• UPDATE 1: From the showroom to the tracks
• UPDATE 2: Mods tested in the Vic High Country

Part 1: From the showroom to the tracks

“What kind of car is that?” It’s a question I’ve been asked many times in the first month of driving the Grenadier.

Is it a Land Rover? Is it electric? Is it Chinese? Not many people seem to know exactly what it is. The only other vehicle I’ve driven that causes this much confusion is my 1968 Country Buggy. Yep, Google it.

By now, most people know the story of why the Grenadier was created. Man drives Defender. Defender stops being made. Man decides to build his own four-wheel drive to replace his much-loved Defender – but better. That man is Sir Jim Ratcliffe, owner of Ineos, Manchester United and a large part of the Mercedes F1 team.

I owned a 2015 Defender back in 2023 in the UK, and I’ve also owned a 1976 VW Kombi. In many ways, the Kombi and Defender feel like a closer driving experience than the Defender and Grenadier. Yes, the Grenadier looks a little like an old Defender, but that’s where the similarities stop. I was lucky enough to go on a few of the Grenadier’s Australian development trips in the Outback a few years back. These were all pre-production vehicles and not final spec. They were rough and still being worked on by engineers, but even then I could tell they were highly capable, and I was looking forward to driving the production model.

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Fast forward to late 2025 and I’m picking up my long-term Grenadier. I’ve gone for a Trialmaster Station Wagon in Scottish White (apparently named after one of Sir Jim’s Scottish mates and his white legs), powered by the BMW B57 diesel engine. I opted for steel wheels, leather trim, heated seats and Safari Windows. The base price is $120,000, plus $8670 in options.

The Trialmaster comes standard with front and rear diff locks, a raised air intake, Class III 1-7/8” NAS tow hitch and electrics, and an access ladder. I also had factory rubber mats added. There are no carpets in this vehicle and that’s exactly how I like it – rubber mats and a vinyl floor are the best.

The very first thing you notice when you drive a Grenadier is the steering. It doesn’t self-centre very quickly compared to most other vehicles. Once you’re aware of this and get used to the steering technique required, it’s fine. Just be ready for it. The Recaro seats are very comfortable and help soak up the kays, plus they look cool. Rear passengers also get a Recaro bench seat, and I like how high it sits you in the back. It’s great for kids, as it makes it easier to look out of the vehicle, placing rear passengers at a similar head height to those in the front.

I picked up the Grenadier just before the start of the summer holidays, and it’s proven to be a great beach vehicle. Having no carpets makes it super easy to get sand out, and the interior utility rails work well when you’ve got lots of gear to tie down in the back.

I strap the surfboards to the roof, with four factory rails fitted. I’m planning to get a roof rack, but more on that later. Running to and from the beach is fun, and the kids have found it to be a great family vehicle so far. It’s not really what this vehicle is designed for, though. Yes, it will do the day-to-day tarmac stuff just fine. The 550Nm of torque that the BMW engine pumps out makes keeping up with traffic easy as well.

It was time to head off-road, so I pointed it toward Lerderderg State Park. I’ve photographed and driven many four-wheel drives up here, so it’s a great place to get to know the Grenadier. The first thing I do once I hit the dirt is flick the low-range selector lever across to lock the centre diff. This also automatically turns off the ESC.

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I leave it in high range to begin with. The ride on gravel roads is excellent and, as I start to push it a little harder, it actually feels light on its feet and keen to turn in sharply. I then head to some fairly steep, rutted tracks. I select low range and start driving up the first climb. The Grenadier has solid axles front and rear, which gives it excellent wheel articulation. I try engaging the rear diff lock and it just walks up the track. No need to even try the front diff lock – I need to find a harder track. That will have to wait until my next trip, though. My first experience off-road has shown that the Grenadier is highly capable, and I’m going to enjoy finding gnarlier places to drive it.

One thing that takes a while to get used to is having the speedo in the centre display rather than directly in front of you. Living in Victoria and constantly stressing about being 3km/h over the limit, I sort of wish it was straight ahead. My other small gripe is that the driver’s-side wiper misses a chunk of the windscreen near the A-pillar. It only becomes an issue if you really get the vehicle and screen super muddy, but I do notice it.

Plans? We’re going to throw some factory and non-factory accessories at the Grenadier while we have it, starting next month. Can’t wait.

