The Ridgecap by Zeus 4×4 is a premium aluminium canopy built for serious 4×4 use, be it for work or remote-area touring.
It is designed and tested in Australia, making it suited to the harsh conditions that Australian owners expect to tackle. The company is 100-per-cent Australian owned, with products developed locally by engineers and experienced 4WD enthusiasts, ensuring high standards of quality and reliability.
The canopy features a fully welded, high-grade aluminium build. This keeps weight down while providing greater strength and corrosion resistance compared with fibreglass or cheaper alloy canopies. Internal bracing and tub-strengthening integration reduce flex under load, giving superior rigidity over rough terrain.
With a 200kg dynamic roof load rating, the canopy can safely carry rooftop tents, awnings, solar panels and recovery gear. Large lift-up doors on both sides provide ergonomic, quick access to gear, making loading and unloading faster and easier than traditional fixed-window designs. Premium automotive-grade seals protect contents from dust and water ingress in all conditions.
The interior is modular, accepting shelves, drawers, platform systems, fridge slides and power panels. This allows builds to be tailored for touring setups or tradespeople’s storage requirements. Modern, aggressive styling also matches contemporary 4×4 body lines, giving a functional yet purposeful appearance.
Whether heading into remote back-country, hauling gear for work, or setting up a weekend touring rig, the Ridgecap combines strength, accessibility and adaptability in a single robust package.
Off-road enthusiasts can now see how clean and efficient their next purchase could be, with the NSW Government’s Vehicle Emissions Star Rating (VESR) now integrated into RedBook.
Developed by the NSW Department of Climate Change, Energy, the Environment and Water (DCCEEW), VESR gives eligible light vehicles (classified as less than 4.5 tonnes) sold in Australia since 2004 a six-star rating based on tailpipe CO₂ emissions – the more stars, the lower the emissions. For 4×4 buyers, this provides a simple way to compare not just environmental impact but potential running costs for that next trip around Australia.
RedBook users can filter search results by VESR, see star ratings alongside vehicle listings, and use the customisable calculator to estimate yearly fuel or energy savings based on their own driving patterns.
“This collaboration puts reliable emissions, fuel and energy cost information directly in front of people when they’re researching their next car, whether new or used,” said Terry Niemeier, NSW DCCEEW Director Transport Electrification and Safeguard. “It means NSW households can compare options quickly and confidently and understand the long-term benefits of choosing a lower-emissions vehicle.”
The NSW Net Zero Plan 2020-2030 sets the state’s roadmap to cut emissions and support cleaner, more efficient transport; while Australia as a whole aims for net zero emissions by 2050. Under the federal New Vehicle Efficiency Standard (NVES), which came into effect in January 2025, manufacturers of new light vehicles including SUVs, utes and 4WDs under 4.5 tonnes, must meet annual fleet-average CO₂ emissions targets.
While no engines or models are banned, manufacturers must balance higher-emitting vehicles with more fuel-efficient, hybrid or electric options to comply, earning or trading credits if they outperform or underperform the targets.
The NVES is designed to bring cleaner, more fuel-efficient vehicles into the market, supporting long-term cost savings and lower emissions, while tools like VESR make it easier for 4×4 buyers to compare environmental impact and running costs without compromising towing, touring or off-road capability.
By combining emissions data with practical running costs, the NSW Government aims to help 4×4 buyers make informed, climate-conscious decisions – even when choosing larger touring or off-road vehicles.
A 70 Series is primarily a work and touring vehicle, designed for prolonged exposure to heat, dust, corrugations and sustained load.
That operating environment places constant stress on every component fitted to it, and over time it exposes which upgrades are genuinely fit for purpose. We’ve run a few 70 Series over the years, and our current project LC79 GXL is loaded with quality aftermarket equipment. That experience has shown that lower-quality gear doesn’t just fail sooner, it makes ownership harder in the short term as well. Rattles develop, fasteners loosen, components fatigue and parts begin to work loose. Over time, the effort spent removing, repairing and replacing items adds up quickly, both in time and cost.
Extended sun exposure accelerates material degradation, fine dust works its way into joints and mechanisms, and corrugations place constant load on mounts and fasteners. After a few thousand kilometres, the difference between well-engineered accessories and marginal ones becomes clear.
Equipment that feels secure in urban or light-duty use can loosen, rattle or degrade after extended corrugated travel. Latches lose tension, drawers begin to chatter, and dust ingress increases as tolerances open up. On our LC79 project, we’ve seen how even small compromises in fitment or materials can create ongoing maintenance issues that erode the vehicle’s usability.
Why some upgrades fail
Most failures trace back to basic engineering compromises that don’t align with how a 70 Series is actually used.
