UPDATE: August 26, 2:06pm | Remember the worst roundabout that wasn’t even round? Yeah, that one. Well, the Sydney Morning Herald has revealed the Liverpool City Council has had to spend $50,000 fixing it, bringing the total cost to just under $140,000.

The “Diamondabout” in Austral had drivers scratching their heads and even went viral worldwide – only to be removed days after it opened. Original story continues below 👇

A diamond-shaped roundabout in Austral, a suburb in Sydney’s south-west, has become the centre of confusion for drivers.

Recent drone footage, featured on the Today Show on Channel 9, reveals motorists struggling to navigate the intersection. Some are forced into multiple-point turns while others, frustrated by the layout, drive straight over the central structure to get through.

This roundabout is located within the Liverpool City Council area and stands out because of its unusual diamond shape. Unlike the standard roundabout, this design is unfamiliar to many drivers and is causing delays, near collisions, and traffic build-up during busy periods. Even the turning circle of a Toyota HiLux can be seen under pressure as drivers attempt to navigate the tight, angular layout.

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Liverpool City Council has admitted it is unclear how this design was approved, with an official investigation called to understand the decision-making process behind the roundabout’s construction. Aerial images show that there was ample space for a traditional circular roundabout, which raises further questions about the choice to use the diamond design.

Despite the challenges, there have been no major accidents reported so far. However, local residents and commuters say the roundabout causes ongoing frustration, especially for large trucks and drivers unfamiliar with the area. Many are hoping for improvements to make the intersection safer and easier to navigate.

The council is expected to review the situation and consider potential changes, which will likely include redesigning the roundabout at the taxpayer’s expense.

Speculation still surrounds the next-gen Toyota HiLux, but is there any concrete info we can actually take to the bank?

Spy shots from Thailand have confirmed earlier reports the HiLux may not be an all-new model but rather a heavily updated version of the current vehicle. Reports also indicate it will retain the ageing IMV platform, with significant changes to the front and rear ends, including a new hood, bumper, grille and headlights. However, the mid-section will remain largely untouched.

The HiLux is also expected to debut in Thailand in 2026, not 2025 as previously slated.

JUMP AHEAD

• August 2025: Single-cab spied ahead of global reveal
• August 2025: Interior leak reveals possible tech upgrade
• July 2025: HiLux could feature plug-in hybrid option
• June 2025: Multiple spy shots surface
• May 2025: Should I cash in on a deal, or wait for the new HiLux?
• VOTE: GR HiLux v Ranger
• Electric HiLux imagined
• Toyota new-model showcase
• How about a Prado ute?
• New Tacoma revealed!
• Mild-hybrid HiLux looking likely
• New 2025 HiLux imagined
• When will the new HiLux be revealed?
• New HiLux & Fortuner based on Tacoma

August 2025: Single-cab spied ahead of global reveal

New spy photos of the 2026 Toyota HiLux single-cab have surfaced ahead of its global reveal later this year.

Shared by Indonesian publication AutonetMagz on Instagram, the images show the single-cab with a refreshed front end, featuring slimmer headlights and a new grille, similar to updates seen on previously spied dual-cab models.

August 2025: Interior leak reveals possible tech upgrade

Instagram account @cars_secrets has shared leaked images showing what it reports to be the interior of the next-generation 2026 Toyota HiLux. 

While nothing is official yet, these pictures suggest a much-needed update, with a focus on better technology and a more practical layout. The biggest change appears to be the addition of two 12.3-inch screens – one for the driver’s instruments and the other for infotainment. That’s a big step up from the current HiLux’s smaller 8.0-inch screen, and it should help to modernise and simplify the cabin.

July 2025: HiLux could feature plug-in hybrid option

A report out of Japan has shed new light on what to expect from the next-generation Toyota HiLux, with Best Car magazine claiming the updated ute will be available with a plug-in hybrid option when it arrives next year.

If the report proves accurate, it’ll be a major shift for Australia’s top-selling ute, which has so far only flirted with electrification through mild-hybrid diesel tech. The addition of a plug-in hybrid (PHEV) would see the HiLux take the fight to new-age rivals like the BYD Shark, GWM Cannon Alpha and upcoming Ford Ranger PHEV.