• Kilometres this month: 4780km
• Average fuel use: 11.7L/100km

Part 2: Mods tested in the Vic High Country

The Grenadier wave is alive and well. I used to get the Jeep wave back when I had a JK Wrangler and was wondering if Ineos owners would do the same. Well, they do! I even got a wave from a guy in a 110 Defender – maybe the sun was in his eyes?

This month has seen quite a few kays racked up in the Grenadier. I wish I could say they were all off-road kays; sadly not. As a daily driver, though, I’m really enjoying the Grenadier. It has such a nice ride – comfortable on the tarmac and even better when you hit the dirt. I think they’ve done a great job with the suspension tune.

I headed up to Mt Disappointment in Vic this month to shoot a HiLux vs Ranger comparo. One of the tracks we drove was pretty gnarly and it was the first time I needed the rear diff lock. Once engaged, the Grenadier just walked up in low range – no issue. The way it moulds itself to the terrain is amazing to watch. It also does all the hard work for you. I tried picking the worst lines and it just ate them up.

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I used the freshly fitted Rhino-Rack Pioneer platform to photograph the utes from. I went for the three-quarter length option as it still allows me to open the safari windows. It was $3688 plus fitting. It’s great now – the factory ladder on the back door actually goes somewhere! I also fitted a set of MaxTrax up on the platform – thanks Matt.

A factory Ineos roo bar ($2720), rock sliders ($1921) and checker plates ($560) were also fitted. The roo bar is a smart design that works with the existing factory bumper. You just take a couple of caps off and it bolts straight on. Job done! The rock sliders are also well designed and solid. They bolt directly to the chassis rails and offer a twin-tube setup. The checker plates sit on top of the front guards and allow up to 120kg load. Luckily I’m only 103kg, so I’ve been up there quite often just because I can.

Hopefully I won’t have to test out the roo bar. The rock sliders, however, have had their first slide. Yes, it was a little painful, but I figure that’s what they’re for. They feel super strong and can take the weight of the Grenadier no worries. Plus, the scratches are underneath so I can’t see them.

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I had to top up the AdBlue this month. It gave me a warning that it was running low, which was handy. The front parking sensors have been triggering at random. Apparently it’s some dirt stuck on the edge of a sensor that’s setting it off. No big deal, as you can manually turn them off and it stops the beeping. I might try giving them a proper clean.

Next mods? I want to try a bigger tyre size. The standard 265s are fine and do a great job, but I’d love to see those guards filled a little more. Maybe a 295? Mud-terrains? Let’s see what happens.

• Kilometres this month: 5300km
• Average fuel use: 12.4L/100km

Camping in the bush is about spending quality time with family and friends, but it’s also about immersing yourself in the sights, sounds and solitude of nature.

It’s the chance to escape the city, tackle challenging tracks in your 4×4, and unwind under the stars. But even in the most remote locations, your actions have an impact on fellow campers, wildlife and the fragile environment around you. Small lapses in behaviour can turn a peaceful campsite into a frustrating experience for others, or even create safety hazards.

Following a few simple etiquette rules not only keeps your trip running smoothly but also ensures that everyone in the 4WD community can enjoy the outdoors responsibly, safely and respectfully.

1. Keep noise to a minimum

Campsites are shared spaces, and loud music, shouting or engine noise can ruin the atmosphere for everyone. Generators, in particular, can be surprisingly disruptive if left running for hours, especially early in the morning or late at night. Many campers rise early or enjoy a quiet evening under the stars, so respecting quiet hours – usually around 10pm to 7am – helps everyone sleep well and keeps the bush peaceful. Headphones, low-volume music and careful use of generators go a long way toward maintaining a calm campsite.

2. Respect campsite boundaries

Crowding neighbours’ sites creates tension. Make sure your tent, awning, chairs and gear stay within your allocated space. Overcrowding a small campsite with multiple rigs or excessive equipment not only infringes on others’ privacy but can make the site unsafe and uncomfortable. This applies on formal sites and informal bush pads alike. Giving other campers enough room ensures everyone can enjoy their site peacefully without encroachment.

3. Take all rubbish when you leave

Even biodegradable items like food scraps can attract wildlife, and non-biodegradable litter pollutes tracks and campsites. Always take everything you brought in, including packaging, cans and broken gear. Leaving your campsite spotless preserves the environment and prevents authorities from restricting access due to litter problems.

4. Manage campfires responsibly

Campfires are a classic part of bush camping, but they’re high-risk if mismanaged. Check for fire bans or restrictions before lighting a fire, use established fire rings if possible, and keep a bucket of water nearby. Never leave a fire unattended, and fully extinguish it before going to bed or leaving the site. Avoid burning plastics or treated timber, as this pollutes and produces toxic smoke.

