Mercedes-Benz Australia has reinstated a diesel-powered G-Class wagon to its line-up of G-Wagen models.

The new G450d joins the popular AMG G63 and all-electric G580 in the exclusive stable of premium off-roaders. The G450d lands with a starting MRLP of $214,900, but that figure soon climbs once you add on-road costs or tick any of the Mercedes-Benz option packs.

Mercedes-Benz option packs

Optional packs include the MANUFAKTUR Exterior Package at $4100 (MRLP), which adds paint finishes in either Obsidian Black or Night Black Magno, with matching bumpers and flared wheel arches.

The Interior Comfort Package ($8500 MRLP) brings a heated windscreen, heated steering wheel and heated armrests for the driver and front passenger, while rear occupants benefit from the MBUX High-End Rear Seat Entertainment System featuring two fully integrated 11.6-inch displays connected to the main multimedia platform.

The PROFESSIONAL Exterior Package ($15,900 MRLP), while the AMG Luxury Package ($18,000 MRLP) adds silver under-tray protection, AMG brake calipers, a silver chrome radiator grille and protective strips with aluminium-look inserts. Illuminated stainless-steel door sills, stainless-steel rear loading-sill protection and AMG-branded floor mats lift the cabin, while a spare wheel cover in body colour with a stainless-steel ring keeps the rear design distinctive. 

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Inside, a multifunction sports steering wheel in Nappa leather, black microfibre roof liner, ionisation of interior air and a leather-trimmed upper dashboard reinforce its premium focus. Completing the package are 20-inch AMG 5-twin-spoke light-alloy wheels and side running boards for easier entry.

Finally, there’s the Night Package ($5600 MRLP) – available only with the AMG Luxury Package – or the Superior Line Interior Plus Package ($14,200 MRLP), also available exclusively with the AMG Luxury Package. Still, the G450d is the most affordable model in the G-Class range, with the AMG G63 priced at $368,400 (+ORC), the new AMG G63 Offroad Pro at $383,900 (+ORC), and the all-electric G580 starting at $249,900 (+ORC).

What the G450d offers

Prior to the introduction of the G450d, the last diesel-powered G-Wagen offered in Australia was the G400d back in 2021, but that model was short-lived.

Significantly, the G400d was the first G-Wagen with an independent front suspension and a wider cabin designed to enhance interior comfort. For the 40 years before that, G-Wagens always ran live axles front and rear. The independent front suspension carries over to the G450d, and that’s a good thing for overall driveability and handling. It gives the G-Class characteristics more in line with its target market’s expectations.

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Likewise, the well-appointed wider cabin delivers a luxurious feel while retaining that vault-like solidity when you close the doors. The G450d’s interior benefits from the model update that followed the G400d, introducing a new dashboard, multimedia system and overall cabin fit-out. These updates were first seen in the G63 and G580 models currently on sale.

The G450d retains the 3.0-litre OM656 inline six-cylinder engine previously used in the G400d, but it now benefits from an integrated starter-generator and a 48-volt electrical system, lifting claimed combined outputs to 270kW and 750Nm – up from 243kW and 700Nm in the G400d. This mighty engine is still paired with a nine-speed automatic transmission, full-time four-wheel drive and triple diff locks for supreme off-road capability. Unfortunately, most G-Wagen buyers will never fully appreciate the vehicle’s off-road abilities.

Driving performance

We had the opportunity to test the G450d’s capability first-hand with a day trip to Bunyip State Forest, near Melbourne.

Climbing into the G-Wagen brings a welcome sense of familiarity despite the years since we last experienced the model. The cabin isn’t large but offers ample space and feels more accommodating than earlier versions. The doors close with a solid clunk, giving the impression the G-Wagen has been carved from a single billet of steel. The plush leather seats and rich interior trims soften that metallic edge, delivering the comfort expected of a luxury Mercedes. High equipment levels and a premium multimedia system further reinforce the upmarket feel.

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The G450d feels smooth and composed on both highways and backroads heading out of town. The engine is silky and its torque delivery seamless, pairing perfectly with the nine-speed transmission. This could be the best diesel engine I’ve ever driven — and that’s saying something, considering I was behind the wheel of a Cummins-powered Ram just days earlier. Benz’s OM inline-six does a superb job of masking any diesel clatter or vibration, continually feeding that syrupy-smooth wave of torque.