June 2025: Spy shots surface

More spy shots of the 2026 Toyota HiLux have surfaced on social media, following an earlier batch that emerged earlier this year.

Earlier reports published in 2024 indicated that the next-gen HiLux would not be an all-new vehicle as expected, but rather it would carry over its existing and ageing IMV platform. Spy shots appear to verify those claims.

May 2025: Should I cash in on a deal, or wait for the new HiLux?

With sales firing up across the country, 4×4 and camping enthusiasts are weighing up a familiar decision: Jump on a deal or wait for a next-gen model.

This is pertinent for the Toyota HiLux, with both updated and next-gen models landing over the next 18 months. However, for those gearing up for a trip or setting up a new touring rig, sharp runout pricing and dealer incentives are making it hard to look past the current model.

GR HiLux or Ford Ranger: Which would you take?

Toyota has finally done the Wildtrak-rivalling GR Sport with the current HiLux, but could we see a proper hero ute headline the next generation? Go vote!

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How about a Prado ute?

While we wait for Toyota to unveil its next-gen HiLux, we’ve had a go at imagining how a new ute might look if it were based on the 2024 Prado, unveiled in August.

Here’s the new ?!

Here it is, Toyota’s new-gen Tacoma.

Get all the details at the link below, or continue reading our 2024 HiLux story here.

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Mild-hybrid HiLux looking likely

New reports suggest the HiLux and Fortuner could cop a mild-hybrid powertrain, instead of a traditional one

New HiLux rendered with next-gen Tacoma vibes

With official design patent application images of the next-generation Toyota Tacoma appearing online in January, we swooped on the opportunity to imagine how the related new HiLux might look.

As we outlined in our earlier story below, the new HiLux is expected to ride on the same TNGA-based platform that will underpin the next Tacoma – a light-duty ute that has long been popular in the North American market.

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Recent generations of HiLux have seen the company’s Asian-market models follow their own styling cues, but we expect the new model to pull much closer to the bolder styling of its North American trucks.

Realistically, the company will need the new HiLux to carry a bold and powerful look, with Ford’s new Ranger proving popular in its new look inspired by the ‘F trucks’ sold in the US.

Indeed, the local business will be keen to get a new-gen HiLux into market as quickly as possible, with the new Ranger now regularly winning the monthly sales battle.

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If the new HiLux looks anything like our speculative images here, it could prove more popular than ever before.

As for timing, the absence of any official word from Toyota, let alone any spy photos, suggests the new model is more than a year away from debut.

At this stage, we’d expect to see the new model debut in time for the 2025 model year – either late next year or early in the 2025 calendar year.

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When will the HiLux be replaced with a new model?

It’s getting on a bit…

The current HiLux made its Australian debut in late 2015, before picking up a more stylish facelift in mid 2020. Since then, Toyota has enhanced the HiLux range further with a widened Rogue and a sorta-kinda hero GR Sport model, the latter due here in the second half of 2023.

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The story to here

September 2021: New HiLux, Fortuner to share platform with Tacoma

Ben Zachariah

Toyota will align four of its most popular models in the coming years by utilising its new chassis architecture.

According to a report in US publication Motor Trend, the next-generation Toyota’s popular HiLux ute and its Fortuner SUV equivalent will share the TNGA modular platform with the Toyota Tacoma pick-up and 4Runner SUV.

The move to the Toyota New Global Architecture (TNGA) unites the Tacoma and 4Runner – models only sold in the Americas – with HiLuxes and Fortuners sold in the rest of the world.

With a new model unveiled this week, the Tundra is the carmaker’s full-size pick-up, competing against the likes of the Ford F-150, Ram 1500, and Chevrolet Silverado – while the smaller Tacoma evolved from an earlier version of the HiLux.

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Just as the Fortuner is the SUV version of the HiLux, the ageing 4Runner is similarly related to the Tacoma, as well as sharing bloodlines with the FJ Cruiser and LandCruiser Prado 150 Series.

