Every now and then on my travels, I find myself needing to take a step back – to slow down and really absorb the scene around me. I’ll often catch myself wondering how I ended up here, and whether the moment unfolding in front of me is even real.
Leaning back from the fire, I rewind my memory and take stock of where we are. We’re deep in Finke Gorge, central Australia, camped on the sandy banks of the world’s oldest river. The Jeep’s buried to the axles in soft sand – but that’s tomorrow’s problem. Right now, we’ve got more pressing matters, like roasting a kangaroo tail over the fire. And no, that’s not slang – it’s the actual tail of an actual roo, cooking slowly in the coals. Dingoes yip at the nearly full moon, and now and then their eyes flash in our headlamps. Above us, the Milky Way stretches from one horizon to the other – a blanket of stars so vast it’s almost impossible to take in.
Like all the best adventures, we ended up here entirely by accident – and when we set out, we had no idea what we were getting ourselves into.
Reunion in the Red Centre
It had been nearly a month since we’d waved goodbye to the new mates we made slogging through the muddy Oodnadatta Track in the rain, and we honestly didn’t expect to see them again.
Always on the lookout for a quiet wild camp, Katie and I pulled off the highway south of Alice Springs and found the perfect waterhole just ten minutes in. Straight away, I spotted a familiar old Ford Maverick – and sure enough, up from the murky water came Matt, grinning like always.
Around the campfire we trade stories from the past few weeks and get excited about what’s to come. Matt’s heard good things about nearby Ormiston Gorge, and with the map spread out in the sand, we start piecing together a rough plan. Back in Victoria months earlier, some long-time family friends had rattled off a heap of suggestions for remote places to explore.
I can’t remember all the details, but one thing stands out – a big circle and three bright stars marked in highlighter over the Finke River Gorge. I usually save three stars for the absolute standouts, so whatever they said about the place must’ve made an impression. As the last of the deep red sunset fades and the stars take over the sky, we map out the next week’s adventure.
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Hiking and swimming at Ormiston Gorge
After a big resupply in Alice Springs – the only decent supermarket for a thousand kays in any direction – we hit the road and head west into the West MacDonnell Ranges. It’s a rugged, red-hued mountain range in the heart of the country, and somehow, I’d never even heard of it before.
Hoping to beat the heat early the next morning we set out for the major hike, at first through scrubland up and around the gorge before we dropped right into it. The highlight comes when the canyon walls close down and we have no choice other than jumping into the surprisingly cold water.
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We throw our boots, clothes and keys into garbage bags before pushing off shore and swimming a few hundred metres in the crystal clear water. After the initial shock of the cold water wears off we have a riot of a time swimming, walking and rock hopping down the canyon before we eventually arrive all the way back at camp happily cool and refreshed after many hours of hiking.
Setting out early the next morning, we hoped to beat the heat on our major hike. We began by traversing scrubland, circling up and around the gorge, before finally descending into it. The climax arrived as the canyon walls narrowed, leaving us no option but to plunge into the surprisingly cold water. After stowing our boots, clothes, and keys in garbage bags, we pushed off and swam several hundred meters through the crystal-clear water. Once the initial shock of the cold subsided, we had a fantastic time swimming, walking, and rock-hopping our way down the canyon. Many hours later, we arrived back at camp, happily cool and refreshed.
Exploring Central Australia’s Palm Valley
Just over an hour down the road, we turn off the highway toward Palm Valley, with Matt making a quick stop at the general store in the small Aboriginal community of Ntaria.
He’s on a mission to pick up a kangaroo tail – and sure enough, the shop sells them, neatly wrapped in plastic for just a few bucks. It sounds like a joke, but I promise it’s not. It’s almost impossible not to make lightsaber noises while swinging the frozen tail around, so I quickly stash it in the fridge before things get out of hand.
Not far from Ntaria, we tackle a few rocky steps and dry, sandy stretches of riverbed before rolling into the surreal landscape of Palm Valley. This is the only place in Central Australia where the towering Red Cabbage Palms still grow, giving the valley a lush, almost otherworldly feel. No one knows for sure how they got here, but it’s widely believed they’re remnants from a prehistoric era when a tropical rainforest covered what’s now the dry heart of the continent.
In a strangely disorienting way, the palms look exactly like something you’d expect to find on a deserted tropical island – despite being more than 2000km from the nearest ocean. They’re absolutely stunning, and we spend a few hours wandering through the gorge, discovering hidden waterholes and palms of all shapes and sizes tucked into the rocky landscape.
Navigating the Ancient Finke Gorge
Soon enough, we reach the gorge itself and drop tyre pressures to 20psi, expecting soft sand and rocky scrambles ahead.
With the worst of the heat behind us, we spend the next few hours carefully picking our way through the canyon, criss-crossing what little water remains in the river and skirting around the deeper pools. At times, the sheer rock walls close in tight, glowing a brilliant red in the late afternoon sun. At others, they fall away to reveal sweeping views down the spine of this ancient river valley.
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Known as Larapinta by the local Aboriginal people, the Finke River is believed to be one of the oldest rivers on Earth. While its exact age is hard to pin down, sections of the riverbed are more than 340 million years old – and it’s been following roughly the same course for the past 100 million years.
The Finke River runs through the traditional lands of the Arrernte people, who believe it was formed by the Rainbow Serpent as it shot out from Lake Eyre, carving the river’s path as it travelled. The Rainbow Serpent is a powerful ancestral being in many Aboriginal creation stories – a giver of life, a guardian of water, and a central figure in the spiritual landscape of this country.
We don’t spot any snakes in the canyon, but as we wind our way through each bend in the ancient riverbed, I can’t help but think about a large snake slithering from side to side as we navigate each bend.
Central Australian highlights
Despite growing up in Australia, I’d never explored the Red Centre – a region packed with some of the country’s most iconic natural landmarks. Over a few unforgettable weeks, we took in sights like Kings Canyon, Uluru and Kata Tjuṯa – formerly known as Ayers Rock and The Olgas. These towering red rock formations began forming around 550 million years ago on the floor of a vast inland sea. Over time, sediment built up and hardened, then slowly eroded away to reveal the massive sandstone and conglomerate outcrops we see today.
Although Uluru and Kata Tjuṯa were first recorded by Europeans in 1872 and later developed for tourism, they were finally handed back to the traditional owners – the Pitjantjatjara people – in 1985, following a long legal battle over native title. That fight for land rights and recognition continues to this day.
Camping under the stars in the Outback
I happily jump between vehicles, finally getting to watch the Jeep in action as Katie tackles rock scrambles, river crossings and deep sand on her own.
After hours of exploring, the sun begins to dip as Matt pulls up on a perfect stretch of soft sand beside a wide waterhole, backed by a towering red rock wall glowing in the fading light. Back behind the wheel, I ease the Jeep into the soft sand and instantly know it’s going to sink if I don’t stay on the throttle. But I want to park near Matt, so I let it happen – and have a good laugh when all I get is wheelspin, both forward and back. It’s more or less level and exactly where I want to set up camp, so there’s no rush to dig it out.