The G feels heavy in tight turns when the mountain roads get twisty, but you don’t need to wrestle it like the old live-axle G-Professional models. The 18-inch wheel and tyre package strikes a great balance between ride quality and handling, while still offering enough sidewall height and all-terrain tread for off-road travel. This was especially appreciated when the forest roads turned to gravel and the Benz never put a foot wrong, and there was no excessive ADAS intervention. 

The G-Wagen’s platform is stiff and doesn’t allow a lot of wheel travel, but the rear axle still slinks through deep ruts while the independent front suspension is surprisingly competent. When things got rougher, we made use of the diff-lock buttons in the centre of the dash, engaging the centre and then rear diffs as needed, without ever requiring the front locker on these tracks.

Verdict

The G450d adds a more practical option to the G-Wagen range in Australia.

It maintains the luxury and capability of the iconic Geländewagen, but with the efficiency of its superb diesel powerplant and sensible all-terrain tyres. The AMG G63 might be the ball-tearing hot rod of the G range, and the G580 might give you that warm, fuzzy feeling of saving the planet, but the G450d delivers the happy medium for any and all adventures.

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2025 Mercedes-Benz G450d specs

AMG G63 Offroad Pro

Around the same time the G450d landed in Australia, Mercedes-Benz also introduced the AMG G63 Offroad Pro model to the range.

The Offroad Pro takes the stonking AMG G63 — with its bellowing 430kW twin-turbo V8 — and adds extra off-road prowess thanks to clever technologies within the AMG Active Ride Control and Traction Pro systems.

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The AMG Active Ride Control suspension with active hydraulic roll stabilisation uses specially tuned dampers with increased piston diameters and larger pressure reservoirs, claimed to enhance axle articulation and overall stability. AMG Active Balance Control further refines handling by allowing roll stiffness to be adjusted in three stages (LOW, MID, HIGH), tailoring stability for everything from loose rock to fast sand tracks.

Traction Pro enhances the electronic traction control system to better cope with rough terrain, while the G63 retains its triple diff locks for ultimate traction — even on the standard 20-inch wheels and tyres. The Offroad Pro kit also includes rubber floor mats, mudflaps and a flat alloy roof platform with access ladder.

We’re not sure there are many G63 owners who’ll actually take their AMG off-road, but at least with this kit, they’ll look like they can.

Karmo, Australia’s largest car subscription provider, has partnered with INEOS Automotive to make the Grenadier Station Wagon and Quartermaster available via subscription for the first time in Australia.

Subscriptions start from $575 per week for both vehicles, which includes a nine-month minimum term, 385km weekly allowance, and coverage for one driver. Higher-cost options are available, which can reduce the minimum term. The subscription covers registration, servicing, maintenance and roadside assistance, all in a single weekly fee, with no long-term ownership commitment. Drivers can also swap vehicles or end their subscription at the end of the term.

“The Grenadier is one of the toughest 4×4 vehicles on the market, built for rugged Australian conditions. We’re thrilled to partner with INEOS to make this vehicle available via an accessible, flexible subscription model, in time for the summer adventure season. Whether for work or adventure, customers can now experience the Grenadier without the complexity or cost of traditional ownership,” said Nick Boucher, CEO and Co-Founder of Karmo.

“Partnering with Karmo allows more Australians to get behind the wheel of a 4×4 vehicle engineered for the realities of Australian life. Opening up this new channel to market offers people a new way to experience the legendary capability of the Grenadier range, with flexibility and simplicity offered by Karmo’s subscription model,” added Justin Hocevar, Regional Director – APAC, INEOS Automotive.

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How it works

Karmo’s subscription model includes the vehicle, insurance, registration and servicing in a single weekly or monthly payment. Proprietary software manages the subscription process, making it straightforward for customers.

1. Select a vehicle: Choose from Karmo’s available fleet.
2. Apply and approve: Complete an online application with identity and credit checks.
3. Set up payment: Finalise paperwork and set up weekly or monthly payments.
4. Drive: Insurance, registration, and servicing are included.
5. Return or swap: At the end of the term, return the car or swap for another.

When Jeep rolled its all-electric Recon onto the stand at the Los Angeles Auto Show, the brand expected the usual behind-the-scenes scrutiny – rival engineers taking measurements, designers noting proportions and show-goers poking around the cabin. What it didn’t expect was a pair of influencers pulling trim off the vehicle and filming the whole thing for social media.

