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

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

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

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

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

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

Even if it exists only as a digital concept.

_{Source: https://www.instagram.com/kelsonik/?hl=en}

At the start of 2025, Toyota Australia sales and marketing boss Sean Hanley stated that Australia was set to reach “peak ute sales” on the back of yet another year of the Toyota HiLux and Ford Ranger dominating new-car sales in this country.

It looks like business as usual heading into the end of 2025, with the two popular utes again topping the sales charts – and that trend is set to continue into the new year, with the new HiLux coming on line and Ford introducing fresh Ranger variants.

Mr Hanley was pointing to a slowing in ute sales driven by the re-emergence of midsize all-wheel-drive SUVs such as the RAV4. This category now sits second behind 4×4 utes in overall sales and, for most private buyers, they make far more sense than a ute.

While utes are certainly practical and versatile vehicles, they are heavily compromised as daily family cars.

The cabins of midsize utes are a major compromise, particularly in the back seat, where most lack the space needed to carry adults – or adult-sized kids – in comfort over long distances. Yes, some of the newer utes are arriving with larger cabins and sliding rear seats to improve comfort, but they will never match the space or seat-back angle of an equivalent-sized 4×4 wagon.

While the internal size creates compromises, so do the external dimensions. These utes are big and getting bigger, and using one as your daily family runabout and shopping hauler can be a real pain. It’s fine if you rarely visit a shopping-centre carpark, but it quickly becomes an annoyance – and a risk of damage – if you do it regularly.

The long wheelbase of double-cab 4×4 utes also compromises their off-road ability, with low ground clearance and a poor ramp-over angle, while their IFS front ends typically lack wheel travel and traction.

While ute tubs are large enough to carry plenty of gear, they’re not secure unless you fit a canopy or roller shutter, and the GVM of most utes limits how much you can actually carry without resorting to further modifications.

I’ve always compared double-cab 4×4 utes to the venerable Swiss Army knife: they offer plenty of functions and gadgets, but none of them work as well as a single tool designed specifically for the job. The 12 utes in our Ute Of The Year test presented us with a sea of compromises.

Ford has the right idea in creating derivatives of the Ranger ute that are better suited to specific tasks. The Ranger Raptor sacrifices load capacity to deliver a superior ride and far better off-road performance, while the new Ranger Super Duty trades ride quality for unrivalled GVM and towing capacity. The Ranger SD and Raptor each have a more focused design and engineering brief, resulting in vehicles that do a far better job of their intended roles.

While regular Rangers and other utes of their ilk will be better for 90 per cent of users, they will never do any one job especially well. The Ranger Raptor and Super Duty, on the other hand, excel at the tasks they were built for.

About 60km north-west of the village of Eulo sits Alroy Station – a 60,000-acre working sheep and cattle property run by husband-and-wife team Mac and Mary Haig. 

The Haigs are old-school bush people, but they understand the need many of us have to get away from the crowd now and then. So they’ve set aside part of the vast property where visitors can get a real taste of what the outback is all about – space to camp pretty much wherever you want, with no signs telling you what you can’t do. 

The thing with Alroy is that you can stay as long as you like. For some travellers, Alroy is the destination; for others, it’s an overnight stop – or anything in between.

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Outback camping and amenities

Alroy might look a bit rough around the edges at first glance, but that’s the outback charm for you. 

The Haigs have struck the right balance, providing good, clean amenities while maintaining the ethos of bush camping. You can have a hot shower and visit a clean dunny without any qualms about hygiene. There’s also a well-set-up camp kitchen with the most impressive fuel stove I’ve seen in a long while. And for groups, catering can be arranged – think camp-oven dinners cooked over open fires beside the kitchen.

Every afternoon, either Mac or Mary will come by with a trailer full of *gidgee for your campfire. There used to be a few fireplaces here, but they were swept away in the floods that tore through between January and March earlier this year. But like most bush folk, Mac and Mary just got on with it, almost as if nothing had happened. Visiting places like this isn’t just good for the memories of your trip – it also helps the locals recover from those floods, one of the worst natural disasters to hit the Queensland outback in recent years.