Materials may look acceptable initially, but without proper UV stability they fade, harden and crack over time. Fastening systems designed for light or intermittent use cannot maintain preload under constant vibration. Generic fitments rarely sit perfectly in a 70 Series cabin or chassis, which introduces movement and accelerates wear. Cosmetic finishes add little protection against long-term exposure and no structural resilience. These weaknesses rarely appear in short-term use; they emerge under continuous exposure to Australia’s harsh elements.
In our experience, most owners replace at least one interior or utility upgrade within the first year. The first extended trip is usually enough to reveal rattles, loosened mounts, degraded materials or latch failures. What initially appears cost-effective often proves expensive when factoring in the time, effort and repeated replacements. Running lower-quality equipment may seem cheaper upfront, but the cumulative cost of failure quickly exceeds the price of a well-engineered solution.
How to choose upgrades that last
Selecting durable upgrades for a 70 Series means prioritising long-term performance over short-term savings.
Materials should be UV-stable and corrosion resistant, mounting systems designed to handle constant vibration, and fitment precise enough to prevent movement and noise. Warranties can provide some confidence, but real-world evidence matters more. We can attest that even high-spec components fail if not engineered for sustained Australian conditions. Our experience with the LC79 shows that upgrades also need to function as a system. Storage, lighting, protection and utility gear all interact, and failure in one area can compromise the performance of the entire setup.
Solutions for real conditions
Here are some of the top picks from the 70 Series Store to keep your 70 Series sorted for real-world Aussie touring.
Black Duck provides tailored, heavy-duty covers that protect factory seats while ensuring precise fitment for 70 Series interiors. For storage and organisation, Front Runner offers modular drawers, roof racks and load solutions designed to keep gear secure and accessible.
Interior refinement comes from Sunland Protection including a variety of dash mats. Safari Snorkels ensure reliable engine airflow in dusty or water-crossing conditions, maintaining performance where stock intakes would struggle.
Mudtamer provides a wide range of Aussie-made, heavy duty floor mats; while Manual, Power Fold or Electric Indicator towing mirrors from MSA 4×4 are the perfect addition for a caravan trip around the country. The Freezebrain AC amplifier is 100-per-cent plug-and-play; TAG provides a broad range of heavy-duty tow bars, as well as necessary wiring and recovery hitches; while a massive range of Redback exhaust equipment will take your 70 Series to the next level!
Build once, not twice
A 70 Series is a long-term vehicle, and upgrades should be treated the same way.
Components need to be engineered for sustained load, extended exposure and repeated use. Choosing solutions that meet these criteria up front reduces repeat replacements, minimises wasted time and prevents the frustration of gear failing in the field, lessons we’ve reinforced repeatedly while running our LC79 project.
The goal is not just reliability in isolation; it is a rig that performs consistently as a whole over years of real-world use.
Owning a 4WD isn’t just about where you go, it’s about how you protect what gets you there.
We all know that oil keeps your engine lubricated, but the unsung hero in every service bay is the oil filter, your first line of defence against wear, sludge and the inevitable dust and grit that comes with real-world Australian conditions. That’s why the new Penrite oil filter range is a game changer for 4×4 owners who demand build quality and performance without compromise.
Penrite has taken its almost 100-year legacy as Australia’s home-grown lubricant maker and applied that expertise to oil filtration with products engineered for real roads, outback tracks and everything in between. These aren’t generic filters re-badged and boxed, they’re purpose built with premium media that delivers 98 per cent plus filtration efficiency at 20 microns, so your engine oil stays cleaner for longer and your engine lives longer.
For the 4×4 crowd, convenience and durability matter just as much as protection. Penrite spin-on filters come with an integrated 19mm nut for easy removal, making that next oil and filter change quicker and easier, especially when you’re under the bonnet at home or out on the farm.
The robust steel canister with high burst pressure design stands up to heat and vibration, giving you peace of mind that the filter won’t fail when the going gets tough. A silicone anti-drain back valve retains oil in the filter at shutdown, helping prevent wear on cold starts, something every 4WD owner should care about, particularly after long idle times on jobs or camp mornings.
Cartridge-style filters aren’t left behind, either. Built to tight tolerances for modern housings, these deliver OEM-spec fitment and performance while still backing the same premium filtration media and sealing technology.
Pairing Penrite oil filters with Penrite engine oils brings a complete protection ecosystem together. Matched products ensure optimal oil quality is maintained through your service interval, enhancing performance and engine life whether you’re towing, navigating boggy creek crossings or cruising the highway. This integrated approach is exactly what 4×4 enthusiasts look for when choosing parts that deliver consistent, reliable results.
Availability is practical, too. The Penrite oil filter range is now stocked nationally through Supercheap Auto, making it easy to pick the right filter for your 4WD, either in store or online. If you’re unsure about compatibility, Penrite’s online REGO search tool helps you find the correct part number in seconds – no guessing, no wasted trips.
The bottom line for 4×4 owners is simple. You don’t want to cut corners on something as critical as oil filtration. Penrite’s new oil filters give you premium performance and reliability, engineered for tough conditions, paired with convenience that fits your service routine.
