swapping between the two vehicles we had on the day highlighted the difference in throttle control – it was chalk and cheese, with the Jeep being the poorer performer.

On dirt tracks and open roads, the V6 engine is an old but willing performer, especially when paired with the eight-speed automatic transmission. As mentioned, it needs revs to deliver its best, and that 4.11 final drive gives it lively performance when you put your boot down and it slips through the gears. It’s quite raucous at full throttle and, combined with the NVH from the minimal sound-deadening, makes the Jeep feel faster than it really is. It’s no sports car, but it sure is a fun 4×4 to drive!

Cargo and payload

As a ute, the cargo tub is quite large and deep for a midsize model. It features a spray-on bedliner, internal lighting and four tie-down points positioned low in the tub – something the popular Asian ute brands could learn from. Adjustable tie-downs are also positioned higher on the bed rails, another feature that used to be an option but is now standard.

The payload and GVM figures have crept up a little since we last drove a Gladiator, but at 693kg and 2935kg respectively – with a 2721kg towing capacity – the Gladiator Rubicon is more a lifestyle ute than a load-lugger. It’s a shame, really, as the Jeep’s size would make it well suited to carrying heavier loads.

1

Verdict

Even with the price drop, the Gladiator Rubicon is still a high-priced ute, especially when you consider its modest load capacities. 

However, like Ford’s Ranger Raptor, the Gladiator is more about off-road prowess than hauling gear. It’s a lifestyle ute – and when you add in the premium interior, open-air driving experience and sheer fun of travelling in one, it all starts to make sense.

49

Specs

A recent video uploaded on suretosea’s TikTok page shows just how dangerous some fuel-saving hacks can be for travellers in the outback. 

In the clip, creators Kira and Mitch encounter a vehicle tailgating dangerously close, in what appears to be an attempt to slipstream – a tactic that involves driving right on the bumper of another vehicle to reduce air resistance and theoretically save fuel. While it may have a place on a racetrack, it’s extremely risky on public roads.

According to a Yahoo News report, the tailgating driver stuck behind Kira and Mitch for 15 minutes, despite having plenty of room to pass safely. On outback roads, wildlife, livestock, rough surfaces and sudden obstacles leave little room for error, making close-following a recipe for disaster.

For 4×4 travellers, planning and technique beat shortcuts every time. Long stretches between fuel stops and isolated terrain demand caution, with a safe following distance of at least six seconds – more in wet or slippery conditions. Genuine fuel savings come from proper tyre pressures, smooth throttle control and engine tuning – not tailgating.

Overtaking in the outback also requires patience. Ensure you have a clear stretch of road, signal well in advance, accelerate decisively, and return to a safe gap once past. Blind corners, narrow bridges, or limited visibility are never worth the risk. 

For anyone touring Australia in a 4×4, prioritising safety ensures the adventure continues – because there’s no shortcut worth a collision in the middle of nowhere.

Ford Australia has updated its F-150 range with revised styling, interior upgrades, and a new Platinum variant at the top of the line-up. 

The changes apply across the locally remanufactured full-size pickup range, which continues to be built for Australia by RMA Automotive in Mickleham, Victoria.

The new Platinum grade adds a number of higher-end features, including black and smoked metal exterior trim, 20-inch wheels, power-deployable side steps, a hard tonneau cover, and suspension tuned with Continuously Controlled Dampers. Inside, it gains Black Onyx trim, multi-adjustable front seats with massage, and a fold-flat “sleep mode”.

1

The XLT also receives updates, including LED exterior lighting and larger 12-inch infotainment and instrument displays as standard. 

All variants retain the 3.5-litre EcoBoost V6 producing 298kW and 678Nm, matched with a 10-speed automatic transmission and 4×4 driveline. Towing capacity remains at 4500kg braked. The XLT keeps part-time 4×4, while Lariat and Platinum models use a full-time system.

For the first time, both short- and long-wheelbase versions will be priced the same, allowing buyers to choose tray length without a cost penalty. Manufacturer list prices (MLP) are $114,950 for the XLT, $143,950 for the Lariat, and $163,950 for the Platinum. Prestige paint costs $750 on XLT and Lariat, but is a no-cost option on Platinum.

1

Ford says the updated F-150 also benefits from increased GVM and GCM ratings, improving payload across the range.

43

Lariat and Platinum grades now include the new Pro Access Tailgate – a 100-degree side-swinging gate that allows easier tub access, even with a trailer connected, and can be opened by hand or with the key fob.

Deliveries of the updated F-150 are scheduled to begin in early 2026.

Exclusive features: Platinum

• Unique Gloss Black Surround with Gloss Black Accents
• Black Ford badging
• Smoked F-150 fender decoration
• Continuously Controlled Dampening (CCD) Suspension
• Body-colour mirrors and door handles
• 20-inch painted gloss black alloy wheels
• Auto power-deployable black side steps
• Multi-folding hard tonneau cover
• 360-degree camera with additional rear cargo view
• Smoked exhaust tip extension
• Black Onyx luxury interior trim
• Front driver & passenger plush multi-adjustable power seats with memory and 6-way lumbar
  • Max Recline (to nearly full flat position)
  • Multi-setting massage functionality in seat back and seat bottom
• Platinum branded elements on front scuff plates, steering wheel, front seats, and console lid

New features: XLT

• LED reflector headlamps and fog lamps
• Black painted coast-to-coast front grille with black mesh and chrome centre bar
• Distinctive XLT amber indicators
• LED taillamp design
• 20-inch six-spoke alloy wheels
• 360-degree camera
• Load box area lighting with push button
• 12V port in load box
• Black/Chrome combination side steps
• Chrome exhaust extension
• 12-inch infotainment touchscreen
• 12-inch driver’s digital instrument cluster
• USB-A port – Centre stack location
• Multiple USB-C ports – Centre stack, inside centre console, rear of centre console

New features: Lariat

• Auto climate-controlled front seats (heat & cooled)
• Chrome grille appearance
• 20-inch Chrome-like alloy wheels
• Pro Access Swing door tailgate – powered conventional & manual swing operation
• Extended length chrome side steps (SWB only)
• 14-speaker Bang & Olufsen sound system

Mercedes-AMG has taken the G-Class a step further by revealing the G63 Offroad PRO, a serious off-roader with a mind-boggling price tag – $383,900 MRLP (excluding on-road costs and dealer delivery).