It’s likely the Japanese manufacturer will adopt a similar strategy to the new Tundra, which shares its TNGA-F underpinnings with the new LandCruiser 300 Series. While the ladder chassis allows any body to be fitted, both vehicles use near-identical powertrains and suspension design.

Exactly how similar Australia’s Toyota ute is to its American cousin remains to be seen, with the next-generation HiLux not due to arrive until at least 2025.

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New spy photos of the 2026 Toyota HiLux single-cab have surfaced ahead of its global reveal later this year. 

Shared by Indonesian publication AutonetMagz on Instagram, the images show the single-cab with a refreshed front end, featuring slimmer headlights and a new grille, similar to updates seen on previously spied dual-cab models.

Earlier spy shots of the dual-cab HiLux offered a broader view of the ute during testing in Thailand. They revealed a redesigned rear with updated tail-lights, while the mid-section remains largely unchanged, suggesting a major facelift rather than a full redesign.

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Despite earlier rumours of an all-new model, the HiLux is expected to retain its IMV platform with substantial updates rather than adopting Toyota’s TNGA-F architecture used by the Tundra, Prado, and 300 Series.

Interior leaks from Instagram account @cars_secrets indicate a significant tech upgrade, including two 12.3-inch screens—one for the driver’s instruments and another for infotainment—replacing the current 8.0-inch display. The cabin takes styling cues from the LandCruiser Prado, with an infotainment system similar to models already sold overseas.

Power is expected from the familiar 1GD 2.8-litre and 2GD 2.4-litre four-cylinder turbo-diesels, potentially updated for stricter emissions standards. There is also speculation of a plug-in hybrid (PHEV) variant, likely a 2.5-litre petrol-electric setup similar to the RAV4 PHEV, joining diesel and mild-hybrid options to help the HiLux compete with rivals like the Ford Ranger and BYD Shark.

The global debut is expected in Thailand in late 2025, with an Australian launch likely in early 2026.

MG’s first foray into the Australian dual-cab market has edged one step closer, with the brand opening pre-orders for its upcoming MGU9 ute.

MG is offering a $1000 introductory accessory credit to lure early buyers, allowing them to option their ute with gear for both work and play.

“Launching the MGU9 marks a significant step for us in Australia,” said Kevin Gannon, Business Director ICE of MG Motor Australia. “The MGU9 has been designed for and tested on our demanding urban highways, rural roads and trails to deliver the capability Australians demand from a ute, but with the innovation, comfort and value that MG has become known for.

“We are now welcoming pre-orders with a $1000 MG OEM accessory offer for those customers excited to be among the first to experience the MGU9,” added Gannon.

The MGU9 will combine a robust chassis with multi-link rear suspension (developed and tuned locally for Australian conditions) and a 3.5-tonne towing capacity. Inside, it offers a spacious, well-appointed cabin aimed at reducing fatigue, while the tub and foldable rear step add everyday practicality.

MG has also confirmed the U9 will run a 2.5-litre four-cylinder turbo-diesel, producing 160kW and 520Nm. Power is delivered through an eight-speed automatic and full-time all-wheel drive system. The ute measures 5500mm in length, 1997mm in width and 1860mm in height, with a 3300mm wheelbase. Ground clearance is set at 220mm, while wheel sizes will range from 18 to 20 inches, underscoring its off-road credentials.

Full specifications and pricing are still under wraps, but MG says more details will follow in the coming months. Pre-orders can be placed now via MG’s website or through local dealerships.

Ironman 4×4 has collaborated with BYD’s local distributor, EVDirect, to develop a range of aftermarket products that can be equipped to the all-new BYD Shark.

Consumers can simply add the factory-backed accessories when purchasing the vehicle, and the equipment will be installed and backed by BYD’s six-year, 150,000km warranty. The BYD Shark 6 will be priced at $57,900 at launch and features a GVM of 3500kg, kerb weight of 2710kg, and a braked towing capacity of 2500kg.