It’s protection that’s worth fitting yourself.
The superbly turned-out Y62 Nissan Patrol pictured here and on the cover of our February 2026 issue of the magazine reminded me of how much I’ve enjoyed driving the V8 Patrol over its long tenure in Australia.
We know this will be the last year of the Y62 and its glorious VK56 V8 engine, as it will be replaced by the Y63 Patrol with a turbocharged V6 petrol later this year. That vehicle has been on sale in left-hand-drive markets for more than a year already, and there’s no doubt the V6 will be a superb engine that will not only outperform the standard VK56 but be more refined and efficient.
It will, however, be missing that one key characteristic of the V8 that most red-blooded Australians love. There’s no replacing the sound of a V8 engine, and the VK56 has one of the sweetest-sounding growls ever to come out of a 4×4 vehicle – particularly when backed by a free-flowing aftermarket exhaust system, or even the bi-modal side-exiting system that Premcar fitted to the Patrol Warrior. It’s pure delight.
And it’s not just aural delight. The Y62 is no lightweight wagon and the VK56 does a stellar job of propelling the big Nissan across plains and tracks. Cap the engine with a Harrop supercharger kit and you have a real on- and off-road weapon!
In this age of EVs and hybrid powertrains, V8 engines are rapidly going out of fashion. We’ve lost them from Toyota, and soon Nissan. It seems the Chevrolet Silverado will be the last salvation for lovers of a bent-eight-powered 4×4. Ford has announced in the USA that it will stick with the V8 in its vehicles for as long as possible, but for Ford Australia this only relates to the Mustang, as the F-150 offered here only comes with a V6 engine. If you have the budget to afford a Mercedes-AMG G 63, then good luck to you!
Interestingly, there is hope from a manufacturer many wouldn’t expect a V8 from. GWM confirmed last year it was working on a V8 engine with a pair of turbochargers attached, which will be interesting to see if it makes it to Australia. Of all the automotive brands coming out of China, GWM has been the most successful in Australia, and its 4×4 offerings are getting better all the time.
The prospect of driving a V8-powered Tank 500 or Cannon Alpha sometime in the future gives a glimmer of hope that the V8 will live on.
These days, the typical 4×4 buyer is willing to part with a little extra of their hard-earned cash to step up to higher-spec variants, chasing maximum comfort, more tech, and enhanced safety – all while retaining the same rugged capability that makes utes essential tools for work and off-road adventures.
Base models still get the job done, but higher-spec trims make a tangible difference on long trips, daily drives, and when towing. But there’s a sweet spot for buyers who want the benefits of stepping up without paying flagship prices, and it’s found smack-bang in the $60 to $70K mid-range bracket.
Here, dual-cab 4×4 utes deliver most of the creature comforts, safety systems, and cabin tech of top-tier variants, while still keeping them accessible. Beyond just comfort, these mid-range models often hold their value better, as the combination of capability, features, and price makes them more appealing in the second-hand market than entry-level trims.
We’ve picked five of the best mid-range dual-cab utes currently on the market 👇
Toyota HiLux SR5 48V
- From $65,990
Move up to the HiLux SR5 and the shift is less about chasing luxury and more about improving day-to-day livability without compromising the ute’s core working credentials – a big reason this grade consistently outsells the lower trims.
The exterior gains are subtle but meaningful. 18-inch alloys, high-grade auto-levelling LED headlights, LED tail-lights, and darker exterior finishes lift the SR5 above the utilitarian look of entry models, while privacy glass and a powder-coated sports bar (pick-up) add both function and polish.
Inside, the SR5 makes its strongest case. A 12.3-inch digital driver display, dual-zone climate control, and an upgraded comfort package – including heated front seats and steering wheel, a cooled glove box, and an auto-dimming rear-view mirror – transform the HiLux into something far easier to live with across long workdays and touring stints. Wireless phone charging further reinforces its role as a genuine dual-purpose ute.
Toyota has also focused on refinement and control. A comfort-biased rear leaf suspension tune improves ride quality unladen, while larger front brakes and rear ventilated discs sharpen stopping performance – upgrades that pay dividends both on the highway and when towing. Practicality isn’t overlooked either. A damped tailgate with lift assist, front and rear parking sensors, and the Multi-Terrain Monitor (automatic pick-up) add confidence in tight worksites and off-road environments alike.
The SR5 hits the sweet spot in the HiLux line-up, delivering tangible comfort, tech, and refinement gains that explain why many buyers are prepared to spend more without stepping into top-tier pricing. Plus, as with any HiLux, it maintains strong resale value thanks to Toyota’s reliability and enduring popularity.