5. Keep pets under control

Dogs and other pets can enhance a trip, but they need to be under control at all times. On-lead pets prevent disturbance to wildlife, other campers and livestock. Be considerate: Not everyone is comfortable with pets wandering through their site, and uncontrolled dogs can cause safety issues, especially around campfires or children.

6. Minimise light pollution

Bright lights and floodlights can ruin other campers’ night vision and interrupt the sense of wilderness. Headlamps, low-power lanterns or dimmed camping lights are usually sufficient. Avoid pointing lights into neighbouring tents or the track; it keeps the night calm and preserves the bush experience for everyone.

7. Respect shared facilities

Many campsites have toilets, picnic shelters, water taps and bins. Leaving them messy or monopolising them frustrates others and can quickly turn a pleasant campsite into an unpleasant one. Always clean up after use, avoid leaving personal items behind, and take turns politely. Even small actions – like wiping down a bench, properly disposing of waste, or ensuring bins aren’t overflowing – help keep facilities usable and pleasant for everyone.

8. Keep vehicles tidy and accessible

Parking can become a source of tension. Avoid blocking other campers’ cars, pathways, or emergency access roads. Keep your rig, trailer, and gear within your site footprint, and ensure any recovery or setup equipment is neatly stored. Consider how others might enter or leave the site without difficulty.

9. Avoid damaging vegetation

Bush campsites are fragile ecosystems. Stick to established tracks and pads, avoid creating new clearings, and don’t drive over shrubs or grass unnecessarily. Don’t cut down trees for firewood or construct permanent structures. Even small impacts can add up over time, so minimal disturbance is key to keeping sites sustainable.

10. Be friendly and considerate

Politeness goes a long way in shared spaces. Greet fellow campers, offer help if needed, and communicate clearly about shared areas or track usage. A friendly approach reduces tension, prevents misunderstandings, and contributes to a positive 4WD camping community.

Special mentions

• Late arrivals setting up in the dark. Pulling in after sunset and noisily unpacking can disturb already-settled campers.
• Leaving tents or gear unattended for long periods. Can block other campers from using facilities.
• Ignoring track rules around campsites. Some sites are one-way access; follow signage.
• Ignoring wildlife. Keep a safe distance, and don’t feed native animals.
• Flying drones recklessly. Drones can spook wildlife and annoy fellow campers if flown too close to campsites.
• Overusing single water sources. Filling multiple containers at once or leaving taps running can inconvenience other campers.
• Excessive vehicle cleaning or washing. Spraying mud or water near other sites can be disruptive and damage fragile ground.
• Hoarding picnic tables or firewood piles. Taking more than you need prevents others from using shared resources.
• Using permanent markers or graffiti. Leave nature as you found it.

Loading the Ford Ranger Super Duty for the off-road test with close to a tonne on the tray was an interesting exercise. It was a very specific test, because there are only a handful of vehicles we could have done it with. 

The Ranger is still technically a midsize pick-up despite its heavy-duty underpinnings and taller stature, and there’s no other ute in the midsize category that could have done it while remaining on the right side of its rated payload and GVM capacities. In fact, I reckon the test would have broken any other midsize 4×4 ute.

We did the same drive with a LandCruiser 79 when the 2.8 auto models first came out and it did it with relative ease, although we only had two 325kg concrete blocks in the back for that test. For the Super Duty we carried three of them for 975kg on the tray. When you add the weight of the steel tray and other accessories fitted to this Ranger, there was well over a tonne on it. The Ineos Quartermaster would probably carry it, but you’d be exceeding its payload limit – and it’s the same story with most full-size American pick-ups.

When you consider the alternative, the fact the Super Duty did the drive and off-road climb relatively easily makes it all the more impressive. Ford Australia has done an incredible job creating the Ranger Super Duty. Sure, Ford makes Super Duty F-Trucks in the USA, but there’s nothing like the Ranger SD in the midsize category that’s so popular in Australia.

Like it did with the Ranger Raptor, Ford has created a vehicle that is – and remains – a unique product. Even after all these years, the Ranger Raptor still hasn’t been matched by any other showroom-stock vehicle. Having the capacity of the Ranger SD isn’t just about loading stuff on the tray. Anyone who tows heavy trailers and doesn’t want a full-size US pick-up will be attracted to the Ranger SD’s 8000kg GCM. That’s anyone towing a race car trailer, big horse float, large boat or oversized caravan – they’d all be interested in Ford’s latest creation.