Soon we’ve got a bed of hot coals going and dinner underway – a stew bubbling away in the Dutch oven, and the kangaroo tail laid carefully on the coals. It’s still covered in fur, but I vaguely recall that it’ll burn off once the meat is cooked. We turn the tail regularly, aiming for an even cook without charring it, all the while keeping an ear on the yipping dingoes echoing through the gorge. Their calls bounce off the rock walls, making it feel like we’re surrounded by dozens of them – though in reality, there are probably only a few curious dingoes keeping their distance.
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With no real experience to go on, we just guess when the tail is done and start carefully peeling off the charred skin and burnt fur, picking chunks of meat from the bone. I’ll admit, we got a bit too much sand on it and clearly aren’t experts – but to my surprise, it’s much fattier and tastier than I expected. After a few bites, it hits me: it tastes just like the fattier ends of a good roast lamb – one of my all-time favourite meals, thanks to my Aussie roots. We all agree it’s a win, and by the end there’s not a scrap left for the dingoes.
The next morning, Matt tries his luck with the fishing rod and can’t wipe the grin off his face as he lands five little fish in as many casts. They’re too small to eat, but they provide plenty of entertainment in the soft morning light. It doesn’t take much to get the Jeep unstuck, and soon we’re back into the rhythm – zig-zagging our way down the gorge, crossing waterholes, clambering over rocks and ploughing through soft sand.
Late in the day, we stumble across another stunning spot to call home for the night. Once again, we spend hours around the campfire swapping stories of past adventures and epic landscapes, with the now-familiar sound of dingoes yipping up and down the canyon providing the perfect outback soundtrack.
Unplanned adventures in the heart of Australia
Months earlier, when friends had circled the Finke River Gorge on our map, I had no idea what to expect.
I couldn’t picture what it might look like or what we’d find there – and, truthfully, I didn’t think we’d bother. It’s not a well-known destination, and no one else had ever suggested we check it out. But a chance reunion with Matt and our shared appetite for adventure shifted our plans – and I’m incredibly glad it did.
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We never crossed paths with Matt again as we continued our lap around Australia, but we kept in touch online. He stuck around in Central Australia for a while, even landing a job on a cattle station – the kind that needs a helicopter to get around. And it’s not just cattle out there, either. The place is crawling with creatures… many of them with big teeth and plenty of scales.
Not long ago, I spotted a post from Matt on social media – grinning from ear to ear while playing with a six-foot tiger snake. One of the deadliest snakes in the country, and he looked like he was having the time of his life. Safe to say, he’s doing just fine.
As Katie and I continue our journey around Australia, we remain in awe of this incredible continent – its raw beauty, wild places and the people we meet along the way. We’ve made a pact to keep saying yes to whatever adventure comes our way.
If you ever get the chance, say yes to the Finke – it’s one hell of an adventure.
Desert Air
With vast distances and jaw-dropping scenery, one of the best ways to take in the desert is from above – so we set the alarm for 4am and head out for a hot air balloon flight just south of Alice Springs. As the balloon strains against its tether, we scramble into the basket, and seconds later the burner erupts with a deafening roar, blasting hot air skyward. The balloon lifts off far quicker than expected, dragging the heavy basket into the cool morning air.
Once we’re airborne, the burner cuts out and silence takes over, broken only by the occasional burst of flame as we drift on gentle thermals. The pilot explains he can’t exactly steer – but he can “make suggestions.” After a smooth touchdown, there’s a bit of a wait while the ground crew tracks us down, followed by some hands-on balloon folding and the traditional champagne toast to cap off the flight.
Improved 4×4 utes developed in Australia and tuned for local conditions have become common among the big-name manufacturers, with most upgrades focused on suspension, tyres and factory add-ons.
Two of the more popular examples come from two of the country’s best-selling brands: the Toyota HiLux GR Sport and the Isuzu D-MAX Blade. So we’re putting them head-to-head to see which brand does it better.
We’re chasing answers for three core types of ute buyers: tradies who need strength, load-carrying and durability; tourers looking for traction, comfort and capability when fully loaded; and weekend warriors chasing a mix of tech, safety and that tough-truck image. Both of these utes claim to tick all the boxes straight off the showroom floor. But which one actually delivers? That’s what we’re here to find out.
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In the Sunstone Mica corner is the Isuzu D-MAX Blade – Isuzu UTE Australia’s locally engineered flagship dual-cab 4×4, positioned above the popular X-Terrain. Based on the mid-spec LS-U, the Blade has been reworked with input from Walkinshaw to better suit local terrain and Aussie buyer expectations. It looks the part too, with satin-black striping, flares, red front-rated recovery points and Blade-exclusive alloys wrapped in 275/65R17 Goodyear Wrangler Duratracs.
Under the bonnet is the familiar 3.0-litre turbo-diesel (140kW/450Nm), paired with a six-speed auto, switchable Terrain Command 4×4 system and a rear diff lock.
In the Eclipse Black corner is Toyota’s HiLux GR Sport, launched in 2023 as the range-topping variant above the Rogue. It shares the same platform but scores a power bump, uprated suspension, wider tracks and a handful of styling tweaks. It retains the 2.8-litre 1GD turbo-diesel for 165kW and 550Nm, sent through Toyota’s familiar six-speed auto.
Neither is a Raptor rival – let’s not go there. But both are built to be the most capable and complete HiLux and D-MAX variants their respective makers have ever offered.
At $76,990 drive-away, the D-MAX Blade is the most expensive D-MAX ever sold. It builds on LS-U underpinnings with Walkinshaw-tuned suspension, underbody protection, a 29mm lift and a range of cosmetic upgrades. Compared to the $67,990 X-Terrain, it’s more rugged and less plush – aimed squarely at buyers who value off-road grit over city shine.
The HiLux GR Sport lists at $73,990 plus on-roads. Factor in dealer delivery and rego, and it comes in around $77K drive-away – putting it neck-and-neck with the Blade. For the money, buyers get a wider track, suspension upgrades, more power and torque, and the added appeal of that GR-branded halo.
The closest rival to both is the Ford Ranger Tremor, priced at $69,690 plus on-roads. Based on the XLT, it offers comparable off-road gear, full-time 4×4, and a strong value proposition.
Engine and drivetrain
The Blade runs Isuzu’s proven 4JJ3-TCX – a 3.0-litre four-cylinder turbo-diesel built for longevity and low-stress torque.
It’s long been the engine of choice for fleets and farmers, and in Blade trim it remains unchanged from lower grades, producing 140kW and 450Nm. Power is delivered via a six-speed Aisin auto and switchable part-time 4×4. The HiLux GR Sport runs Toyota’s familiar 1GD-FTV 2.8-litre turbo-diesel, but with a high-output tune that lifts outputs to 165kW and 550Nm.
Both utes run six-speed Aisin automatics, but their personalities are distinct. The D-MAX favours smoothness, with early upshifts and a relaxed torque converter. The HiLux, by contrast, holds gears longer, kicks down more aggressively, and gives the GR Sport a noticeably sharper throttle feel.