UPDATE: In August, Ironman 4×4 unveiled the first GVM Upgrade Kit for the Shark, raising payload from 790kg to 1140kg.

The kit – offered in Medium, Heavy, and Extra-Heavy options to suit unladen vehicles through to 900kg loads – is compatible with both new and existing Shark models, pre- or post-registration. Fitted with IM2.5 shock absorbers, the kit improves ride control and comfort while providing a 30-35 mm lift. Kits are priced from $4190 fitted and available through GVM-authorised Ironman 4×4 stores.

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The Australian-designed range of Ironman 4×4 accessories for the BYD Shark includes bull bars, roof racks, tonneau covers and canopies.

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Ironman 4×4 Raid bullbar with light bar: $4489

• Aluminium 4mm construction
• Low-profile single hoop design
• ADR compliant and crash tested
• Winch-ready
• 360° robot-welded
• Black powdercoated finish
• 2x 5T recovery points
• LED cube lights and light bar

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Ironman 4×4 Deluxe bullbar: $3892

• Aluminium 4mm construction
• Triple hoop design
• ADR compliant and crash tested
• Winch ready
• 360° robot-welded.
• Black powdercoated finish
• 2x 5T recovery points

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Ironman 4×4 Raid roof rack: $1913

• Extruded aluminium
• Wind deflector
• Accessory-ready top and side channels.
• Modular design
• Light bar and work-light compatible.
• Concealed fasteners
• Powder-coated black finish

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Ironman 4×4 tonneau cover: $2549 (manual); $3357 (electric)

• Electric or manual operation
• Internal dimmable light
• Internal drainage
• Interlocking panels
• Up to 100kg load
• Cross-bar compatible

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Ironman 4×4 canopy: $6209 (Glass); $6209 (Tradie Pack)

• Aluminium construction
• Incorporated roof rails
• Gas strut-assisted windows and doors
• Superior internal bracing
• Tub-strengthening brackets
• Pressure vent to reduce dust ingress.
• 12V wiring ready
• Powdercoated black finish

Other optional extras include 18-inch sport wheels, Toyo and BFGoodrich tyres, sports bars, floor mats, and seat covers. Customer deliveries are expected to begin in December 2024.

The upcoming Nissan ‘Y63’ Patrol is en-route to Australia, with Nissan officially unveiling the seventh-gen Patrol at an event in Abu Dhabi in September 2024.

It has lost its V8 grunt, with Nissan confirming the new-look Y63 Patrol will instead employ a 3.5-litre V6 twin-turbo that produces 425hp (317kW) and 700Nm, as well as a 236kW/386Nm 3.8-litre naturally aspirated V6. It may no longer have V8 power, but the Y63 is now the most powerful factory Patrol ever!

Want to know more? Here’s everything we know so far about the 2025 Nissan Y63 Patrol 👇

JUMP AHEAD

• August 25: Premcar-tuned QX80 concepts revealed in US
• May 25: Y63 Patrol to feature Aussie-made component
• January 25: USA pricing confirmed
• September 24: Y63 makes global debut
• August 24: Patrol teaser image revealed, honouring 1967 Patrol
• July 24: Presentation reveals Patrol silhouette
• March 24: Infiniti QX80 previews next-gen Patrol
• March 24: Y63 Patrol teased in future roadmap
• October 23: Y63 spied
• Patrol Warrior driven
• New Nissan Patrol rendered
• What we know about the new Patrol

August 2025: Premcar-tuned QX80 concepts revealed in US

Australia’s Premcar tweaks Y63 Infiniti show cars ahead of Y63 Patrol launch in Australia.

The Premcar badge was spotted on a pair of Infiniti QX80 show vehicles at the exclusive Quail event at Pebble Beach in California. The QX80 is the Infiniti version of the Nissan Patrol sold in the USA, and the Y63 platform is used for the current model there. The Y63 Patrol will replace the current Y62 in Australia in 2026, and the Infiniti show cars suggest that Premcar already has a package to improve the popular off-roader.

May 2025: Y63 Patrol to feature Aussie-made component

An Australian-made drivetrain housing will be a standard feature in every new Y63 Nissan Patrol built globally.