Ford Ranger XLT
- From $67,990
The Ranger XLT represents a popular step up from the XL and XLS work-focused trims. It keeps the Ranger’s proven chassis and drivetrain options – including the 2.0-litre turbo-diesel engines producing up to 154kW and 500Nm – while layering in comfort, technology, and safety features that make it far easier to live with day to day.
Compared with the lower-spec models, the XLT gains LED headlights with daytime running lights, 17-inch alloy wheels, a chrome-accented grille, body-coloured mirrors, and a black sports bar. Practical upgrades include a factory bedliner, 12V tub socket, rear tub lighting, and a front-mounted tow hook, all of which add genuine utility for work and touring use.
Inside, the XLT steps up with dual-zone climate control, a leather-wrapped steering wheel, Ford’s e-shifter, an auto-dimming rear-view mirror, and rain-sensing wipers. Technology is a major drawcard, headlined by the large 12-inch touchscreen with built-in satellite navigation and DAB+, backed by a strong safety suite including adaptive cruise control with lane centring and stop/go, rear parking sensors, and rear disc brakes.
Compared with Wildtrak and Platinum variants, the XLT misses out on premium touches such as leather upholstery, larger wheels, 360-degree camera systems, premium audio, and some higher-end driver aids. However, it delivers the core Ranger experience at a more attainable price point. Like the HiLux, it also maintains strong resale value in the used market.
Isuzu D‑Max LS‑U
- From $65,000
Step into the LS-U and the D-MAX starts to feel less like a bare-bones work tool and more like a ute buyers can comfortably live with day to day. The mid-spec grade layers in meaningful upgrades without touching the core 4×4 hardware.
Externally, the shift is obvious. Larger 18-inch alloys, chrome detailing, LED rear tail-lights, and silver side steps give it a more finished look, while practical additions such as heated, power-folding mirrors, a factory tow bar, and a tub liner (ute models) save buyers ticking option boxes later.
Inside is where the spending case really stacks up. The jump to a 9.0-inch infotainment system brings built-in navigation, wireless smartphone mirroring, and DAB+, paired with a larger 7.0-inch digital driver display. Dual-zone climate control, keyless entry and start, carpet flooring, and improved cabin materials move the D-MAX firmly into dual-purpose territory, while features like driver lumbar adjustment and an auto-dimming rear-view mirror make long stints behind the wheel easier.
Safety and usability also improve. Rear parking sensors complement the standard reversing camera, TPMS displays individual tyre pressures and temperatures on the main screen, and all the serious off-road gear remains intact, including Rough Terrain Mode and a rear diff lock on 4×4 models.
Mitsubishi Triton GSR
- From $62,290
The Triton GSR sits between $60 to $65K but effectively tops the Triton line-up. It retains the same proven drivetrain and Super Select II 4WD system as some of the lower-spec models, while adding meaningful upgrades.
Externally, the GSR is clearly differentiated with 18-inch black alloy wheels, a full blacked-out exterior theme, unique GSR badging, flared wheel arches, and a distinctive rear sailplane in place of a conventional sports bar. Inside, it steps up with leather-appointed seats with orange contrast stitching, heated front seats, a power-adjustable driver’s seat, upgraded soft-touch trim, and GSR-specific finishes.
The GSR also swaps the heavy-duty rear suspension used in work-focused trims for a more compliant standard-duty setup, improving ride comfort without sacrificing touring or towing capability. Added features such as a surround-view camera, tailgate assist, and standard tub liner further enhance day-to-day usability. While the GLS shares much of the underlying hardware, the GSR’s styling, standard leather, and comfort upgrades set it apart as the most complete Triton variant.
For buyers, the GSR delivers near-flagship presentation without flagship pricing, and that balance helps support better resale than lower-spec Tritons.
Mazda BT‑50 XTR
- From $63,700
The BT‑50 XTR offers a balance of comfort, capability, and practicality that explains why many buyers step up from the entry-level XT or XLS trims. Mechanically it shares the proven 3.0-litre turbo-diesel engine with the D-MAX.
Exterior upgrades include 18-inch alloy wheels, LED headlamps with auto-levelling, LED front fog lights, power-folding side mirrors, and side steps, giving the XTR a more refined and purposeful look while adding practical utility. Inside, it steps up with keyless entry with push-button start, dual-zone climate control, and an auto-dimming rear-view mirror, enhancing convenience and comfort on longer drives.
Technology and infotainment also see a boost at this level: A larger 9.0-inch touchscreen with satellite navigation, wireless Apple CarPlay/Android Auto, and an eight-speaker audio system replaces the smaller screens of lower trims. Cabin trim improvements, including a leather-wrapped steering wheel and gear knob, add to the premium feel without pushing the price into top-tier territory.
The XTR remains a compelling mid-range choice, offering features that matter for daily use and long-distance touring while also supporting strong resale value.
Why mid-range specs matter
- Safety and tech: Lane assist, adaptive cruise, extra airbags, and braking systems are often included in mid-range trims, improving safety for highway and towing work.