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Scattered here and there are reminders of Alroy’s past – an old traction engine and other odds and ends that hint at a time when life was a lot tougher. In contrast, a couple of open-air tubs let you soak in warm artesian water beneath an endless sky. I didn’t try it myself, but I can imagine sinking into that tub at night, a star-filled outback sky overhead – pretty special.

This is red-soil country at its best. Not everyone wants to test their skills on a long outback journey, but at Alroy you can experience that mix of adventure with just the right amount of safety thrown in – not to mention a hot shower at the end of the day.

Things to do near Alroy Station

There’s no shortage of things to do here. 

The Yowah opal field isn’t far from Alroy’s front gate, and you can spend as long as you like “noodling” the mullock heaps for any chips of opal the miners might’ve missed. Then there’s the Eulo Queen Hotel just down the road – well, about 60km, but that’s not far in these parts. An historic outback pub if ever there was one, the Eulo Queen has a colourful past and a warm, easy-going welcome.

Also at Eulo is the Date Farm. Like the town itself, it sits on the Paroo River and offers a surprising range of products – including date wine. If bush pubs are your thing, another short drive (about 97km one way) will get you to the Toompine Pub – another true outback establishment where the beer’s cold and the food’s simple but tasty. It’s under new management, and Mac Haig reckons it’s well worth the drive.

You can’t help becoming a birdwatcher here – the birdlife is everywhere. I didn’t have a bird book, but a fellow traveller wandered by the camp, binoculars in hand, and seemed to know every species. Yowah Creek flows right through the campground, and there’s a fair chance of pulling a yabbie or two if you remembered to pack a trap. We missed out this time, but it was fun having a go. There’s no shortage of walking options either, and if fishing’s your thing, you might even hook a yellowbelly.

On Alroy itself, if you ask Mac, he’ll provide a mud map of the station so you can do some exploring not too far from camp. And if shearing or other station work is underway, you’re welcome to have a look and broaden your understanding of life in the bush.

Gidgee, pronounced “Gijee”, is an outback hardwood that’s broken plenty of stout hearts and good axes. But it makes brilliant firewood – it burns hot, and you don’t need much to get a good blaze going.

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Essential information

Contact info

Alroy is a working sheep and cattle station and can be a pretty busy place at times. You can call ahead on 0427 992 889 or email [email protected] – a good idea if you’re travelling in a large group or would like catering arranged. The Haigs have handled groups of up to 120 people, so they’ll be up to the challenge.

Supplies

Fuel is available at Eulo, but it’s an automated service – you’ll need to use your credit or debit card with no attendant present. You can stock up on basic supplies at Cunnamulla, 126km to the east. Apart from any catering you’ve organised, once you’re on Alroy you’ll need to be fully self-sufficient.

Communications

Mobile phone reception – at least for Telstra – is generally good on Alroy. The station uses UHF channel 10 for management purposes; you can monitor this channel, but if you’re travelling in a group, use another for your own comms.

Love them or hate them, there’s no denying midsize 4×4 utes are the hottest new-vehicle segment in Australia – and have been for years.

The Ford Ranger and Toyota HiLux have dominated 4×4 sales for what feels like forever, often topping the overall new-vehicle charts month after month, and for good reason: they combine rugged capability, proven reliability, and practicality for both work and adventure.

But dominance attracts challengers, and the traditional 4×4 players are now under serious attack from a wave of new brands out of Asia – manufacturers better known for electronics than hard-working utes. Their vehicles are relatively cheap, and in an era where every litre of fuel and dollar counts, these newcomers are capturing the attention of buyers looking for big utility without breaking the bank.

It’s been three years since we last ran a 4X4 Australia Ute of the Year test, and with so many new contenders already in market, we didn’t wait for the next wave – we got the testing done before the end of 2025. The line-up was a mix of stalwarts and disruptors, giving us a clear picture of where the segment sits today.

Even then, the market continued to evolve as we were wrapping up. The latest HiLux and Navara hit just weeks after our testing, Foton added a pair of Tunlands, BYD announced a new engine for its Shark PHEV, and GWM continues to refine and expand its ute range. With all this activity, there’s no doubt we’ll be back on the test loop again sooner rather than later in 2026 – and it’ll be just as fierce, just as competitive, and just as interesting for serious 4×4 enthusiasts.