The now-deleted footage, captured by LA-based channel, The Middle Lane, showed the creators gripping and twisting interior panels, wobbling the infotainment screen, and zooming in on uneven gaps to test the vehicle’s build quality. The clip disappeared from the brand’s social media changes soon after backlash escalated.

In a formal statement, Jeep responded: “The actions taken to disassemble the all-new Jeep Recon on display at the LA Auto Show were both destructive and unprofessional. The vehicle in question is a pre-production show car, built exclusively for reveals and events to highlight the Design inspiration for the final product. 

“These prototype units are typically hand-built and not intended to demonstrate final production, durability, quality, or integrity of materials. The final production version will embody the uncompromising capability and authenticity Jeep owners expect and love.”

Jeep also stressed the Recon on display wasn’t a production-spec EV but a hand-assembled showpiece – an early-build vehicle that prioritises aesthetics and packaging over durability. Components may be lightly fastened for transport and rapid event setup, and some interior elements are placeholders rather than fully engineered parts. Treating one of these fragile prototypes as a durability benchmark, Jeep argued, provides a completely false impression of the final product.

At auto shows, it’s common for rival engineers to quietly study competitors’ vehicles, but that attention usually stops at taking photos, checking proportions, or doing gap analysis. Physically tearing pieces away on the show floor crosses a line.

The launch drive of the new HiLux was conducted on forest trails and roads between Canberra and the NSW South Coast, providing a great mix of on- and off-road conditions, from challenging pinch climbs to cruisey gravel and bitumen sections.

Toyota also supplied a broad spread of HiLux variants, from the base WorkMate through SR and SR5 grades, in both manual and automatic, right up to the HiLux Rogue. They did have a Rugged X on display, but it was a pre-production vehicle, and we didn’t get the chance to drive it – not that it matters too much, as the mechanical package is the same as the Rogue anyway.

Manual transmission and powertrain

It was great to start off in a manual HiLux – we don’t get many opportunities to operate a clutch and gear lever when testing new cars these days – and the HiLux’s stick-shifter is a ripper. The six-speed box offers a smooth and direct shift pattern, while the clutch is light and progressive.

Shifts are aided by Toyota’s Intelligent Manual Transmission (IMT) feature, which matches engine revs to the shift for smoother, easier gear changes. There’s no need for heel-and-toe throttle blipping to tidy up downshifts; the HiLux’s IMT does the work for you.

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The 2.8 engine is de-rated from 500Nm to 420Nm with the manual gearbox behind it, but you wouldn’t know it. The direct connection you get when using a clutch and gearbox feels more positive, without the losses incurred through the torque converter and automatic transmission. Sure, autos have come a long way and are far more efficient these days, but there’s still something just right about shifting your own cogs in a working-class ute.

The 420Nm tune in the 1GD engine leaves nothing to complain about, easily propelling the unladen HiLux over hills and through dales, both on- and off-road, where again that light, precise clutch action was appreciated. Like any four-cylinder diesel, the Toyota unit gets a bit raucous when pushed hard into the higher revs, but that’s an inherent trait of the configuration; it’s the same for any inline four-cylinder internal combustion engine. We’ll be keen to sample the performance of a HiLux with a load on.

Suspension and on-road refinement

The lower grades of the HiLux retain the standard suspension calibration, so they do feel firm and a bit harsh on rough roads when driven without a load in the back.

It’s nothing worse than you’d expect of any working-class ute, and still better than many in the class. Stepping up to the SR5 with the Premium Pack and automatic transmission brings a whole new feeling to the HiLux. The leather-covered seats, larger instrument-cluster screen and centre stack with MTS controls and other functions not available in the SR give the HiLux a more premium and well-equipped appearance and feel. 

This is backed up on the road, where you immediately appreciate the more compliant suspension calibration that comes in SR5 and above, delivering a softer ride without feeling wallowy. This is the grade of HiLux you’ll want if it’s your daily driver with no load on board.

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The drive modes in the SR5 also offer the driver a Sport setting, which provides more feedback through the electric power steering (EPS). Sport mode doesn’t just firm the steering; it improves overall feel and driver confidence compared with the standard mode, which is noticeably lighter.