- Comfort and convenience: Better seats, climate control, and infotainment enhance long drives, family trips, or daily commuting.
- Capability enhancements: Some mid-range models feature upgraded suspension, multi-terrain modes, and larger wheels/tyres for better off-road handling.
- Resale advantage: Mid-spec utes retain value better because buyers in the used market prioritise convenience, safety, and comfort in addition to brand reputation.
Resale considerations in 2026
Trim level, feature content, and service history now strongly influence used 4×4 dual-cab pricing. Well-equipped mid-spec utes tend to sell faster and closer to their market value than bare-base models, making them a smart choice for buyers looking for a balance of new-car affordability and long-term investment.
Ford Australia has issued a safety recall for 244 examples of the 2022 Ranger and Everest, citing a transmission software defect that could cause the vehicle to stop unexpectedly.
The recall, listed as REC-006541 on the Australian Government’s Vehicle Recalls website, relates to an issue where the transmission may shift into Park unintentionally under specific conditions. According to the notice, if the vehicle’s battery state of charge drops below a critical level while travelling at speeds below 6km/h, the transmission software may command a shift into Park, causing the vehicle to suddenly stop.
In addition to the loss of drive, the rear brake lamps may not illuminate as intended during the event. This reduces warning to following traffic and increases the risk of a rear-end collision.
Ford has advised that even vehicles previously repaired under an earlier related recall campaign (23S40) must be returned, as further corrective action is required.
Ford Australia will contact affected owners directly and request they book their vehicle into an authorised Ford dealership. The remedy involves updating the vehicle’s software, and the work will be carried out free of charge.
Owners who are unsure whether their vehicle is affected are advised to check their VIN against the recall listing on the Vehicle Recalls website or contact Ford Australia directly.
RedBook has listed BYD’s Shark 6 cab‑chassis Dynamic at $55,900 before on‑road costs, undercutting the dual‑cab by roughly $2000 and giving BYD a foothold in the tradie and fleet market.
Certification documents that surfaced late last year confirmed the cab‑chassis would retain the core mechanical layout and much of the dual-cab ute’s front-end styling. Plus, it would carry over the 3260mm wheelbase.
It would, however, replace the factory tray with a bare chassis ready for custom trays, tool modules or canopies. Dropping the tray is expected to reduce the tare weight to 2565kg, making it 110kg lighter than the tray-equipped ute; while the gross vehicle mass will remain 3500kg, giving a usable payload of 935kg – well above the dual-cab’s 790kg.
Under the skin, a 1.5‑litre turbo petrol engine paired with dual electric motors produces 321kW and 650Nm, backed by a 29.6 kWh battery that allows around 100km of electric-only driving in the dual-cab. Range for the cab‑chassis is expected to be similar.
The Dynamic trim is expected to be stripped back, with BYD removing some interior luxuries such as the head‑up display, heated and ventilated seats, and larger infotainment screen.
Compared with diesel cab‑chassis rivals, both the HiLux WorkMate and Ford Ranger XL look better at a glance. The Shark delivers 2500kg towing and 935kg payload, while diesel-powered HiLux and Ranger alternatives can tow up to 3500kg and often have payload capacities in excess of 1000kg.
BYD has not confirmed a launch date, but the pricing on RedBook suggests the cab‑chassis could reach showrooms in the first half of 2026.
Update 1: Project X
By Matt Raudonikis
- Total kilometres: 1527km
- Average fuel use: 9.9L/100km
Following an extensive pre-launch media campaign, the Kia Tasman became the most talked-about new midsize 4×4 ute to hit the Australian market in 2025 – and not all of that talk was positive.
Even before it went on sale, it was clear that plenty of folk weren’t fans of the Tasman’s styling, particularly the look of its front end. The Tasman isn’t the first – and certainly won’t be the last – new vehicle to cop such criticism, but put the looks aside and take it for a drive, and your opinion might quickly change.
With all the interest surrounding the Tasman – and after completing a couple of road tests since its launch – we decided to add one to the fleet for three months to get a true feel for what the Kia ute is like to live with.
We chose the top-of-the-range Tasman X-Pro for this loan – not just for its extensive list of comfort and convenience features, but because it’s the model aimed squarely at off-road users, with a selectable rear diff lock, all-terrain tyres, extra off-road drive modes and no side steps.
Our first outing in the Tasman was as part of our extensive midsize 4×4 ute comparison – which you’ll be able to read all about soon.
At $75K, the X-Pro comes loaded with features – many of which we’ve already come to appreciate. These include a wide, roomy cabin fitted with supportive heated and cooled power-adjustable front seats; rear seats that slide and tilt forward; a pair of large, easy-to-read multimedia screens; dual wireless phone chargers; an integrated trailer brake controller with trailer setup checks; 17-inch alloys with all-terrain rubber; X-Trek crawl control; a selectable diff lock; and a large cargo bed.