An important piece of equipment for the upcoming Nissan Y63 Patrol will be built in Australia at the brand’s Nissan Casting Australia Plant. The Australian factory based in Dandenong South, Victoria, will manufacture the final drive differential housing that will feature in every single Y63 Patrol produced. A key component of a vehicle’s drivetrain, the housing is a metal casing that protects the gears responsible for transferring power from the driveshaft to the wheels. This housing plays a vital role in ensuring smooth power delivery and protecting internal components from damage.

January 2025: US pricing confirmed

Potentially providing an indication of local pricing when the Y63 lobs in Australia, the all-new 2025 Nissan Patrol – dubbed the Armada in the USA – landed in dealerships across the United States at the end of 2024 with a Manufacturer’s Suggested Retail Price (MSRP) starting at US$56,520 (roughly AU$90,000).

That starting price is for the Armada SV 4×2. The most affordable 4×4 variant starts at US$59,520 (Armada SV 4×4; roughly AU$95,000), with the PRO-4X costing US$73,740 (roughly AU$118,000) and the range topping out with the Platinum Reserve at $79,990 (roughly AU$128,000). Comparatively, the current V8-powered Y62 Patrol is retailing in Australia for $88,900 (Ti), $101,600 (TiL) and $105,160 (Warrior).

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This is the first time the US has seen the PRO-4X in the Armada arsenal, with the variant adding all-terrain tyres, an electronic locking rear diff, Adaptive Electronic Air Suspension, underbody skid plates and an increased approach angle.

The 2025 Armada is powered by a 3.5-litre V6 twin-turbo petrol engine, which is paired with a nine-speed automatic transmission.

September 2024: Y63 makes global debut

Nissan has officially unveiled its all-new Patrol, but there’s no confirmation on when we should expect to see the off-roader in Australia.

Revealed at an event in Abu Dhabi, the seventh-generation Patrol wears a strikingly different design compared to its predecessors; employs a V6 twin-turbo engine paired with a nine-speed automatic transmission; and features customisable adaptive air suspension. Read all about it ?

August 2024: Teaser image revealed, honouring 1967 Patrol

Nissan USA has provided a glimpse of the badge and grille of its new Patrol – known as the Armada over there – in a teaser photo honouring the 1967 Patrol.

The red Nissan badge could indicate this is a top-spec variant, but not much else can be garnered from the image. However, the company has also revealed further news relating to the upcoming Patrol will be released on September 3, 2024 (USA time).

The 60 Series was the second generation of the Nissan Patrol, following the original 4W60 Series Patrol that was introduced by Nissan in 1951. The first-gen conquered Mount Fuji in Japan before being exported around the world, including to Australia.

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The reason the second-gen 1967 Patrol was chosen for this particular teaser shot is because it was the first generation of Nissan Patrol to be sold in the USA. It was a robust vehicle, too, with its ladder-style frame with leaf-spring suspension, 4.0-litre inline-six engine, three-speed manual transmission and selectable four-wheel drive, helping it become the first motor vehicle to cross the Simpson Desert – a feat achieved in 12 days in 1962.

July 2024: Presentation reveals Patrol silhouette

Nissan has revealed a glimpse of its next-gen Y63 Patrol, during an online presentation of the brand’s first-quarter financial results.

A shadowy outline of the Y63 – known as Armada in the USA – can be seen during the presentation, lurking behind its QX80 twin which it will share plenty of componentry. The QX80 – not expected to launch in Australia – will utilise a 336kW/698Nm 3.5-litre twin-turbo V6 petrol engine, prompting the expectation that the next Patrol will lose its V8 grunt.

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An earlier roadmap presentation in March 2024 hinted that the next-gen Patrol would be unveiled between April 2024 and March 2025. The Armada/Patrol is now expected to debut in the USA by March 2025, with a Middle East launch also expected.

Nissan’s President and CEO, Makoto Uchida, said during the presentation that the combination of corrective measures and new launches will help drive the brand’s recovery from a slow Q1.