Both claim 8.0L/100km, but on test the Blade hovered closer to 9.0L, while the HiLux crept up to 10.0L. It’s acceptable for dual-cab utes, but neither could be called frugal when driven hard.
Tyres and suspension
Tyres played a pivotal role in this comparison – as they do in real-world off-road performance.
The Blade runs aggressive 275/65R17 Goodyear Wrangler Duratracs – a rare LT-spec tyre fitted from the factory. With deep lugs, strong sidewalls and serious off-road bite, it’s one of the few showroom utes that doesn’t need a tyre upgrade straight away. The GR Sport rolls on 265/65R17 Bridgestone Dueler A/T 002s – newer, road-biased all-terrains that perform well on gravel and bitumen, but don’t match the Goodyears for off-road grip or self-clearing ability.
Suspension-wise, the Blade benefits from Walkinshaw’s input: a 29mm lift courtesy of a coil perch spacer and rear lift block, Monroe twin-tube shocks, and matched valving to suit extra weight and travel. It retains OEM spring rates – a compromise aimed at preserving ride comfort, but still enough to improve articulation. The HiLux runs uprated springs and in-house-developed monotube dampers, tuned by Toyota for the GR Sport. It feels firmer and more planted on the move, helped by its wider track and revised suspension geometry.
The verdict? The Blade has the edge on traction, but the GR Sport feels more refined on-road – and would be a different beast with better tyres.
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Off-road performance
We put both utes through the same set of off-road challenges at road pressures – including steep clay climbs, rutted cross-axle sections, shelfy rock steps and a water crossing – all tackled without airing down.
With Rough Terrain Mode engaged, the Blade was near flawless. Its brake-based traction control kicked in quickly and confidently, pulling it through ruts and climbs with minimal throttle. It made tough sections look easy – a system that genuinely flatters the driver.
Without Rough Terrain Mode engaged, the Blade struggled. It faltered in cross-axle tests and needed multiple throttle stabs to break free. Lower ground clearance and tighter approach and departure angles also meant the steel sidesteps and rock sliders took frequent hits – though the front bash plates and recovery points held up well.
The GR Sport impressed with better suspension travel and more confidence over uneven terrain. It made solid progress with just the centre diff locked, thanks largely to its articulation. But without advanced traction control or terrain modes, it eventually met its limit – quite literally – needing three full-bore attempts at the steepest climb before we called it off to prevent damage.
With better tyres, the HiLux might’ve matched – or even outperformed – the Blade. But straight off the showroom floor, the Isuzu’s off-road kit, particularly its traction control and tyres, gave it a clear edge. A genuine surprise.
On-road driving
This is where the tables turned. On sealed roads and faster dirt tracks, the GR Sport stood out as the better drive.
The GR Sport’s ride is planted, composed and surprisingly engaging – easily the most enjoyable HiLux to drive at pace. The wide track, GR-specific damping and aggressive transmission tune give it a nimble, confident feel. It encourages faster cornering and delivers better isolation over rough backroads.
The Blade – while a clear improvement over any previous D-MAX – still rides like a ute first. It feels heavier, less responsive, and a bit more unsettled over fast bumps or mid-corner corrugations. Walkinshaw’s tweaks help, particularly with body control, but the gap to the GR Sport is significant.
The GR Sport also holds a clear power advantage. With 165kW and 550Nm, it pulls harder than the D-MAX’s 140kW/450Nm, and its gearbox is quicker to respond. Whether overtaking, climbing hills or carrying a load, the Toyota feels more alive. When it comes to daily drivability, the GR Sport takes the win.
Payload and towing
Let’s talk numbers. The HiLux GR Sport has a kerb weight of 2315kg and a GVM of 3050kg, leaving a modest payload of 735kg. It’s rated to tow 3500kg, but GCM is capped at 5850kg.
The D-MAX Blade is lighter, with a 2130kg kerb weight and 3100kg GVM – giving it a far healthier 970kg payload. Towing matches the HiLux at 3500kg, but its GCM stretches to 6000kg.
Neither ute comes close to matching the Ford Ranger’s clever in-tub tie-down system, with its movable hooks and smart cargo solutions. The D-MAX Blade scores a mandrel-bent black sports bar – tough-looking, but mostly for show. Inside both tubs you’ll find basic fixed tie-down loops – fine for light gear, but lacking flexibility. There’s no tub lighting, no power outlets, and no rail-based cargo management. Tradies and tourers will need to budget for upgrades.
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Now let’s test that with a real-world scenario – hitching up a 3500kg trailer. Using GCM maths (GCM – kerb weight – trailer), the HiLux is left with just 35kg of legal payload. That’s not even enough for a driver and a backpack. I weighed more than 35kg when I was six. The Blade, under the same load, gives you 370kg of remaining payload. Still tight – but workable. You can bring the driver, some tools, gear, and a bit of fuel and food. That’s the difference between a functional workhorse and one parked at the weighbridge.
Both utes are better suited to towing up to around 2800kg. But legally and practically, the Blade is the only one you’d take touring or towing without reaching for a calculator.
Recommended upgrades
Out of the box, both utes are capable – but with a few smart upgrades, each can be better tailored to the job at hand.
For tradies and tourers, the D-MAX’s generous payload and GCM mean a GVM upgrade isn’t essential – but it’s still worth considering if you’re adding a canopy, long-range tank or serious 12V setup. Ironman’s 40mm lift with GVM kit offers both 400kg and 650kg rear spring options – a genuinely useful level of customisation.
The Blade’s factory lift is basic – just a perch and block setup. Upgrading to full replacement springs and dampers would improve load-carrying and likely ride comfort too. We’d also recommend aftermarket upper control arms to improve camber control, particularly under load or at full droop. The MY25 range brings updated front knuckles, but there’s still room for improvement.
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The GR Sport’s most urgent upgrade is tyres. A set of taller, more aggressive all-terrains would deliver a big boost in off-road confidence. Frontal protection is also a smart addition for both utes – neither comes with a bullbar, and the Blade’s excellent integrated light bar is left exposed to the first roo strike.
All buyers – even weekend warriors – will benefit from better tub storage. A Utemaster hard lid or roller cover, roof platform, or dual-battery setup in the tub can turn either ute into a full-time adventure rig. Add comms, recovery gear and a long-range tank for touring, and you’ve got a serious outback contender.
Cabin and technology
This is where the age gap between the two platforms really shows.
While the D-MAX dates back to 2020, the HiLux GR Sport rides on a platform that first launched in 2015 – and it feels it. The dash design is curved but dated, the infotainment screen is small and sluggish, and the camera resolution is so grainy it’s barely usable. It technically has a 360-degree camera system, but the low-def display seriously limits its value.
Where the HiLux shines is seating comfort. The fabric bucket seats are excellent – breathable, supportive, and genuinely comfortable on long drives. They’re among the best pews you’ll find in any dual-cab ute.