Ford Australia might not be manufacturing cars in this country anymore, but the fact it’s still conceiving, developing and creating unique vehicles like the Ranger Super Duty and Raptor right here is enough to make me think it’s still building vehicles for Australian drivers.

It’s one of those iconic destinations that overlanders talk about in camp chairs across the country. The historic McKillops Bridge sits high above the Snowy River in a remote corner of Snowy River National Park, and reaching it is half the story.

I began at Marlo with a stiff coastal wind trying its best to tear the awning from the Prado. After breaking camp at Marlo Ocean View Caravan and Camping Park, I rolled out towards Cape Conran, where a wild ocean swell hammered the headlands. From there, it was inland via Cabbage Tree Creek and back to the Princes Highway, before a final supply stop in Orbost. Fuel, food and a quick vehicle check are wise here, because once you turn north onto the Snowy River Country Trail, services disappear quickly.

Taming McKillops Road

Within minutes of leaving Orbost, the tone changes. Wind the window down and the forest announces itself. Ironbark and mountain ash tower above the track, cicadas scream from the canopy, and tree ferns mark the creeks below the road line. It feels remote, even though you are only a short distance from town.

The road is signposted at 80km/h, but that figure is optimistic at best. Blind corners, cambered sections and logging activity demand respect. This is active forestry country, so switch the UHF to channel 40 and keep it there. Log trucks are frequent, and they move with purpose. If you hear one call up, answer back and confirm your position. It makes life easier for everyone, especially on tighter bends.

There are patches of bitumen before Bonang, but they do not last. Beyond the tiny settlement, the surface turns properly to dirt and the road narrows as it begins to follow the Deddick River along McKillops Road. Conditions vary with the weather. In the dry, it is generally firm with loose gravel on top. After rain, it can become slick and confidence-sapping on the steeper sections. Low range is not always required, but it is reassuring to have it ready for the descents.

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A worthwhile detour is the historic Ambyne Suspension Bridge. Built by the Victorian Country Roads Board, it carried vehicles from 1935 until 1970 before closing and eventually being restored. Standing on it today gives a real sense of the isolation faced by early travellers and road crews in this region.

Further along, Mount Deddick rises above what was once the small township of Deddick. Little remains now beyond subtle hints in the landscape. Then the road tips and twists towards the main attraction.

McKillops Bridge appears almost suddenly, an elegant steel truss spanning the Snowy River far below. The current bridge was built between 1931 and 1936 after earlier flood damage, replacing a ferry crossing used by stockman George McKillops as early as 1835. It was once claimed to be the longest arc-welded steel truss road bridge in the world and remains one of Victoria’s most impressive remote structures.

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Allow around four hours from Orbost, depending on conditions and stops. It is not a drive to rush. Canoeists launch here to explore the gorges downstream, and there are walking options, including the Silver Mine Trail, for those keen to stretch their legs.

The nearby campground is basic but well spaced, with drop toilets, fireplaces and picnic tables. Sites are not perfectly flat, so take levelling gear and choose your position carefully. On one visit, I had a sizeable limb fall metres from the Prado overnight – a reminder that camping in tall timber demands awareness.

The climb out from the campground side is where the track really earns its reputation. The ascent is steep and exposed, with long drop-offs towards the Snowy River. There are limited pull-over points, and meeting oncoming traffic requires patience and clear communication. Engage low range early, take your time and enjoy the views when it is safe to do so. They are some of the best in Victoria.

Gorges, ghost towns and High Country history

Not far from McKillops Road are two standout natural features.

A short side trip leads to the lookout over Little River Gorge, carved over millions of years and plunging around 500m to the valley floor – the deepest gorge in the state. In wet conditions, Wulgulmerang Creek can be seen cascading dramatically into the chasm opposite the viewing platform. Nearby, Little River Falls offers a contrast. The upper section near the car park looks modest, but cross the bridge and follow the walking track down to the main drop and you will find water spilling 30m down a rock face into the gorge below.

Eventually, you cross a cattle grid and leave Snowy River National Park behind. Rolling grazing country replaces dense forest as you approach the T-junction, which presents two very different choices. Turn right and the Barry Way leads towards Jindabyne and the New South Wales high country. Turn left and you drop towards Buchan.