March 2024: 2025 Infiniti QX80 previews next-gen Patrol

Infiniti has lifted the covers off its QX80, a luxurious SUV that will share componentry with the highly anticipated next-gen Nissan “Y63” Patrol when it eventually arrives.

March 2024: Next Patrol and Navara teased in future roadmap

Next Nissan Patrol and Navara teased in future roadmap presentation, which confirmed the all-new Patrol – sold as the Armada in North America – will launch between April 2024 and March 2025.

October 2023: 2025 Nissan Patrol spy photos leak

The next-generation Nissan Patrol has been spied testing in the US, where it’s known as the Armada.

Published to the Instagram page of spy photo specialist KindelAuto [↗], the photos show the new Patrol in light camouflage, captured from the front three-quarter view. The camouflage obscures most details, as is its job, but we can see some muscular guards and a tall gill vent behind the front wheel arch.

The grille also appears wider than we’ve proposed in our recent renders (scroll down!), but we’ll wait on a clearer view before revisiting that.

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2023 Nissan Patrol Warrior driven!

2025 Nissan Patrol imagined in new renderings

The new-generation 2025 Nissan Patrol is expected to be unveiled next year.

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As detailed below, we have already imagined the new Patrol, but with the recent debut of the Infiniti QX Monograph concept, Theottle [↗] has re-created our vision of the upcoming model – including a more-rugged Warrior version.

While the QX Monograph remains a concept, it previews the forthcoming QX80 – the Nissan Patrol’s luxury twin once sold in Australia.

The upright shape is described as “anti-wedge”, allowing for a more spacious interior. The glasshouse now wraps around the entire vehicle, while pop-out door handles replace traditional units – at least for the Infiniti version.

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The production version, expected in 2024, will likely resemble the concept with minor tweaks such as more conventional door frames, side mirrors, and smaller alloy wheels.

A production-ready Patrol prototype shown to US dealers was described as “Range Rover-like” with a more-rugged appearance, including new headlights and tail-lights, and an “all-new”, modernised interior.

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It is reported the 2025 Nissan Patrol will swap its naturally aspirated V8 for a downsized, twin-turbo petrol V6.

The new Patrol, which could adopt the ‘Y63’ codename, will also sport larger screens, updated active safety features, and additional features above the current model launched in 2010.

Under the bonnet will reportedly be a 316kW twin-turbocharged V6 petrol engine matched to a nine-speed automatic transmission.

Our earlier story, below, continues unchanged.

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2025 Nissan Patrol rendered

The next-generation 2025 Nissan Patrol off-roader is fast approaching.

US publication CarBuzz[↗] reports a concept previewing the second-generation Infiniti QX80 upper-large SUV will debut in June, dubbed QX80 Monograph. If that sounds familiar, a 2017 concept used the same name to preview the current QX80’s facelift, which arrived in Australia in early 2018 before the brand was shuttered locally by mid-2020.

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What does all this mean for the new Nissan Patrol?

The current Nissan Patrol – also badged as the Armada in North America – serves as the basis for the Infiniti QX80, and this should continue in new-generation form.

It isn’t unusual for a luxury spin-off to be unveiled first. For example, the all-new Lexus LM people-mover was revealed this week ahead of the related Toyota Alphard later this year.

With the new Patrol’s global reveal expected within the next 18 months, and the recent news surrounding the next-gen Patrol-based Infiniti QX80, we’ve put together a pair of renderings imagining the all-new Patrol.

An evolutionary design with Nissan’s latest design language is expected for the new Patrol, with hints from the smaller X-Trail and Pathfinder – including split headlights and a full-width strip connecting slimmer tail-lights.

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Not much is currently known about the 2025 Nissan Patrol; however, a report from early 2022 suggests it could switch to a twin-turbocharged petrol V6 – at least in North America.

Industry journal Automotive News was briefed by a Nissan dealership source in the United States, with the Patrol set to replace its current petrol V8 for a “more fuel-efficient” twin-turbo V6.

“Fuel efficiency is on everybody’s mind,” another insider told Automotive News. “If they can get the same horsepower and torque out of a V6, why not?”