The drivetrain is relatively smooth and quiet for a diesel ute. It’s powered by a 2.2-litre single-turbo diesel engine producing a claimed 155kW and 441Nm, backed by an eight-speed automatic transmission and a dual-range, part-time transfer case that also offers a 4×4 Auto mode for all-road, all-wheel-drive use.
This combo is a pleasure to drive both on- and off-road, however we do feel it’s a little underdone when you put your foot down for overtaking at highway speeds or when towing heavy loads.
Update 2: Through the lens
By Ellen Dewar
A week in the field gives 4X4 Australia’s resident photographer a close-up look at our Kia Tasman X-Pro.
In my Inner West street there’s no shortage personalities and vehicles. The rotating test-car fleet usually sparks lively debate, but nothing has divided opinions quite like the Kia Tasman. Its styling has prompted plenty of spirited comments, not all flattering. Then again, neither was ’90s baggy fashion, and that’s well and truly back – along with a resurgence of the music.
Like any new model, the Tasman takes a little getting used to. At 5ft 2, climbing in and out of vehicles can feel like a minor workout, and the Kia sits even taller than my FJ Cruiser. I briefly considered fitting a small step but quickly dismissed it as overcomplicating things. For now, getting aboard is treated as part of my fitness routine – made easier by the well-placed grab handles.
Inside, the cabin feels refined. The layout is modern and easy to settle into once the start button is located – tucked cheekily behind the steering wheel, it isn’t immediately intuitive. The seats are well-cushioned and supportive, making long drives comfortable, while visibility is excellent, though shorter drivers will need to adjust the seat carefully.
Cabin noise is minimal, and the infotainment system is straightforward, though, like all new tech, it can distract until you’re familiar with its features. Apple CarPlay proved a little frustrating when trying to switch to local radio – multiple button presses were required, and even after several attempts, I still couldn’t recall the exact sequence.
Over 10 days with the Tasman as my workhorse, the first task was shed-cleaning at my parents’ property, followed by a long week at Wheels Car of the Year (COTY). The tub lining is excellent for stress-free loading, with ample tie-down points to secure gear. Hitching a trailer was straightforward: the rear camera provided a clear view for alignment, and the standard 7-pin flat configuration made connections easy. Lights, indicators and brakes all performed as expected, though the trailer-signal icon repeatedly flashed on the dash despite correct connections. Likely caused by the trailer’s LED rear lights and older wiring, it was more of an annoyance than a functional problem.
One noticeable limitation was the Tasman’s small side mirrors. Combined with its width, standard box trailers are invisible, even on bends, only reappearing at T-intersections. Larger mirrors would improve confidence when towing. Still, towing itself was good, even over bigger bumps on country roads. The ride feels firm, but the Tasman handled a load with ease.
Without a tonneau cover or canopy, the Tasman highlights just how exposed utes can be when carrying expensive gear. Fortunately, the rear cabin is generous, allowing camera equipment to be neatly stacked on the floor and seats while remaining easily accessible.
At COTY, Victoria threw everything at it – sun, rain, and gale-force winds and the Tasman handled it all. It drove confidently across wet, twisty Gippsland roads, pulling into muddy or gravel areas without hesitation, a godsend for this job. With tougher all-terrain tyres, it would be even more capable. Its height was also useful, doubling as a stable platform for wide multi-car setups and tracking shots at Lang Lang’s speed bowl.
Over my days of testing, the Tasman impressed with its comfort and practicality. It’s easy to drive and genuinely useful for work. While its styling divides opinion, it certainly gets people talking. City parking can be a challenge due to its size, but as a workhorse it’s outstanding. Fitted with a canopy, it would be even better for both work and weekend adventures.
Update 3: The little things
By Matt Raudonikis
- Total kilometres: 4740km
- Average fuel use: 9.4L/100km
Living with the Tasman has its pros and cons, and it’s the little things that make all the difference.
When you have a vehicle as well equipped as the Tasman in top-of-the-range X-Pro trim, it’s the little things you notice over time that you come to appreciate – along with a few areas that could be better.
One of the standout features is the well-appointed and accommodating Tasman cabin, so let’s start with the front seats. As you’d expect in a top-of-the-line model, the seats are power adjustable to get you into the ideal driving position. They’re leather trimmed, and the front seats also feature heating and ventilation.
My favourite thing about the seats is the way the backrest follows your spine upwards, and the fact the headrests are adjustable fore and aft to position them close to the back of your head. This not only makes the seats comfortable on a long drive, but also improves safety in the event of an accident, as proper head, neck and back support is critical.
Less impressive is the placement of the seat heating and ventilation controls. The buttons are positioned too far forward on the doors, making it difficult to see the icons when operating them. That said, once you know where they are, they’re easy enough to find by feel.