Lane-keeping intervention was noticeable on the highway, but I didn’t find it as intrusive as the system in the LandCruiser 300. The HiLux gains new ADAS features thanks to the implementation of EPS, which enables autonomous steering inputs. The systems in the HiLux felt relatively less annoying, although we didn’t do much city driving on this launch program.

The launch program took us over plenty of forest tracks, some mogulled powerline sections and a few rocky climbs, and as it has always done, the HiLux’s rear axle articulated beautifully to keep tyres on the ground while the excellent ETC smoothly regulated drive to the wheels with the most grip. 

None of these tracks really challenged the vehicle systems, but our earlier pre-production drive on a steep, rutted and wet hill clearly demonstrated the advantage of having ETC remain active on the front wheels when the rear differential lock is engaged. This is new to HiLux, and it only provides ETC up to 6km/h when the RDL is locked.

Interior comfort and features

The new Australian-designed interior gives the HiLux a more modern look and feel than the ageing outgoing model. 

There’s a strong resemblance to the 250 Series Prado, particularly around the centre stack where several components and controls will be familiar from the wagon. The layout changes at SR5 and above, where you get the MTS and drive-mode dial alongside the HVAC and audio controls.

The 12.3-inch multimedia screen is positioned high on the dash, with the main controls just inches from the driver’s left hand, making on-the-go adjustments to navigation and music quick and easy. My only complaint is that the start button has moved to the wrong side of the steering column, where it’s partially hidden behind the wheel. Aside from that, it’s an interior that offers drivers and passengers good comfort, quality inclusions and clear vision out of the vehicle.

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Verdict

The best thing about the new HiLux is that Toyota hasn’t messed with it too much, sticking with what is already a winning formula. 

The engine and transmissions are among the best in class; its on- and off-road performance is likewise impressive, and the updates made don’t detract from the established package. Most of all, Toyota hasn’t tried to make the HiLux anything it isn’t, or anything it shouldn’t be. 

It remains a 4×4 work ute, with the option of added creature comforts and features in the higher-grade models for those who want them. And for that, we are grateful.

The all-new 2026 DENZA B5 and 2026 Toyota HiLux have both earned five-star ANCAP safety ratings in the latest round of vehicle assessments.

The 2026 Toyota HiLux, available in dealerships this month, achieved consistently Good performance across all four assessment pillars. An increased range of safety features in the new HiLux, including a centre airbag and enhanced automatic emergency braking (AEB) functionality contributed to the rating.

The HiLux ANCAP testing recorded scores of 84 per cent for adult occupant protection; 89 per cent for child occupant protection; 82 per cent for vulnerable road user protection; and 82 per cent for safety assist features.

The DENZA B5, a plug-in hybrid SUV brought to Australia under BYD’s premium sub-brand, achieved a five-star rating on debut. The B5 recorded maximum points in side-impact testing and performed well across most crash tests.

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The B5 ANCAP testing recorded scores of 86 per cent for adult occupant protection; 95 per cent for child occupant protection; 74 per cent for vulnerable road user protection; and 78 per cent for safety assist features.

It should be noted, despite receiving five-star ratings, both the HiLux and B5 received a score penalty for “the risk posed by their front structure to occupants of oncoming vehicles”.

This latest round of ANCAP assessment also included scores for the GAC AION V and Hyundai Palisade – both receiving five-star ratings – and the Mitsubishi ASX, which received a four-star rating.

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“It is great to see strong results from both established and emerging brands, including the Denza B5 and fully electric models such as the AION V,” ANCAP Chief Executive Officer, Carla Hoorweg said.

“These results show the importance of assessing new brands and models entering the market, regardless of segment or powertrain.”

Orders are now open for the DENZA B5, with deliveries expected to commence in early 2026.

Multiple reports have surfaced suggesting Toyota hasn’t ruled out bringing the Tacoma to Australia, with the North American pickup potentially slotting into the local line-up above the HiLux and below the Tundra. 

The current-gen Tacoma, unveiled in 2023, provides a higher-spec alternative to the newly restyled HiLux. The mid-size pickup is built on Toyota’s TNGA-F ladder-frame platform, with powertrain options including a 2.4-litre turbo-four with an eight-speed automatic or six-speed manual. The petrol version produces 207kW and 430Nm, while the hybrid i-FORCE MAX delivers 243kW and 630Nm, offering exceptional low-end torque.