Built for serious off-road work without losing comfort, the Offroad PRO builds on the standard G63 but adds tougher suspension, dedicated off-road drive modes, and practical gear designed for challenging terrain.

At the heart of the Offroad PRO is the AMG Active Ride Control suspension with hydraulic roll stabilisers. The system has been beefed up with larger pistons, bigger pressure reservoirs, and damping tuned for off-road conditions, giving better axle articulation and stability over rocks, ruts and sand tracks. 

17

Two new drive programs are set to make a real difference in tricky terrain:

• AMG Traction PRO: Manages braking at each wheel with seven stages to maximise grip in mud, sand, or loose gravel.
• AMG Active Balance Control: Lets you adjust roll stiffness in three settings (low, mid, high) to match terrain from rocky trails to fast sand tracks.

The Offroad PRO rides on 20-inch matte black AMG five-twin-spoke wheels fitted with all-terrain tyres, and adds mud flaps, full rubber mats for cabin and load area, and a roof rack with aluminium plates accessible via a rear ladder.

Inside, luxury remains fully intact. Drivers get an AMG Performance steering wheel wrapped in Nappa leather, MBUX multimedia system with AR navigation, Burmester 3D audio, wireless charging, and temperature-controlled cupholders. A full suite of advanced driver assistance systems is also included.

The Mercedes-AMG G63 Offroad PRO is available to order from today, October 22.

Isuzu Ute Australia has reintroduced the MU-X Tour Mate special edition for the 25.5 model year, with the seven-seat SUV available from $79,990 drive away.

Targeting buyers who tow or tour off-road, the Tour Mate is based on the top-spec MU-X LS-T 4×4 and powered by Isuzu’s proven 3.0‑litre turbo-diesel engine producing 140kW and 450Nm, paired with a dual-range 4×4 drivetrain.

The special edition comes with a package of commonly chosen optional genuine towing and touring accessories, which are worth almost $9,000 when fitted separately. This includes a satin black steel bull bar with integrated parking sensors and fog lights, tow bar kit with 50mm ball, 12‑pin wiring harness, electric brake controller, front and rear slimline weather shields, rear cargo liner, rubber floor mats, and a wireless charger.

2

“With the MU-X Tour Mate having been tremendously well-received last year, we are delighted to be able to return to market with an updated version of our most capable touring and towing model yet,” said Isuzu UTE Australia Managing Director, Mr Junta Matsui.

“The MU-X Tour Mate represents exceptional value as a reliable, rugged and refined vehicle for customers ready to experience the best of the Australian lifestyle, allowing them to go their own way the moment they leave the dealership.”

Other standard features include leather-accented upholstery, 20‑inch alloy wheels, idle stop-start, variably heated front seats, and a nine‑inch touchscreen with wireless Android Auto and Apple CarPlay.

Colour options for the Tour Mate include Mercury Silver, Moonstone White Pearl, Mineral White, Obsidian Grey, Magnetic Red, Cobalt Blue and Basalt Black. The new MU-X Tour Mate is available to order now.

Kia has unveiled a military-spec version of its Tasman ute at the Seoul Aerospace and Defense Exhibition (ADEX 2025) in South Korea. 

The reveal marks the first public showing of the finished military model, giving a strong indication of how the production Tasman can be adapted for specialised roles.

Reports indicate the vehicle has officially been selected as the new command vehicle for the Republic of Korea Armed Forces, with the Tasman expected to begin deployment later this year. Built by Kia’s Special Vehicle division, it takes the bones of the production Tasman and reworks it for defence use, combining heavy-duty off-road hardware with tactical systems and communications tech.

1

The military model appears to borrow heavily from the high-spec X-Pro grade of the road-going Tasman, demonstrating that the civilian version already shares mechanical toughness and off-road tech capable of meeting demanding conditions.

The Tasman X‑Pro is the top-tier model in Kia Australia’s dual-cab ute range. Like the rest of the line-up, it is powered by a 2.2‑litre four-cylinder turbo-diesel engine producing 154kW and 440Nm, paired with an eight-speed automatic transmission and full 4×4 capability.

Compared with the lower X-Line model, the X‑Pro adds 17-inch black alloy wheels with all-terrain tyres, an electronic rear locking differential with on/off control, X-Trek Mode, and selectable Terrain Modes for snow, sand, mud and rock.

Off-road monitoring is enhanced by a Ground View Monitor and an Off-Road Page showing steering angle, direction and fluid levels. The X‑Pro also includes fuel tank undercover protection. Interior upgrades include ventilated front seats, heated second-row seats, an eight-way powered passenger seat with integrated memory, a heated steering wheel, full ambient lighting, sunroof and a premium Harmon Kardon sound system. 

These features make the X‑Pro the most fully equipped Tasman in the Australian line-up.