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The D-MAX Blade, by contrast, runs on a five-year newer interior platform. It’s not as tightly screwed together – there’s more trim flex and the odd squeak – but it wins on tech and functionality. The infotainment system is quicker, Apple CarPlay is faster and more reliable, and the reversing camera is vastly clearer. It also offers more USB ports and better charging access, though it lacks the 220V/100W outlet found in the HiLux’s centre console.
Both utes feature electric driver’s seats and heated front seats, but the D-MAX feels more modern and user-friendly overall. The HiLux may be better built and more refined, but the D-MAX wins where it matters most – tech, connectivity and visibility – all crucial for tradies and tourers alike.
Safety features
Both utes come equipped with a full active safety suite – including AEB, blind spot monitoring, rear cross-traffic alert and adaptive cruise control. But the way they behave on the road couldn’t be more different.
The HiLux runs hydraulic power steering, so it doesn’t offer active lane-keeping – just a basic warning. Some drivers will appreciate the simplicity. Its adaptive cruise control is similarly limited, cancelling below 30km/h and unable to bring the ute to a full stop in traffic.
The D-MAX, meanwhile, uses electric power steering and includes active lane-keeping assist – it’ll steer you back between the lines, and often does so quite aggressively. It works, but the intervention can feel abrupt and polarising. Thankfully, it can be switched off by holding the button down for a few seconds.
Where the Blade really shines is in tyre monitoring. The HiLux simply chimes when pressure drops, with no live readout. The D-MAX, on the other hand, provides individual tyre pressure and temperature readings – displayed on either the dash or infotainment screen. It’s the best TPMS in the segment.
If you prefer less electronic interference, the HiLux keeps things simpler. If you want more data and driver assist tech, the D-MAX takes the lead. Call this round a draw.
Warranty and servicing
Upfront, they’re neck and neck. The HiLux GR Sport lists at $73,990 plus on-roads, while the D-MAX Blade is $76,990 drive-away. Once you factor in rego and dealer delivery, both end up at roughly the same drive-away price.
The big difference comes with long-term ownership. The HiLux includes a five-year, unlimited-kilometre warranty, while the D-MAX stretches to six years – capped at 150,000km. That means high-mileage drivers may reach the D-MAX limit sooner, but most owners will benefit from the extra 12 months of coverage.
Servicing is where the Blade claws ahead. The HiLux requires servicing every 10,000km or six months – that’s 15 visits over 150,000km, totalling around $4350 (at roughly $290 per service). The D-MAX stretches intervals to 15,000km or 12 months, needing just 10 services over the same distance, totalling $4490.
While the total cost over 10 years is similar, the D-MAX offers fewer service visits, less downtime, and an extra year of warranty – a clear win for tradies and tourers keeping one eye on the clock and the other on the bottom line.
Final verdict
Stack it all up – capability, comfort, tech, and ownership – and the D-MAX Blade takes the overall win. It’s better equipped out of the box, more capable off-road, offers more usable payload and towing capacity, and delivers stronger long-term value with less time off the road.
That said, choosing the right ute still depends on who you are. Tradies will appreciate the Blade’s longer service intervals, higher payload and lower running costs. The HiLux holds the edge on resale – no surprise there – but it’s less flexible when loaded or towing.
Tourers should also lean toward the Blade. Its higher GCM, superior traction tech and factory-fit, outback-ready tyres make it the smarter choice for long-distance work – especially with a full load of gear. Weekend warriors might still prefer the HiLux. It’s sharper on-road and feels livelier behind the wheel. Throw on a decent set of tyres and it’ll go nearly anywhere the Blade can.
But for everyone else – especially those who load up, tow often and travel far – the D-MAX Blade is the more complete dual-cab ute, right from the showroom floor.
Specs: D-MAX Blade and HiLux GR Sport
Isuzu D-MAX Blade
Toyota HiLux GR Sport
Price
$76,990 drive-away
$73,990 +ORC (approx. $77,000 on-road)
Engine
4JJ3-TCX 4cyl turbo-diesel
1GD-FTV 4cyl turbo-diesel
Capacity
2999cc
2755cc
Max power
140kW @ 3600rpm
165kW @ 3400rpm
Max torque
450Nm @ 1600-2600rpm
550Nm @ 1600-2800rpm
Transmission
Aisin 6-speed automatic
Aisin 6-speed automatic
4×4 system
Part-time 4×4 with high and low range, Terrain Command and rear diff lock
Part-time 4×4 with high and low range, and rear diff lock
Construction
Dual-cab ute body on ladder frame chassis
Dual-cab ute body on ladder frame chassis
Front suspension
Independent, double wishbones, coil springs and Monroe twin-tube shocks
Independent, double wishbones, coil springs and KYB monotube shocks
Rear suspension
Leaf springs, Monroe twin-tube shocks with lift blocks
The Anne Beadell Highway is a legendary outback road, first established by Len Beadell and his Gunbarrel Road Construction Party.
To travel the highway’s full length, permits from several Aboriginal groups and government departments are required. The first and arguably most important is the one from the Maralinga Tjarutja Traditional Owners, based in Ceduna, South Australia. On the Western Australian side of the border, a couple of permits are also required, which can be applied for online and are issued by the Ngaanyatjarra Warburton Council.
In South Australia, access to the Woomera Prohibited Area–specifically Defence Area 2–requires a permit, as the zone can be restricted for military or other purposes.
National Parks SA also requires a transit permit for the Tallaringa Conservation Park. While some may question the need for a permit to travel a road that existed before the park was established, it is part of the process. Camping in Tallaringa or the Mamungari Conservation Park requires a camping permit from the relevant authority.
The Anne Beadell Highway serves as an extreme example of the bureaucracy surrounding access to many areas of Australia.
Many regions require permits to travel particular roads or access areas within Aboriginal land or national park territory. Some areas within these lands have been permanently closed, highlighting the challenges of accessing remote locations. In some cases, the concept of permits–or multiple permits–appears increasingly unnecessary.
The Great Central Road, which crosses the vast Australian Outback from north of Kalgoorlie in WA to Mt Isa in western Queensland, still requires permits despite being a major link in the national network. While permits can be applied for online, the necessity of such requirements for major roads raises questions in the modern age of travel.
Comparisons with other countries illustrate the contrast. In the USA, travellers can pass through large Indian Reservations such as the Northern Cheyenne Reservation in Montana without permits. In Canada’s Inuit regions, no permits are required to travel through vast areas.
Similarly, in Africa, Zulu tribal lands in South Africa and Maasai lands in Kenya and Tanzania do not require permits for entry. In Australia, however, residents face restrictions that are not typically applied to visitors elsewhere.
The requirement for multiple permits in remote areas raises questions about whether such regulations are still appropriate in the modern age of travel and tourism.
The BT-50 we have is actually one of the cars used for the launch, where we were impressed by the range of quality accessories now offered by Mazda – so we opted for one that has been suitably accessorised for our uses.
Our car is the GT-spec BT-50 that has a RRP of $66,170. The team at Mazda has then added almost $16K worth of factory-backed accessories, some of which are from known and respected 4×4 aftermarket brands.