Compared to the HiLux, the Tacoma offers more cabin space, higher-spec off-road trims, and greater torque and towing capacity, while remaining smaller and more manoeuvrable than the full-size Tundra. The Tundra provides higher payload and towing figures but is bulkier and less practical on tight trails or for daily driving.

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Off-road-focused trims like the TRD Off-Road and TRD Pro include coil-spring rear suspension for improved ride and articulation, electronic rear lockers, multi-terrain drive modes and Crawl Control. Ground clearance reaches 292mm, while approach and departure angles, skid plates and payload are optimised for serious trail use. Bed and cab options provide practical flexibility for overlanding or custom builds.

The Tacoma is officially sold only in the USA, Canada and Mexico. A potential Australian launch would give local 4×4 enthusiasts a mid-size truck with real torque and off-road chops that sits above the HiLux.

Until then, it remains a North American favourite, accessible locally only through specialist importers or grey-market channels, with the usual compliance and cost hurdles.

DENZA has officially announced Australian pricing for its B5 and B8 SUVs, marking the brand’s entry into the 4×4 market. 

Order books are now open, with B5 pricing starting at $74,990 for the Standard model and $79,990 for the Leopard trim. The B8 begins at $91,000 for the seven-seat (7S) version and $97,990 for the six-seat (6S) model.

“At DENZA, we’re excited to offer Australian customers a gateway to automotive luxury at price points which are unrivalled in the segment,” said Mark Harland, DENZA COO.

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The B5 comes in two trims – Standard and Leopard – and both deliver 425kW and 760Nm through a dual-motor 4WD setup. The 31.8kWh battery provides up to 90km of electric-only driving (WLTP) and supports 100kW DC fast charging. The B5 Leopard adds off-road features including hydraulic adaptive suspension, front and rear electric diff locks, and a 3000kg towing capacity. Inside, it seats five and includes a 15.6‑inch rotating touchscreen, 12.3‑inch digital driver display, Nappa leather trim, 11 airbags, a 360‑degree camera, and 1064 litres of boot space.

At the top of the range, the B8 is available in six- and seven-seat layouts. It produces 450kW and 760Nm and uses the same 31.8 kWh battery, with DC fast charging up to 120kW. Fuel capacity is listed at 91L, and off-road hardware includes hydraulic suspension, electric diff locks (front and rear on the six-seat version), and a 3500kg towing rating.

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Inside, the B8 features heated, ventilated and massaging seats; individual captain’s chairs in the six-seat variant; premium leather trim; a cooler/hotbox; 15.6‑inch rotating touchscreen; 12.3‑inch driver display; and an 18‑speaker audio system. Safety equipment includes 14 airbags and a 360‑degree camera.

“What really excites us is getting to share DENZA’s technology with Aussie customers. You can use these vehicles almost exclusively as EVs around town, while being able to hit the road for almost 1000 km in a single drive thanks to this Super Hybrid technology,” added Harland.

The first 2000 B5 buyers will receive a complimentary premium exterior paint and interior trim upgrade, valued at roughly $1818.

Following our drive of pre-production prototypes earlier in 2025, we’ve now spent more time behind the wheel of full-production HiLux models, sampling several 4×4 variants from across the 21-model range. 

The 2026 HiLux line-up includes single, extra and double-cab bodies; 4×2 or 4×4 drivelines; manual or automatic transmissions; and WorkMate, SR, SR5, Rogue and Rugged X grades.

All 2026 HiLux models, from the base WorkMate to the Rugged X, are powered by the 1GR 2.8-litre diesel engine, backed by either a 6-speed automatic or 6-speed manual depending on the grade. The engine produces a claimed 150kW and 420Nm with the manual gearbox, or a claimed 500Nm when paired with the automatic.

Huge kudos to Toyota Australia for continuing to offer the choice of a manual gearbox in the HiLux, while many competitors in the midsize 4×4 ute segment now offer only automatics.

Some double-cab automatic grades from SR and above also get Toyota’s 48-volt V-Active system, which uses an 8.5kW/65Nm electric motor-generator, a lithium-ion battery and a DC/DC converter to smooth the stop-start function, provide a small boost to acceleration, and deliver a claimed improvement in fuel economy. It’s a tried-and-true powertrain that has served Toyota well across many of its 4×4 models up to now, and the brand hasn’t seen any reason to change it.