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Before committing to either direction, there is another worthwhile detour. Follow the Barry Way north for a short run and you will reach the tiny settlement of Suggan Buggan, one of Victoria’s most remote communities. With only a handful of permanent residents, it feels like a step back into a quieter era of High Country life.

Perched on a rise above the Snowy River sits the beautifully restored Suggan Buggan Schoolhouse. Built in 1922, the timber building once educated children from surrounding cattle properties who arrived on horseback or foot. Today it operates as a small museum, preserving photographs, classroom furniture and stories from a time when isolation was simply part of daily life. The building’s neat weatherboards and corrugated iron roof stand in stark contrast to the vast landscape that surrounds it.

Standing on the schoolhouse verandah and looking out across the rolling hills towards the river flats, it is easy to imagine the resilience required to live here year-round. The road in remains narrow and winding and, during wet weather, can become challenging. It’s a fitting reminder that the Snowy River Country has always demanded determination from those who call it home, whether they arrived by horse, Holden or fully loaded 4×4.

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Buchan is built on limestone formed nearly 400 million years ago, when this region lay beneath a shallow sea. Over time, uplift and water movement created one of Australia’s most impressive cave systems – the Buchan Caves. Discovered in 1907 by Frank Moon, who enlarged a small opening and lowered himself into the darkness on a rope, the Fairy Cave revealed extraordinary formations. Frederick Wilson, previously of the Jenolan Caves, developed pathways, ladders and handrails that still guide visitors today. Tours began in 1917 and continue daily through the Fairy and Royal caves.

The reserve is jointly managed by Parks Victoria and the Gunaikurnai Traditional Owners, recognising Buchan as an important meeting place between sea and mountains. Guided tours are the only way to access the caves, and they regularly book out during peak periods, so advance tickets are recommended.

No visit to Buchan feels complete without a stop at the Buchan Caves Hotel. Originally trading as the Buchan Inn in 1882, the pub was destroyed by fire in 2014. The local community rallied, raising more than $600,000 to rebuild. The new hotel opened in 2016 and remains a testament to small-town resilience. After days on steep gravel and narrow mountain roads, a cold drink here feels well earned.

The Snowy River Country Trail is not extreme in a technical sense, but it demands attention, planning and respect for conditions. It delivers isolation, history and scenery in equal measure. For those prepared to take the long way around, it remains one of Victoria’s most rewarding 4×4 journeys.

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Essential information

• Region: Southeast Victoria
• Getting there: The Snowy River Country Trail is a 290 km loop starting and ending at Orbost.
• Best time to visit: Warmer months are ideal. Winter can bring cold, wet conditions that make the trail more challenging.
• What to take: Be self-reliant. Bring fuel, food, water, and firewood, and carry out everything you bring in. Fuel is available at Orbost and Buchan.
• Accommodation:
  • Marlo Ocean View Caravan and Camping Park
  • McKillops Bridge Campground: free camping, basic facilities
  • Buchan Caves Reserve
• Difficulty:
  • In dry conditions, most of the trail is accessible to 2WD vehicles.
  • Access to McKillops Bridge via Bonang Road is suitable for caravans, if returning the same way.
  • Access from Buchan Road involves a steep, narrow gravel descent – not suitable for caravans and requires a 4×4 when wet.
  • Towing a camper trailer is possible and offers good practice with brake overrides.

GWM’s Tank 300 Hi4-T PHEV and Tank 500 Hi4-T PHEV have completed the climb up Beer O’Clock Hill, a well-known off-road challenge in Australia.

The Tank 300 Hi4-T did it on standard highway tyres, straight from the factory, showing that GWM’s Hi4-T plug-in hybrid system can handle tough terrain without modifications. Both vehicles ran in full production spec, with no mechanical changes, calibration tweaks or software updates.

With this climb, five GWM models have now reached the top of Beer O’Clock Hill. The full list includes the Tank 300 and Tank 500 Hi4-T PHEVs, Cannon XSR (production-spec), Cannon Alpha Hi4-T PHEV, and Tank 300 Diesel. Three of the five used Hi4-T, while the others relied on GWM’s 2.4-litre turbo-diesel engine.

“Beer O’Clock Hill is becoming one of the toughest proving grounds for any off-road vehicle in Australia. Having no less than five vehicles across the range conquering Beer O’Clock Hill is something we are incredibly proud of, but certainly not surprised,” said Steve Maciver, Head of Marketing and Communications at GWM Australia and New Zealand.