While the single-hoop steel front bumper is a product developed in Australia for Mazda, the driving lights mounted on it come from well-known brand, Lightforce. In fact, they are Lightforce’s premium ‘Beast’ LED lights that offer multiple beam patterns and exceptional performance.
Similarly, the colour-matched canopy is unbranded for Mazda; the slide-out drawer system comes from US-brand Decked; and the seal-kit to keep dust out of the tray and drawers was developed locally.
The BT-50 GT comes very well-equipped with standard equipment including but not limited to black leather seats; eight-way power adjustment on the driver’s seat; heating on both front seats; a blacked-out interior; nine-inch multimedia touchscreen with Apple CarPlay and Android Auto (wireless and USB); rear seat air-con; remote engine start; front parking sensors; reversing camera and sensors; adaptive cruise control with stop-and-go; Emergency Lane Keeping with road edge detection; Rear Cross Traffic Brake; LED headlights, sat-nav; TPMS; and 18-inch alloys. It’s a fully loaded package befitting the model that sits second on the model line-up.
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The powertrain is the familiar Isuzu 3.0-litre diesel backed by a Aisin six-speed auto and part-time/dual-range 4×4 with a rear diff lock and Rough Terrain mode button. It’s well proven and, while it might not be at the pointy end of performance, it gets the job done without messing around.
Initial impressions tell us we’ll appreciate the luxury features and spec of the GT model, as well as the added functionality and security that the accessories add to the car. We’re hitting the highway for an interstate road trip with the Mazda over the Easter and Anzac Day break, so there are a few adventures planned to break up the day-to-day workload the BT will be helping us out with.
Total kilometres: 2211km
As-tested price: $66,170
Factory-backed accessories
Paint: $695
Accessories: $15,864
Tub drawers: $4597
Canopy (lift windows): $4688
Bull bar (Premium single hoop): $3940
Lightforce LED Beast driving lights: $1811
Dust seal kit: $828
Part 2: Quick camping getaway
With an unusually long dry Victorian summer, It was an opportunity, making the quick decision to grab a night away in the Mazda before life returns to more indoors activities.
Searching for a location a few hours from Melbourne that’s dog friendly and scenic I found a campground that looked the perfect fit, in Loch Valley, Gippsland. Whilst solo camping is okay, having a buddy for Cleo and I would be more fun. Karen, who often minds Cleo enthusiastically accepted, bringing Piper, for furry buddy adventures.
Camping regardless of the amount of time away requires “Stuff”, and with the BT-50’s Canopy and large Decked draw, it’s a throw it all in affair. Tent, sleeping mats, chairs, water, tables, large esky and dog paraphernalia. With all this the canopy was fairly full but not Tetris level and the draws still empty. If the Mazda was a permanent car I’d kit out the draw set up with all my standard camping requirements, pantry, kitchen utensils, jet boil and the like. I love the side lockable windows, being able to access things towards the back of the canopy without having to repack has huge benefits.
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Of course, the weather decided to turn for the worse belting down rain overnight prompting some additional gear to be packed, Morning rises and still drizzling I duck around the corner collecting the fellow travellers. With dogs on board the DOOG Car seat cover was essential for keeping the rear clean of dogs wet feet and hair. Immediately after climbing in Karen notes I can’t charge my phone, it’s the wrong plug type. There’s no standard USB fitted nor a charge pad, its plug in Carplay only in the BT-50. The technology is changing quicker than the weather, resulting in turning back home to collect usb-c cords.
Finally heading down the M1 towards Druin, hitting the adaptive cruise, it sets easily with a touch of a couple buttons. The lane assist is active, it’s noticeable in the Mazda’s but not annoying and with a simple one touch, it can be deactivated.
With pooches in the rear seat who love hanging out sniffing the air, one definitely needs a front window open to avoid the thumping noise that most new cars create.
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After an easy run we turn off heading into the hills towards Noojee, the BT-50 handles well on the twisting roads, it feels confident with all the terrains gripping the wet black top, unfortunately there’ll be no real off-roading on this trip. The leather steering wheel feels nice to grip and the seats are really comfortable, which I’m sure will be great on longer trips.
We roll into Noojee village hoping to grab some firewood, but there’s no servo, opps should’ve planned a bit better, we’ll have to hustle to find dry wood, but we’re starving so head straight to the recommended lunch stop, Toolshed Bar & Bistro.
Chowing down on a towering Steak Sanga and huge country sized Parma we get chatting to local farmer Baz and his pooch Tex, conveniently he happens to be the local wood chopper/collector. Minutes later he kindly offers us free DRY firewood, even drops it at the BT-50 on his way out. Loading it in the only remaining space, the draw, the large logs fit easily in its deep well. The only thing I wonder is how do you keep the draw from sliding closed? Must work that out at somestage.
It’s late arvo and we head to camp. The Poplars campground has tall towering gums, a meandering creek, large grassy camp areas, fire pits and drop toilets makes for a great quick weekend away. I set up tents while Karen, a self proclaimed fire manic,collects kindling and cranks an awesome fire.
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The drizzle has stopped but both pooches are suitably wet and we huddle in close for a quiet night around the flames, snacks and a glass of red or two.
The morning brings fog, lifting late as we’re in the valley this means a slow start, fending off the pooches while cooking the bacon is a laughing affair. Finally packed up we head for some sight seeing at the speccy Toorrongo Falls, after the loop walk we decide to head home, stopping off at a winery for a tapas lunch as the sun shines all afternoon.
Whilst this was a short stint behind the wheel, thus far the BT-50’s so user friendly and certainly comfortable to drive and live with, bar one gripe. I like auto locking systems as I mentioned with the previous long termer I tend to carry too much at once and the auto lock/unlock helps but in this case with the key in hand it autolocks way too soon.. Getting out, walking away you’re not even a metre away from the vehicle. Just walking round the back the Mazda auto-locks and before my passenger or pooches can get out.
This aside, enjoying the ride the BT-50 is heading north for a long road trip stay tuned.
Kilometres since last update: 1342km
Average fuel use: 9.2L/100km
Part 3: Road trippin’
There’s nothing like a longer-than-usual road trip to break the routine, so we did just that. We decided to chase the sun with a road trip to Northern New South Wales.
This was never going to be an off-road adventure, but with the canopy fitted to our BT-50 we deemed it to be the perfect vehicle in which to load up and hit the highway, and like any good east coast road trip, we stopped at all the ‘Big’ roadside icons along the way. With my stuff and photographer Ellen Dewar’s gear securely loaded into the back of the BT – making good use of the Decked drawer fitted in the tray – we hit the Hume and headed north.
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Our BT-50 GT is only one step down from the top of the range and is very nicely equipped for comfortable long-distance touring. Heated leather seats, a thick leather-wrapped steering wheel and a decent head unit with Apple CarPlay meant the hours behind the wheel went by in comfort, with fresh tunes all the way. We were headed for the Bluesfest music festival in Byron Bay and were able to find many of the artists that would be performing at the event and check out their music on the road trip. This was a great way to while away the hours and plan which acts we wanted to see at the festival.