Aside from the obvious changes to the front and rear styling of the new HiLux, all variants now get LED headlights, a 12.3-inch multimedia screen, and a new 7-inch instrument screen for WorkMate and SR models, while SR5 and above get a 12.3-inch cluster. There’s an all-new dash, seats and interior trims, plus improved safety kit including autonomous emergency braking with pre-collision safety system, active cruise control, rear cross-traffic alert, lane departure alert and lane trace assist, road sign assist and blind spot monitor. Some of these ADAS systems are now possible on HiLux due to the integration of an electric power steering system across all models in lieu of the previous mechanical setup.

On models with MTS drive modes, the steering feel can be switched between Normal and Sport, with Sport mode giving the driver improved feedback.

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WorkMate and SR HiLux grades ride on 17-inch steel wheels, but by the time you step up to SR5 you get 18-inch alloys, the bigger instrument screen and more features including Multi Terrain System and drive modes, plus the availability of the Premium Interior Package, which adds leather seat trims and a JBL premium sound system with nine speakers.

SR5 and above HiLuxes also get revised suspension calibration to improve ride quality, particularly when driving without a load on board. Despite the softer-riding suspensions, the SR5 and above models have a higher GVM rating than the lower grades, with the WorkMate double-cab pickup 4×4 at 3065kg; SR double-cab chassis 4×4 manual and SR5 double-cab pickup 4×4 manual at 3080kg; SR double-cab 4×4 auto and SR5 with Premium Interior double-cab 4×4 manual at 3090kg; and SR5/Rogue double-cab 4×4 coming in at 3120kg. All 4×4 models have a 3500kg towing rating. 

The renewed Rugged X HiLux is billed as the most off-road-friendly model in the line-up, but its extra kit is more about improved clearance and body protection than any increase in tractive ability. This comes courtesy of a hoopless steel front bumper with LED light bar, under-front bash plate, and front and rear rated recovery points. At the back there’s a Rugged X–specific sports bar, a bed liner in the tray and ‘TOYOTA’ lettering across the tailgate.

While the off-road hardware remains the same – with dual range, part-time transfer case, rear differential lock (model dependent) and sharp-acting electronic traction control – Toyota has made a small improvement to its performance by keeping the ETC active on the front wheels when the RDL is engaged. The front ETC is only active at speeds up to 6km/h, but in previous generations of HiLux it was totally disengaged when the RDL was locked, leaving the front wheels as free spinners when they broke traction. There is also a new actuator for the ETC to help it perform more smoothly.

If there is one thing that’s disappointing in the 2026 HiLux’s drivetrain, it’s the carry-over of the part-time transfer case in lieu of one that offers the option of full-time or On-Demand all-wheel drive for use on sealed roads. The benefits of having such a system in a ute are felt whenever I am driving one thus equipped, and the HiLux is lagging behind the competition in this regard.

Toyota calls this the ‘Most Australian HiLux ever’, with the design of the front and rear of the vehicle and the interior all done in-house at Toyota Motor Corporation Australia’s (TMCA) Melbourne facility. That said, the utes coming to Australia are still manufactured in Thailand.

The front end features new slimline LED headlights, and the painted grille follows a popular trend on new cars. The front bumper has a muscular design claimed to mimic the pose of a sumo wrestler.

At the back, the cargo tub is all new, with new taillights, liftgate, sports bars and a step to make accessing the load easier. The tub with external tiedown hooks is no longer available, but there are four internal tie-downs. Some higher-spec models get a power outlet and light in the tub, while the Rogue tub is also lined with marine carpet under its powered roller shutter.

Check back Thursday for our full review of the new HiLux, on- and off-road!

Future plans: Toyota HiLux BEV

While we already have a number of PHEV utes on the market in Australia, Toyota has elected to make its first alternate-fuelled HiLux a full Battery Electric Vehicle (BEV). That means it is powered solely by its dual electric motors, fed by an 80-cell battery.

Toyota is predicting that the HiLux BEV will achieve an NEDC range of approximately 315km for the SR5-spec double-cab ute, while the 59.2kWh lithium-ion battery can be fast charged using a 150kW DC charger from 10-80 per cent in approximately 30 minutes depending on ambient conditions, or charged on AC power from 10-100 per cent in about six and a half hours.

The HiLux BEV will be available as a double-cab ute or cab-chassis in SR and SR5 grades, but no pricing has been announced yet.