“The latest Tank 300 Hi4-T PHEV climbing the hill on highway tyres speaks volumes about the engineering behind the Hi4-T system. This is electrification designed for real off-road performance, delivering instant torque, precise traction and relentless climbing ability,” Maciver added. “New Energy Vehicles should enhance capability, not limit it, and what we have demonstrated is that GWM’s technology delivers both efficiency and serious off-road performance, without compromise.”

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The GWM Tank 300 Hi4‑T PHEV is set to arrive in early April 2026 in Lux ($55,990) and Ultra ($59,990) variants. It pairs a 2.0L turbo petrol engine with a 120kW electric motor for 300kW/750Nm, full-time 4×4, low-range gearing, and advanced off-road tech like crawl control and diff-locks. A 37.1kWh battery is said to give about 115km of EV range and up to 955km total, with fast and AC charging plus V2L capability. Lux offers modern comfort and safety features, while Ultra adds premium touches like Nappa leather, massage seats, and front diff-lock.

The Tank 500 Hi4‑T PHEV uses the same hybrid system but delivers 405kW and 900Nm, with a higher towing capacity of 3500kg.

Mazda has updated its BT-50 range for 2026, adding two new grades and some upgrades aimed at off-road use.

At the top of the line-up, the BT-50 Thunder returns with the 3.0L four-cylinder diesel and 4×4 drivetrain. Based on the GT pickup, it adds a single hoop bull bar with Lightforce Beast driving lights, reinforced anti-slip side steps, a steel sports bar and manual roller tonneau cover. Gloss black door handles and a unique Thunder decal set finish the look.

The new BT-50 Boss is also powered by the 3.0L engine 4×4 drivetrain. It builds on the XT grade, with gloss black door and tailgate handles, black exterior mirrors, a black steel sports bar, tub liner and side steps. XTR, GT, and SP pickup variants now get a 360-degree camera, making tight spots and tricky off-road sections easier to manage.

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“The BT-50 plays an integral role in the comprehensive offerings of Mazda Australia, and these two exciting new model grades give customers even more choice and options to suit their lifestyle – whether they’re looking for a ute to jostle around the jobsite or hauling a caravan and all the associated gear across the country,’ said Jarrod Gieschen, Mazda Australia Marketing and Sales Director.

The updated BT-50 is available in showrooms now.

2026 Mazda BT-50 4×4 pricing

Hot off the back of initial testing at the Lang Lang Proving Ground, JAC Motors is refining its Hunter dual-cab ute for Australian conditions with the expertise of Michael Barber from global engineering firm, Multimatic

“Australian roads demand specific engineering expertise, and Michael Barber has spent his career mastering exactly that,” said Ahmed Mahmoud, Managing Director of JAC Motors Australia. “His understanding of what Australian drivers expect will make Hunter match-fit and ready for work.”

Barber, recognised as one of Australia’s top vehicle dynamics engineers, said: “The investment JAC is making, in both time and resources, demonstrates their commitment to developing a vehicle truly suited to Australia. JAC has sent us an impressive library of tuning components, which gives us the scope to explore different configurations and find the optimal setup. 

“Australian roads are unique – we have challenging surfaces, long distances, and demanding conditions from urban to Outback. I want customers to find Hunter easy to drive and confident across all those conditions, straight out of the box.”

He has previously played a key role in developing the Holden Commodore VE and Holden Commodore VF, and more recently has assisted international brands to adapt vehicles for diverse local conditions.

“Michael [Barber] brings a level of dynamics expertise that is rare globally and invaluable for the Australian market,” said Hongjian Jiang, JAC Motors Australia Technical Director. “His work for JAC is primarily focused on optimising Hunter’s driving dynamics for Australia, while also influencing JAC Hunter’s suspension tune for China and international markets outside Australia.”

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The local tuning program focuses on optimising the Hunter’s suspension as a fully integrated system. Each component is calibrated to work together, delivering balanced ride, precise steering and confident handling whether on tarmac, dirt tracks or carrying a full payload. JAC says the program prioritises performance across on- and off-road scenarios, ensuring the Hunter PHEV feels composed in challenging terrain while maintaining ride comfort for everyday driving.

This work is part of Hunter’s ongoing Australian development ahead of its mid-2026 launch. Australian pricing and final specifications for the Hunter will be confirmed closer to launch.

Chery Australia is giving the public a rare chance: To name its upcoming plug-in hybrid diesel ute, the world’s first of its kind. 