The BT-50’s Isuzu-sourced 4JJ 3.0-litre turbo-diesel engine made light work of highway travel and was fairly economical over the return journey, logging just less than 11L/100km for the trip. It has adequate power but can be a bit harsh and noisy when you put your foot down to overtake, or when you want to maintain speed on long hills, but it gets the job done with minimal fuss.
I’ve said before when driving the Mazda and Isuzu utes equipped with the Aisin six-speed automatic transmission that the calibration is too aggressive, resulting in iot downshifting too early when decelerating. I resorted to tapping the gear shifter across to the manual gate every time it did this and tapping it back up a cog or two, but really, you shouldn’t need to do this. This is a working 4×4 ute, not a sports car where you might want such an aggressive shift protocol.
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The only other complaint we have with the Mazda is the sensitivity of the parking and proximity sensors, which again prompted us to disable them to shut them up. While driving in the left lane the rear sensors go off whenever a car approaches to overtake on the right, and the front sensors go off randomly when stopped at traffic signals, even when there is no movement of the BT-50 or other vehicles around it. At one point we drove through a heavy rain shower and the front sensors went off constantly. I think this might have something to do with the calibration of the sensors in the steel bumper and we will get them checked at the next scheduled service.
There aren’t many places on Highway 1 where you can use driving lights but when driving on the unlit backroads of the Byron Hinterland at night, the Lightforce BEAST LED spotties were a godsend, lighting up the otherwise dark and winding back roads ahead of us.
Having the Mazda-backed accessories like the driving lights, steel bumper, canopy and storage drawer made using the BT-50 for an extended road trip much more practical and safer on both the highway and back roads.
We did get the Mazda off road for a quick beach run in Coffs Harbour where we found that using the Rugged Terrain button sharpens up the ETC nicely for better performance in the soft sand, but this was the only time we got it into 4×4 on this trip. We’ll have to rectify that for next month’s update.
Kilometres since last update: 4424km
Average fuel use: 10.9L/100km
Part 4: Woods Point
When one thinks of an average work day, many brace for the inevitable peak-hour traffic, hoping it’s not bumper to bumper and that we make it to the office on time. But the 4X4 Australia office can be anywhere, with some day commutes best described as epic adventures.
A couple of months in and the BT-50 had really put on the kays. On this particular day the work commute started at 6.30am for a short 1.5 hour jaunt to meet Wheels feature writer Andy Enright at Warburton at 8am.
We grabbed a quick coffee and headed east following the Yarra up the endless wriggly blacktop of Reefton Spur, slowly twisting upwards with the rattle of the diesel cutting into the music from the sound system. Engine noise was not excessive, just noticeable when slowing then accelerating from bend to bend that seemed to go on and on.
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We stopped along the way to capture some action imagery, with mist hovering amongst the trees. The BT-50’s side panels proved flat enough to accommodate the suction cups required to mount the camera to capture rolling imagery solo.
When we arrived at Cumberland Junction, the road turned to dirt, and darkened into wilderness before we hit Matlock. Having off-road capability allowed us to duck up a little dirt side track to look for visually pleasing options. Here the track was quite overgrown and the front parking sensors beeped furiously and activated the AEB – note to self: “I really need to figure out how to deactivate that through the settings menu”.
As we continued, so did the gloomy vibe, with fog rolling in and the gravel road issuing more and more potholes and gnarly corrugations, likely caused by the timber jinkers that come through here in place of the gold-mining carts of days gone by. Even with 30psi in the rtyres the BT-50 handled the conditions well, with the stability control kicking in nicely when necessary. Not only was dodging potholes along here, but also the lyrebirds darting in and out of the scrub.
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The rear left side of the canopy door didn’t latch fully when I was loading up earlier that morning and it let a fair amount of dust into the tub, something to note if you’re planning a lap of Oz. The latch is easily adjustable and if I had more time I would have sorted it properly before setting off.
The day was quickly disappearing as we rolled into Woods Point, just as the local copper was grabbing a quick snack from the General Store before shutting shop. With sunset earlier this time of year, I grabbed my last few photos. “Just one more…” as the saying goes.
We started our descent with a dark run home ahead of us. We were eight hours into a long day but the BT-50 led the way with its spotties at the ready. Driving and photographing on the way up I didn’t pay much attention to the number of bends in the road – there are literally hundreds of them. On the descent I noticed the BT-50 likes to downshift gears early on, which normally I find a little unnecessary, but in this instance meant less braking was required ensuring smoother approaches to the dizzying bends.
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I had the headlights set to Auto at first and they would dip, turn on and off, off and on, causing a lot of confusion and loss of vision. After going a little stir crazy, I switched the lights to full beam rather than Auto, which quickly sorted that out. On this twisty dark road the spotties came into their own; very bright with a good throw and spread of light.
Also bright, however, was the reflection of the infotainment screen on the rear glass of the canopy, shining back at me in the rear view mirror. You need to tone down the brightness as much as possible or it feels like someone is hovering over your shoulder.
I was grateful for the comfy heated seats on the long drive home and finally rolled into the driveway at about 8.30pm. I unload the BT-50 feeling both pleased and relieved; it performed its duties superbly in challenging conditions.
Kilometres since last update: 1342km
Average fuel use: 9.2L/100km
Park 5: Tough Mudder
When winter hits Victoria, many of the mountain tracks stay wet for months on end.
That’s why much of the High Country shuts down for the season – but not all of it. A handful of tracks remain open, offering the chance to explore the backcountry and maybe even score some snow driving while you’re at it.
The standard tyres on the BT-50 have handled highway and formed-road duties without issue, but winter brings a different challenge. With muddy conditions and the risk of getting bogged increasing once you’re off the beaten track, it was time to step up to a more aggressive tread pattern better suited to the season.
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We asked the team at Mazda if they had a suitable tyre option for tackling the tougher stuff, and they came back with a set of Cooper Rugged Trek all-terrains – fitted up on a neat-looking set of 17-inch black alloy wheels as a bonus. The LT265/65R17s offer a taller sidewall than the standard 18s, and their Light Truck (LT) construction makes them tougher and more durable than the factory highway rubber.
Cooper reckons the Rugged Trek is the best 4×4 tyre it’s ever made – a bold claim given the brand’s long history and extensive off-road range. It’s an aggressive all-terrain that sits between a traditional A/T and a mud-terrain, promising the off-road grip of an M/T without the usual downsides like road noise and higher fuel use.
As with any move from highway tyres to something more off-road focused, there are always trade-offs – so it’s worth weighing up your needs. In the case of the BT-50, there’s a slight increase in road noise with the Rugged Treks, but it’s only noticeable at highway speeds and barely worth complaining about.
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The chunkier tread and heavier construction will likely have some impact on fuel consumption, so we’ll be keeping an eye on that over time. But for us, the main thing is having confidence in the tyres when we get off track in muddy conditions.