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However, tough new vehicle regulations in the United States require a 28.3 per cent reduction in emissions through 2026 – a stark contrast to laws in Australia and Middle Eastern countries where more relaxed emission laws are enjoyed. (For now.)

The difference could mean Australia’s Nissan Patrol will continue with the 5.6-litre V8 for a number of years, before potentially moving to the V6.

Arch-rival Toyota replaced its 4.5-litre twin-turbo diesel V8 with a 3.3-litre twin-turbo diesel V6 in the LandCruiser 300 Series in 2021, mated to a 10-speed automatic transmission, while some markets received the option of a 3.4-litre twin-turbo petrol V6. This turbo-petrol powertrain is available in Australia in the related Lexus LX600.

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Nissan’s new twin-turbo V6 is tipped to be an all-new 3.5-litre unit paired with a nine-speed automatic transmission, though it’s believed to be unrelated to the Nissan Z’s engine. While details of the powertrain remain scarce, the new V6 would likely outperform the current petrol V8, which produces 298kW and 560Nm, with a six-speed automatic.

In addition to the twin-turbo V6, the Y63 may also feature an E-Power hybrid version to reduce emissions further. This would align with Nissan’s strategy to increase the number of electric and hybrid vehicles in its lineup. For local buyers, a more-rugged Patrol Warrior – set to debut later this year as a swansong for the current Y62 Patrol – should headline the new-generation range, provided the upcoming model proves popular.

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As with the Navara Warrior, it will be ‘re-manufactured’ by Melbourne-based Premcar, with changes tipped to include added ground clearance via a suspension lift, additional underbody protection, all-terrain Cooper AT3 tyres, black badging, and a sticker kit. A teaser image also confirmed the presence of a side-exit exhaust for the 4.6-litre petrol V8.

The next-generation 2025 Nissan Patrol – potentially codenamed Y63 – is expected to debut in 2025.

Ford has issued a recall for more than 6400 F-150 vehicles in Australia, for all variants built between 2023 and 2025.

The recall stems from a manufacturing defect that may cause the rear wheel hub bolts to loosen or break. Over time, this can damage the axle and hub splines, potentially resulting in the vehicle rolling while in park or losing motive power on the road.

While the problem will not cause the wheel to separate from the vehicle, Ford warns the risks are still significant. Unexpected vehicle movement or a sudden loss of drive could increase the chance of an accident, leading to injury or death to occupants, bystanders or other road users.

Ford Motor Company Australia will contact owners of affected vehicles and request they schedule an appointment with a dealer. Inspections and repairs will be completed free of charge.

In Australia, the Ford F-150 is offered in XLT and Lariat grades, each available with short-wheelbase (SWB) or long-wheelbase (LWB) body styles. All variants are powered by a 3.5-litre twin-turbo V6 petrol engine, paired to a 10-speed automatic transmission and four-wheel drive. 

The US-built dual-cab ute is converted to right-hand drive locally before sale, is rated to tow up to 4.5 tonnes braked, and offers a payload capacity of just over 700kg, depending on variant. 

Pricing starts from around $106,950 before on-road costs for the entry-level XLT, with the higher-spec Lariat positioned at the top of the range.

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.

JUMP AHEAD

• Pricing and value
• Engine and drivetrain
• Tyres and suspension
• Off-road capability
• On-road driving
• Payload and towing
• Recommended upgrades
• Cabin and technology
• Safety features
• Warranty and servicing
• Final verdict
• Specs

Pricing and value

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.

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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.

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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

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.

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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.

Mazda Australia has given its BT-50 a mid-life makeover for 2025, and we liked it so much on the launch drive, we’ve now added one to the 4×4 shed.

JUMP AHEAD

• Part 1: BT-50 GT joins the shed
• Part 2: Quick camping getaway
• Part 3: Road trippin’
• Part 4: Woods Point
• Part 5: Tough Mudder

Part 1: BT-50 GT joins our long-term garage

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.

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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.

• Kilometres since last update: 2260km
• Average fuel use: 9.8L/100km