And yes, you could imagine it ending up with a moniker like “Utey McUteface.” Unfortunately, that’s unlikely – entries will be reviewed by Chery, with shortlisted names progressing to a public vote before the final selection.

The new ute is built for Aussie conditions, packing a 1000kg payload, 3.5 tonne towing capacity, and a diesel-electric drivetrain designed to mix traditional grunt with a dash of electric efficiency. It’s set to hit showrooms late this year – assuming the public doesn’t go too wild with the names.

Anyone can enter the competition via the Chery Australia website by suggesting a name and explaining why it fits. Chery will shortlist the submissions, and the public will vote on the final choice. Past public naming contests have shown the potential for hilarity: the UK’s “Boaty McBoatface” submarine and a London bus called “Ferguson’s Fun Machine” prove that crowds can get creative – sometimes painfully so.

The prize? The individual who submits the winning name will drive away in the first Chery ute delivered in Australia. It’s a chance to leave a mark on a global model – and possibly on automotive history – without needing a design degree.

The Great Australian Chery Ute Naming Competition opens at 12:00 pm AEDT on Thursday, March 12 and closes at 11:50 pm AEDT on Thursday, March 26. Entry information is available on the Chery Australia website.

At the launch of the Prado 250 late in 2025, I came away from the drive in Kakadu NP saying that, for my money, the base-model GX grade represented the best value. 

I’m not one of those base-model fanboys who want everything on black steelies with minimal features; there are plenty of luxe items I enjoy in a new vehicle. But, as one of only two models in the new Prado range to offer a five-seat configuration – the other being the high-specced Altitude model – I felt that the GX was the best package.

Following consumer backlash regarding the poor packaging of the seven-seat Prados, Toyota conceded and added a five-seat GXL to the model range, and this, for me, could be the best model. So when Toyota offered us a GX for a three-month test, we jumped at the chance to get back into the entry-level Prado.

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The vehicle we have is a 2024-badged GX and was possibly one of the vehicles from that original launch program. It has 16,000km on the clock and has its fair share of bush pinstripes and evidence of a life well lived.

The GX comes with almost all the features you could want and nothing you can’t live without. Inside, it has cloth-covered seats, a 12.3-inch multimedia screen compatible with wireless Apple CarPlay and Android Auto, Bluetooth connectivity, cloud-based built-in sat-nav, dual-zone climate control, and a decent sound system. The cabin is big and comfortable and includes all the modern ADAS and safety features. The only thing I think it’s missing is a tyre pressure monitor, as this is only offered in the higher-grade models.

The 500Nm 2.8-litre engine and eight-speed auto combination provide plenty of power for highway driving and are smooth and refined around town. The large glasshouse offers great vision for both the driver and passengers, and the lack of third-row seating means there’s heaps of space in the cargo area. The cargo space is still compromised by the hybrid system battery under the floor, but nowhere near as much as it is in the seven-seat models.

Our first jobs for the Prado were a couple of comparative road tests, one of which was against its main rival, the Ford Everest. The other test you’ll need to wait a little longer to read, but it’s safe to say that the Prado impressed our drivers on both occasions.

Aside from being my daily driver, the Prado has been used as a workhorse by our photographers and videographers, who really appreciated the capacity of the cargo area and the general ease of use and drivability. This is the biggest Prado ever, and the amount of space in the front and rear seats has also been noted by those using the vehicle. It has the same wheelbase as a 300 Series LandCruiser and is bigger inside than an 80 Series.

Its off-road performance has been great on the road tests, thanks mainly to Toyota’s responsive electronic traction control system, backed up by good axle articulation and the clever Crawl Control system. That said, the first thing we’d add with the money saved by buying the GX over the more expensive grades is a set of front and rear locking differentials for the best off-road traction.

• Kilometres when it arrived: 16,802km
• Average fuel: 9.2L/100km

For 4×4 enthusiasts, a quality awning is more than just a shade solution; it’s an essential part of a practical touring setup. 

Awnings extend your vehicle’s footprint, providing shelter from sun, wind and rain, while creating a comfortable space for cooking, relaxing or work. They protect passengers and gear from the harsh Australian environment, and with integrated lighting or quick-deploy designs, they make camp setup faster and more efficient. For serious off-roaders, a robust awning can transform any roadside stop or remote campsite into a usable, sheltered area without adding significant weight or complexity to the rig. 

Tuff Terrain offers three standout options for this kind of versatility: the 180 Free Standing, the 270 Free Standing and the Rock Hard. All models exemplify practical, no-nonsense solutions for 4x4ers looking to upgrade their camp setup. Let’s take a closer look!