We put the new rubber to the test on a recent trip into the hills for some gear testing. Fresh snowfalls and school holiday traffic had turned the tracks into a soggy mess, but even at road pressures the Coopers felt planted in the slop – delivering the kind of surefootedness you want when heading off the blacktop.
When the BT-50 went back to Mazda to have the wheels and tyres fitted, we also asked them to check the front parking and ADAS sensors. They seem to be overly sensitive – often beeping while stopped in traffic with nothing in front of the vehicle. I’ve had more AEB warnings in this ute than any other I’ve driven, and it can be alarming. I figured the optional front bumper might have been interfering with the sensors, but Mazda assured us everything is within spec and operating as it should.
The current BT-50 shares much of its underpinnings with the Isuzu D-MAX – and unfortunately, that includes the overly sensitive ADAS setup. It’s long been a gripe with the Isuzu, and it’s clearly carried over to the Mazda as well.
The Ranger Black Edition has returned to Ford dealerships, with the limited-run MY26 model now available to order from $55,990 (MLP).
Ford is offering recommended driveaway pricing from $57,000 for private buyers and $55,000 for ABN holders – when finished in Arctic White. This places the Black Edition between the Ranger XL it’s based on ($51,130) and the Ranger XLS ($57,880). By comparison, the 2.0-litre bi-turbo XLT is $63,890.
What sets it apart from the XL is a suite of black-themed enhancements, including a long-legged sports bar in black; unique 17-inch Asphalt Black alloy wheels with all-terrain tyres; black side steps; and an Asphalt Black mesh grille with Bolder Grey inserts.
Additional features include carpet flooring with a driver’s floor mat, a drop-in bedliner, and a Cargo Management System. Options include a towing pack at $1950 (MLP) and Prestige Paint at $750.
“The Ranger Black Edition is back by popular demand, offering a fantastic blend of style, capability, and value,” said Andrew Birkic, President and CEO, Ford Australia. “We understand that our customers, whether for personal use or small business needs, are looking for a truck that not only performs but also stands out. The Ranger Black Edition delivers on all fronts, with its striking styling and practical features.”
The announcement follows the earlier release of the Everest Black Edition, limited to 750 units at $69,000 driveaway. Based on the Everest Trend, it features the 2.0-litre bi-turbo diesel (154kW/500Nm) with a 10-speed auto, full-time 4WD and locking rear diff, along with unique black styling touches, 18-inch black alloys with all-terrain tyres, and matching trim inside and out.
Production of the Ranger Black Edition is scheduled to run from September to October, with first showroom arrivals due in October.
Key details
Price (MLP): From $55,990
Driveaway pricing:
$57,000 (private buyers, Arctic White)
$55,000 (ABN holders, Arctic White)
Positioning:
Between Ranger XL: ($51,130) and Ranger XLS ($57,880)
Below XLT Bi-Turbo: ($63,890)
Engine & Drivetrain:
2.0-litre bi-turbo diesel (154kW/500Nm)
10-speed automatic
Dual-cab pick-up, 4×4
Unique Black Edition Features:
Black long-legged sports bar
17-inch Asphalt Black alloy wheels with all-terrain tyres
Black side steps
Asphalt Black mesh grille with Bolder Grey inserts
Carpeted flooring with driver’s mat
Drop-in bedliner
Cargo Management System
Options:
Tow pack – $1950 (MLP)
Prestige paint – $750
Production run: September-October 2025 Showroom arrival: October 2025
Ram is expanding its 1500 range in Australia with the arrival of the Rebel, an off-road-focused model set to hit local showrooms from September this year.
Priced from $141,950 plus on-road costs, the Rebel is expected to become a permanent addition to the line-up. It’s the first time the Rebel has been offered here, and as with other MY25 models, the Australian-spec version is well equipped, with features that are optional extras in the US fitted as standard.
Power comes from Ram’s new 3.0-litre twin-turbo Hurricane six-cylinder petrol engine, producing 313kW and 635Nm. The Rebel runs Bilstein off-road suspension with a one-inch lift, Falken Wildpeak 32-inch all-terrain tyres, underbody skid plates and an electronic locking rear differential. Drivers also get five selectable modes plus a “Selec-Speed” crawl function. Payload is rated at 893kg, while towing is up to 4500kg with a 70mm ball or 3500kg with a 50mm.
Instead of the RamBox system, the Rebel uses a full-size tub for maximum load space, fitted with a spray-in liner, tie-down rails and a power-operated tailgate. Inside, buyers get a panoramic sunroof and a 19-speaker audio. It also comes with a 10.25-inch display for the front passenger, allowing phone connection for music, video streaming via cable, and full co-pilot navigation functions. The screen is fitted with a privacy film so it can’t be seen from the driver’s seat.
“We know modern ute buyers love the tough-truck look and prefer lots of black rather than lashings of chrome,” said Jeff Barber, Ram Trucks Australia General Manager. “But with the new Ram 1500 Rebel, buyers also get extra capability with an impressive payload, more ground clearance, and off-road suspension and tyres.
“In addition to that, we have opted to include top-tier luxury items that are optional in the US, such as the panoramic sunroof, 19-speaker audio, 14.4-inch infotainment screen, 12-inch digital instrument cluster, heated and cooled seats, the list goes on. We have identified a niche within the US pick-up segment in Australia that leans into the off-road market and weekend getaways.
“For example, we have intentionally included the full-size ute tub on this model – rather than the RamBox – so customers can fit more camping gear, or even put a dirt bike in the back and be able to close the tailgate. While we won’t share volume expectations today, we do believe the Ram 1500 Rebel has the potential to become one of our biggest selling models, especially as it is designed to appeal to younger buyers,” said Barber.
Ram has been Australia’s best-selling US pick-up for seven years in a row, and the Rebel adds a dedicated off-road choice to the range – sitting below the hardcore TRX but offering more capability than the mainstream 1500 models.
Ram Trucks Australia is the only factory-backed distributor of Ram trucks in Australia. Vehicles are imported from the USA in left-hand drive before being remanufactured to right-hand drive in Melbourne to factory standards, using up to 500 locally engineered parts along with key components from original US suppliers.
Key features: MY25 Ram 1500 Rebel (Australia)
Engine & drivetrain
3.0-litre twin-turbo Hurricane six-cylinder petrol (313kW/635Nm)
Eight-speed automatic transmission
Five drive modes (Auto, Sport, Tow, Snow, Off-road)
‘Selec-Speed’ off-road crawl function
E-locker rear differential
98-litre fuel tank
Off-road package
One-inch suspension lift with Bilstein off-road suspension
It’s encouraging to see tyre-pressure monitoring systems (TPMS) becoming standard on an increasing number of new vehicles.
In fact, I think a TPMS is one of the most important safety features you can have on any car, and they really should be mandatory in all new vehicles. Think about it for a minute. The tyres on your car are your only contact with the road. They determine how well your car turns, stops, accelerates, avoids pedestrians, negotiates a bend, and every aspect of how the car drives. On top of that, they also play a big part in how comfortable the ride is.