Some drivers have complained about the usability of the column-mounted gear selector and ignition button, but I found both familiar after just a day or two. The layout also places the start button on the correct side of the column, making it easy to locate when getting into the car. The steering column is power adjustable for reach and height, but I wish it extended further back, as I found myself reaching forward to the steering wheel while driving. That’s an issue I encounter in many vehicles, as I have relatively long legs.
The placement of the USB ports on the inside edges of the front seats is clever, as it makes them easy to find and access for both front and rear passengers. There are additional USB ports in the centre console for front-seat occupants. The seatback pockets are also handy, and the rear seat slide and tilt function is excellent for rear passenger comfort. However, this functionality prevents the rear seat from folding up to create additional cargo space.
Up front, the dual 12.3-inch screens for multimedia, instruments and HVAC are well executed, with all functions within easy reach of the driver. I also liked being able to select a dash layout with round analogue-style gauges for a more traditional look, while still having quick access to tyre pressure and trip information screens.
I wasn’t a fan of wireless charging after having a phone damaged by an earlier system, but the two wireless chargers in the Tasman’s centre console haven’t overheated at all. It’s become second nature to drop my phone in there for charging and CarPlay as soon as I jump in the Kia.
One quirk of the media system is that if you’re listening to the radio and open Maps for navigation, the system automatically switches audio to CarPlay and cuts the radio. That proved frustrating, although we did find a workaround at the time – I just wish I could remember what it was. While most HVAC controls are handled via large buttons low in the centre stack, the HVAC display itself sits behind the steering wheel, meaning you need to look around the rim to see it.
Outside, I like the fact the Tasman doesn’t have side steps. I’m tall and find steps often get in the way when getting in and out, while also brushing against your jeans and getting them dirty. The plastic side steps fitted to many utes are also usually among the first things to be torn off when driving off-road. That said, some shorter drivers may miss having a step to aid entry. Also outside, the X-Pro features handy tie-down points in the tray, with the usual four in the corners plus adjustable points along the sides of the bed. There’s also a power outlet in the tray.
For me, the positives of the Tasman X-Pro far outweigh the negatives, and it’s become my favourite four-wheel drive ute to drive on a daily basis. In many ways, the Tasman has set the benchmark for future utes to chase.
Is it too much to expect a modern 4.5-litre V8 diesel to hold top gear while cruising on the highway in a Toyota LandCruiser? A 3.0-litre European six will manage it easily enough, but apparently not Toyota’s 1VD-FTV engine.
We all know the Toyota V8 is a lazy engine that does its best work at low speeds, but a recent drive from Mansfield back to Melbourne highlighted just how ordinary its highway performance can be.
Our Cruiser was perfectly fine for long highway trips in stock standard form. However, once we fitted taller tyres and loaded it up with accessories in the back, it really started to feel the extra weight. On that run home from the mountains, the Cruiser simply wouldn’t hold top gear at the speed limit whenever the road pointed even slightly uphill.
Luckily, the lack of performance is a well-known shortcoming, and Australia has a strong aftermarket industry offering proven solutions. On the recommendation of an industry mate, we contacted Melbourne’s Horsepower Factory (HP-F) to sort the Cruiser out.
HP-F has been in the business of improving the performance of modern vehicles for more than 40 years. While the company built its reputation hotting up Holdens, Fords and other performance cars, it has since turned its attention – and considerable experience – to the four-wheel drive market in line with changing trends.
Diesel Tune Australia is part of the HP-F operation and, as the name suggests, specialises in tuning modern diesel engines as found in four-wheel drives. With two chassis dynamometers onsite at its sprawling Dandenong facility, HP-F is able to build and tune everything from torque-heavy touring 4x4s through to high-horsepower race cars.
Spending a couple of days onsite while work was carried out on our LandCruiser was a treat for the senses, with a constant stream of machinery coming and going and the unmistakable sound of high-revving V8s echoing from the performance dyno. While the LandCruiser was never going to reach such dizzying engine speeds, the machinery surrounding it made it clear we were in the right place.
HP-F offers a range of performance packages for Toyota’s V8 diesel, depending on what owners want from their vehicle. Packages run from Stage 1 through to Stage 4, with the top-tier option quoted at more than 1000Nm – well over double the standard engine’s torque output.
Stage 1 V8 upgrade: Torque and power gains
After talking through our needs with Matt Jackson at HP-F, we settled on the Stage 1 package as the best fit for how we use our LandCruiser.
That tune is quoted at 650Nm and 195kW, up from the factory 430Nm and 131kW. More important than the headline numbers, though, is how the torque arrives earlier and lower in the rev range – exactly where a touring four-wheel drive needs it. The HP-F upgrade is more than just an ECU tune. It’s a complete package based around the Diesel Tune Australia calibration, but it also includes the supporting hardware required to make the gains reliable and durable over the long term.