Tuff Terrain 180 Free-Standing awning

The 180 Free-Standing Awning is a compact shelter solution built for touring vehicles that need fast, dependable shade without the bulk of a full wrap-around system.

Delivering 8.1m² of coverage in a wide 180-degree layout, it extends along the side of the vehicle to create a practical sheltered area for cooking, relaxing or waiting out a change in the weather. The design offers generous coverage while remaining lighter and more compact than larger 270-degree setups, making it well suited to wagons, utes and everyday touring rigs.

The canopy is constructed from 320gsm poly-cotton canvas, selected for its durability, UV resistance and reliable weather protection in Australian conditions. The fabric is waterproof and water repellent, while the poly-cotton blend helps maintain breathability and reduce heat build-up compared with lighter synthetic materials.

Integrated LED strip lighting is built into the awning arms, offering dimmable white and amber modes. This allows bright illumination when preparing food or working around camp, while the amber lighting provides a softer option that helps reduce insect attraction at night.

Although the awning is designed to operate as a free-standing unit for quick setup, additional support is included for tougher conditions. Four twist-lock aluminium poles are supplied, with two pre-mounted on ball joints and two additional poles stored in a canvas bag for extra stability in wind or rain.

The awning is supplied as a complete kit, including heavy-duty mounting brackets, Uni-Strut nuts and U-bolts to suit most crossbar and platform-style roof racks. Ratchet tie-down ropes, pegs and tension straps are also included, along with a 13mm ratchet spanner to make installation easier when working around tight roof rack mounts.

Tuff Terrain 270 Free-Standing awning

The Tuff Terrain 270 Free Standing Awning is built for practical touring setups where fast deployment, solid coverage and proper hardware matter more than gimmicks.

Designed for Australian conditions, it delivers 11.14m² of shade in a true 270-degree layout, wrapping around the side and rear of the vehicle for usable shelter at camp or roadside stops. The canopy is made from 320gsm poly-cotton canvas, chosen for durability, UV resistance and weather protection.

It’s waterproof and water repellent, holding its shape in heat while offering better breathability than lighter synthetic fabrics. Integrated into the awning are four dimmable LED strip lights with both white and amber output, giving you flexibility to run bright task lighting for cooking or softer amber light when insects are an issue.

Unlike many awnings that require add-ons, this unit is supplied as a complete system. Six twist-lock support poles are included, with three pre-mounted on ball joints and three additional poles supplied in a canvas bag for extended or adverse-condition support. Ratchet tie-down ropes, pegs and tension straps are all part of the kit, along with a 13mm ratchet spanner that makes bracket installation easier in confined roof rack spaces.

Mounting is straightforward and adaptable. Three heavy-duty brackets are supplied, along with Uni-Strut nuts and U-bolts, allowing direct fitment to traditional crossbars or platform-style roof racks without chasing extra hardware. The result is a robust, no-nonsense awning system aimed squarely at serious 4×4 touring and regular use.

Tuff Terrain Rock Hard 4WD awning

The Tuff Terrain Rock Hard 4WD awning is a compact, hard-case solution built for touring and off-road use where durability, convenience, and quick deployment matter. 

Encased in high-grade aluminium, the unit protects the awning from the elements and transport damage, ensuring longevity even under harsh Australian conditions. Its sleek, low-profile design integrates cleanly with any vehicle, keeping the setup unobtrusive when stowed.

Available in 2×2.5m and 2.5×2.5m configurations, the Rock Hard awning provides generous shade coverage and shelter from sun, wind and rain. The retractable design eliminates the need for manual rolling, allowing the awning to extend and retract smoothly for fast setup and pack down, saving time at camp and reducing handling stress on the fabric and frame.

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The system comes ready to fit with universal mounting brackets and all required tools included, making installation straightforward across a wide range of roof racks and vehicle setups. The kit includes L-brackets, heel blocks, guide ropes, pegs, mounting hardware, and both 10mm and 13mm spanners, providing a complete solution straight out of the box. With a fully open footprint of up to 2.5×2.5 m and a lightweight design – 13kg for the smaller model and 16.5kg for the larger – this awning balances strength with portability.

The Rock Hard is built for reliability, compact transport and repeatable use, backed by a 24-month warranty. It suits serious touring and weekend trips alike, offering a durable, low-maintenance shade solution for 4×4 travellers who want more time enjoying the outdoors and less time wrestling with gear.