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The BEV uses a traditional HiLux ladder chassis with the battery pack nestled between the rails and protected by an underside plate. The dual motors each power the front and rear axles, delivering 205Nm of torque through the front wheels and 268Nm to the rear via a full-time electronically controlled all-wheel drive system. This is paired with a five-mode Multi-Terrain System that offers settings for Rock, Sand, Mud, Dirt and Moguls.

It is claimed that this system will allow the HiLux BEV to maintain the same off-road capability as a diesel-powered HiLux, with a 700mm wading depth, 29-degree approach and 25-degree departure angles, and 218mm ground clearance. Toyota says the HiLux BEV will have a payload of approximately 715kg and a braked towing capacity of 2000kg.

The HiLux BEV won’t be for everyone, with TMCA saying it has been designed for industries like mining and farming that would appreciate its unique characteristics. TMCA says it has had a HiLux BEV testing with BHP for more than a year, with impressive results.

No pricing has yet been given for the HiLux BEV, nor have we driven one. It will become available in the first half of 2026. TMCA has also said that it is working on a hydrogen-fuelled HiLux set for a 2028 launch. This will be an FCEV, with the hydrogen fuel cell powering the electric motor or motors.

No further details of the HiLux FCEV have been released, but it is known that Toyota is investing heavily in this technology as a future alternative to diesel fuel.

Options: Premium paint: $675 *Premium Interior pack: $2500

GWM has locked in the Tank 300 Hi4-T Plug-in Hybrid Electric Vehicle (PHEV) for Australia, with the electrified off-roader set to land in the first quarter of 2026. 

It’s the latest addition to the brand’s growing hybrid 4×4 line-up, and one that keeps the Tank 300’s core mechanical hardware intact. Previewed at GWM Tech Day in September, the Hi4-T version adopts the hybrid system already used in the Tank 500 and Cannon Alpha.

It pairs a 2.0-litre turbo-petrol engine with a nine-speed hybrid auto (9HAT), designed to bolster low-end torque and improve on-road efficiency. Importantly for off-roaders, the Tank 300 Hi4-T retains its traditional mechanical 4WD system, low-range transfer case and locking differentials. 

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The Hi4-T matches the regular model’s 3000kg braked towing capacity and adds Vehicle-to-Load (V2L) capability – handy for running gear at camp or powering tools in remote spots or at the jobsite.

As with GWM’s other hybrid models, the Hi4-T can run in EV, hybrid or petrol modes, shifting between them based on terrain and load. The setup is aimed at cutting fuel use around town while offering smoother torque control on sand, mud and technical climbs. GWM also notes that the Cannon Alpha Hi4-T remains the only PHEV to conquer Beer O’Clock Hill – a point clearly aimed at buyers wary of the off-road potential of hybrid vehicles.

With the Tank 300 Hi4-T, GWM’s Australian range now spans petrol, diesel, hybrid and plug-in hybrid options. Local pricing and full specifications will be confirmed closer to launch.

The Kia Tasman has only been on sale for a few months, and early figures suggest sales have been relatively slow – but that hasn’t stopped the 4×4 community from imagining what else the platform could become. 

A new speculative design from digital renderer, Kelsonik – a creator known for realistic vehicle concepts – reimagines the Tasman into a wagon-style SUV that could sit in the same space as a Ford Everest if it ever moved from concept to reality.

The SUV concept keeps the Tasman’s broad-shouldered stance but trades the tray for a long, enclosed body. Up front, Kia’s signature tiger-nose grille remains, paired with sharp, angular headlights that give the SUV a purposeful, confident look. Sculpted flanks and a strong bonnet add to the tough, off-road-ready impression without overcomplicating the design.

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From the side, the stretched roofline and large rear doors suggest a practical interior for passengers or gear. Subtle lower-body cladding and roof rails reinforce a sense of versatility, giving the vehicle an adventure-ready vibe without drifting into flashy, overdone styling.

At the rear, the concept imagines a clean tailgate with a full-width LED light bar and squared-off proportions. The design feels functional and deliberate – ready to carry camping gear, recovery equipment, or a weekend’s worth of luggage – while maintaining a tidy, modern appearance.

Though entirely speculative, the render shows how the Tasman could evolve into a more versatile, SUV-style vehicle. With its sturdy frame and rugged styling cues, it could theoretically appeal to 4×4 enthusiasts looking for a practical, adventure-ready wagon – one that blends utility with off-road presence.

Even if it exists only as a digital concept.

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