For the LandCruiser V8 tune, this package includes a 4-inch Manta replacement exhaust system, an upgraded clutch to cope with the increased torque, a Safari replacement intake snorkel head, and an oil catch can. The full tune and installation process takes around a day at HP-F, assuming everything goes to plan.
The first step is to strap the vehicle onto the dyno to establish a baseline, confirming where it’s at and ensuring everything is in good health. Our LandCruiser was relatively new at the time of the upgrade, with less than 20,000km on the clock. On the rollers it produced 96kW and 293Nm at the 34-inch tyres. With the baseline recorded, it was then off to the workshop, where the side steps were removed to allow the factory exhaust system to come out, followed by removal of the gearbox crossmember so the gearbox and clutch could be dropped.
For our clutch upgrade, we’ve gone with the X-Series Organic kit from Xtreme Outback. This is the brand’s latest release for the VDJ LandCruiser and is designed to handle up to 870Nm, so it should be more than capable of coping with the increased output of our Toyota. To ensure it does the job properly, the pressure plate is rated to 1600kg and is actuated by a new self-adjusting slave cylinder. This setup is designed to maintain consistent clutch feel and engagement as the clutch wears over time.
The kit also includes a replacement steel flywheel, which is a beautifully made piece of hardware in its own right. In fact, the entire package is impressive, with all the required components supplied to complete the installation, including a nanosized alignment tool, dual-friction clutch plate and the slave cylinder.
Initial driving impressions are positive. The clutch feels no heavier than the factory unit but delivers a precise, positive pick-up that’s easy to live with in day-to-day driving.
Exhaust, clutch and supporting hardware
The 4-inch stainless-steel DPF-back exhaust system is an equally impressive piece of kit.
It dwarfs the factory exhaust while following the same route beneath the vehicle. The system deletes the rear muffler, as the DPF already takes care of most exhaust noise, leaving the Cruiser with a deep burble at idle and a purposeful note when you put your foot down. The V8 LandCruiser finally sounds the way it should. Importantly, the large stainless-steel outlet clears our Marks 4WD high-clearance towbar, and the system is also designed to allow space for long-range fuel tanks and rear airbag suspension.
With the new clutch and exhaust fitted, the gearbox reinstalled and the side steps bolted back on, it was time to fire the Cruiser up and head back to the dyno. Our vehicle already runs an upgraded snorkel, so there was no need to fit the revised intake.
On the dyno, the operator connects the Toyota to a laptop and uploads the tune into the ECU before spinning it up on the rollers. From there, variables such as boost pressure and delivery are adjusted to optimise the torque curve, while closely monitoring air/fuel ratios, exhaust gas temperatures and engine temperatures.
After several runs and incremental adjustments, the final results are impressive. Torque climbed to 548Nm and power to 133.5kW, up from the baseline 293Nm and 96kW. That’s a substantial improvement, and comfortably beyond what’s quoted for the Stage 1 upgrade. We’re more than happy with the numbers, though the real proof will be in how it drives.
Before handing the vehicle back, the team carried out an extended road test to ensure everything was operating exactly as it should, before we headed off for our own drive.
On- and off-road driving performance
Even though the DPF muffles much of the exhaust note, you can still hear the pleasant rumble of the V8 through the 4-inch system as soon as you turn the key. It’s a welcome sound after the muted factory exhaust note.
Likewise, the action of the Xtreme Outback clutch isn’t dramatically different from standard. It’s certainly no heavier, which is a good thing, and if anything the engagement feels smoother as you release it and take off. It’s only once we pull onto the highway and put our foot down that the Cruiser really comes to life, pulling hard as the gears roll past and reaching the speed limit quick smart. It now cruises comfortably in top gear and, importantly, holds it easily when climbing hills while touring.
The grunt is still there on steeper climbs in the lower gears, but the combination of the HP-F tune and supporting upgrades feels like it’s effectively gifted us an extra gear in most driving conditions.
Off-road, we pointed the Cruiser up a steep unsealed fire trail we’ve driven many times before. It’s the sort of climb you’d normally tackle in high-range four-wheel drive, yet the stock LC79 would bog down and require low range. With the tune and modifications in place, it held second gear high range all the way to the top without hesitation – an impressive transformation.
It’s this all-round drivability, particularly in the higher gears, that best highlights the difference the HP-F package delivers. Whether touring on the highway or climbing mountain tracks in the Alps, our LandCruiser is now a noticeably easier and more enjoyable vehicle to drive. It finally goes – and sounds – like a V8 diesel should.
Cost and what’s included
The Stage 1 HP-F upgrade for the DPF-equipped LC79 retails for $4160.
That price includes the ECU tune, 4-inch stainless-steel exhaust system, snorkel head, oil catch can, clutch upgrade, full installation, and before-and-after dynamometer testing. For our vehicle, we opted for the Xtreme Outback X-Series Organic clutch kit, which is priced at $2147.04 through Australian Clutch Services.