New-car manufacturers and the authorities that test and rate vehicle safety are big on fitting the latest autonomous emergency braking (AEB), electronic stability control (ESC), ABS brakes and so on – but none of these electronic or hydraulic systems will work properly if the tyres don’t have the right grip on the road. And proper grip starts with correct tyre pressure.
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I’ve been a big fan of the TPMS on the KGM Musso. It not only allows you to check the pressure in each tyre and warns you if it gets too low or too high, it also randomly brings this information up on the dash screen to remind you. It keeps tyre pressures on your mind, whereas most drivers never give them a second thought.
I used the Musso’s TPMS to manage a slow leak in one tyre for as long as I could before I had to change it. When that time came, the system let me know instantly, reducing the risk of lessened performance that could have led to a loss of control or an accident, and it helped save the tyre from further damage.
I also spent some time in a LandCruiser Sahara. While standing beside it as the camera operator reset his gear, I noticed the slightest hiss coming from the offside rear tyre. Closer inspection revealed a screw had punctured the tread, letting air out. The LandCruiser is a $125,000 vehicle, yet it didn’t have this essential safety equipment standard, whereas our $43K Musso did. Hopefully, Toyota will rectify this in future models.
Because the leak was slow and I caught it early, we were able to drive out of the forest to a service station, top up the air, and get home. I didn’t want to change the tyre on a wet, muddy track, so topping it up on the way home made it easy to replace the tyre safely in my driveway the next morning using a trolley jack. If I hadn’t heard that hiss, and with no TPMS to warn me, the tyre could have dropped low enough to destroy itself – or worse, caused a loss of control.
If you drive an older car or any vehicle without a factory-fitted TPMS, aftermarket systems are available. They can be some of the best insurance you can buy. They might save you the cost of a tyre – or even your life.
The Broken Hill Mundi Mundi Bash has officially sold out, with close to 15,000 people heading into far-west NSW this week for Australia’s biggest outback music festival.
Running 21–23 August on Belmont Station, the event has become an annual pilgrimage for travellers, many making the trip in 4WDs, caravans and camper trailers.
“We’re officially at full capacity – with nearly 15,000 people from all walks of life already making their way to the Mundi Mundi Plains ready to rock the Outback later this week,” said Festival Director Greg Donovan.
This year’s line-up leans on Aussie favourites, with Missy Higgins, Hoodoo Gurus, The Cat Empire, Birds of Tokyo, The Angels, Kasey Chambers, Kate Ceberano and Leo Sayer leading the bill. They’re joined by more than two dozen other acts, including Rose Tattoo, Shannon Noll, Dragon, Thirsty Merc, Chocolate Starfish and a Bowie tribute featuring Iota, Jeff Duff and Steve Balbi.
Now in its fourth year, the Bash is known for more than just the music. Regular highlights include the Nutbush world record dance-off, the fundraising Mundi Undie Run, plus a mix of outback experiences – from camel and helicopter rides to outdoor cinema and even dunny door painting.
“We have an awesome line-up, but in many ways, the incredible landscape is the real headliner,” Donovan said. “When you pair that with our iconic Aussie artists and give people the chance to camp under stars in the middle of nowhere – that’s where the magic happens.”
With Mad Max: Furiosa filmed on the site, this year also adds themed activities celebrating the region’s movie heritage. The festival is BYO, dog-friendly and open to all ages, attracting families, retirees and long-haul road-trippers. For the first time, travellers can reach the site entirely on sealed road, after the NSW Government completed the last 2.5 km into Belmont Station – a welcome change for dusty 4×4 journeys.
The sell-out confirms the Mundi Mundi Bash as the largest ticketed event ever staged in outback Australia – and one that has firmly earned its place on the touring calendar for 4×4 adventurers and festival-goers alike.
What
2025 Broken Hill Mundi Mundi Bash
Where
Belmont Station, on the Mundi Mundi Plains; 9km north of Silverton and 35km north of Broken Hill
The ute is set to launch in mid-September 2025, with MG currently taking pre-orders. Official pricing and further specifications will be revealed in the coming weeks.
MG says the multi-link setup – benchmarked with local engineering teams and unique to Australian-delivered variants – will provide a smoother ride over rough surfaces, better traction on uneven ground, and improved stability when cornering or carrying a load. It will also reduces road noise and vibration while keeping the rear end composed.
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“We researched the Australian market significantly for our MGU9 product, and we share Australia’s love for the outdoor, sport and adventure lifestyle, but often the utes they drive just don’t offer the comfort they want or deserve,” said Peter Ciao, CEO of MG Motor Australia and New Zealand.
“I wanted to offer a ute with no compromise on driving comfort or capability. And we’ve done this by engineering our multi-link rear suspension platform specifically for the demands of our local drivers,” added Ciao.
MG has previously confirmed the U9 will be powered by a 2.5-litre four-cylinder turbo-diesel engine producing 160kW and 520Nm, paired with an eight-speed automatic transmission and automatic all-wheel drive. It is expected to measure 5500mm long, 1997mm wide and 1860mm tall, riding on a 3300mm wheelbase. Ground clearance of 220mm and wheel options from 18 to 20 inches add to its off-road-ready appeal.
On the tech front, the U9 is expected to include the MG Pilot safety suite, offering 360-degree cameras, sensors, and advanced driver-assist features. It will also feature MG’s iSMART app for remote access, along with wireless Apple CarPlay and Android Auto as standard. A hidden rear foldable step adds a practical touch.
The MGU9 will arrive in Australian showrooms shortly after the September launch, where its price tag is expected to undercut its immediate competition.
GWM has passed a major milestone in Australia, with more than 200,000 vehicles sold since the brand arrived locally in 2009.
Sixteen years on from its debut on local soil, GWM now finds itself entrenched inside the top 10 brands by sales, ranked seventh on the year-to-date charts in the latest VFACTS report.
This growth comes off the back of a broadening line-up. Buyers can now choose from the Haval SUV range, the Cannon and Cannon Alpha utes, and the Tank off-roaders, along with the fully electric Ora. Hybrid and plug-in hybrid models are starting to appear alongside traditional petrol options, giving the brand coverage across most buyer needs.
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For 4×4 owners, it’s the Cannon and Tank ranges that have pushed GWM into sight. The Cannon ute has built a following among value-conscious buyers, while the Tank 300 and 500 have quickly gained attention as well-priced alternatives to established off-roaders.
“Australia is becoming a significant cornerstone of our global operations,” said Steve Maciver, Head of Marketing and Communications at GWM Australia. “Our local success will only accelerate as we continue to invest here – demonstrated by the recent announcement of product localisation with Rob Trubiani and our residency at the Lang Lang Proving Ground.
“We are proud to have handed over our 200,000th vehicle in Australia and sincerely thank every GWM customer for the trust they have placed in our brand,” added Maciver.
For now, GWM says the focus will stay on expanding its range and keeping competitive with sharp pricing and long warranties – a formula that’s helped it carve out a solid spot in the Australian market.