JUMP AHEAD

• The judging criteria
• The testing procedure
• The contenders
• The winners
• How the judges scored each vehicle

The judging criteria

As always with our 4×4 Of The Year testing, the vehicles aren’t judged against each other but against established criteria.

These five key criteria have been refined over more than 30 years to best evaluate and rate each vehicle on its own merits. This approach allows us to fairly assess a broad range of vehicles within the same test. Each is scored individually against the criteria, and the results are then tallied to determine the overall standings. Each vehicle is scored out of 10 for each of the criteria to give a total score out of 50. The five criteria are 👇

1. Value for money

Judged according to a vehicle’s equipment level, safety features and price relative to its direct competitors. Just because a vehicle has a high price doesn’t mean it’s not good value in the same way a cheap vehicle doesn’t always represent good bang for your buck.

2. Breaking new ground

This refers to advancements in technology and design. How a vehicle has raised the bar in the class it fits in and taken 4x4s to a higher level. If a vehicle has the latest safety features, worthy engine technology or an advanced driveline, it will score well here.

3. Built tough

How strong a vehicle is and how well it will cope with the rigours of tough off-road driving environments. Will it be up to the task of carrying loads and outback travel, or fall apart at the first hurdle?

4. Doing the job

Judged according to a vehicle’s design brief. Does a high-end luxury ute have all the latest in comfort and convenience features, and do those features work in the real world? How well a ute carries a load, accommodates a family or tows a trailer all come into play here.

5. Bushability

How well a vehicle is equipped for off-road travel. Suitability of the standard tyres for rough roads, touring range, available accessories and underbody protection are just some of the factors considered here. Is this a vehicle you would choose to drive around Australia the rough way, or is it best left to the suburbs?

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The testing procedure

With a dozen utes to evaluate, we shook things up from our usual point-to-point, week-long convoy. Testing was held at Lerderderg State Park, just past Bacchus Marsh in Victoria, a location chosen deliberately to prioritise consistency and repeatability in all aspects of the evaluation.

The program ran over several days and combined multiple testing environments. Vehicles were put through a dedicated off-road circuit within the park, featuring steep climbs, scrabbly rock passes and challenging grades to ensure that each ute was tested under the same controlled conditions.

Alongside this, we ran a 45-minute mixed-surface road loop composed of bitumen and coarse gravel, and a towing loop where every vehicle was hooked up to an Offline Camper to see how they handled a load in real-world conditions.

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Each vehicle was tested in various configurations – with and without diff lockers, traction aids and all relevant 4×4 systems engaged – to provide a complete picture of capability. This ensured the off-road and towing evaluations reflected both stock performance and maximum-capability potential.

Judging duties were handled by 4X4 Australia editor Matt Raudonikis, veteran automotive tester Dave Morley, and towing and trailer specialist Tim Van Duyl. Add in a full crew of photographers, videographers, vehicle wranglers, and general roustabouts, and it made for a high-energy, hands-on production.

Following each run, Matt, Dave, and Tim scored the vehicles against our judging criteria (above). Scores were then collated to determine the overall winners, giving a balanced and rigorous assessment of the latest midsize 4×4 utes.

The contenders

For 2025, we assembled a dozen of the most popular, significant, and intriguing midsize 4×4 utes to drive, test, and rate.

The line-up included perennial favourites like the Ford Ranger, Toyota HiLux, Nissan Navara, and Mitsubishi Triton, alongside a trio of plug-in hybrid (PHEV) utes and a handful of newcomers still proving themselves in the Australian market – most notably the BYD Shark and LDV Terron 9.

Some notable absences need a mention. The VW Amarok wasn’t part of this year’s test as VW didn’t supply a vehicle, while heavy-duty models such as the LandCruiser 79, Ineos Grenadier Quartermaster, and Ranger Super Duty sit outside this segment and are reserved for future evaluations. Likewise, full-size American pickups are excluded – those will feature in a dedicated test down the track. We also left out a couple of true oddballs. The Ford Ranger Raptor and Jeep Gladiator occupy niches all their own. There’s nothing else quite like them on the market.

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During testing, we ran four separate awards to recognise standout vehicles in different categories:

• Best Overall 4×4 Ute: The complete package, blending capability, comfort, practicality, and value.
• Best Hybrid 4×4 Ute: Recognising the most capable plug-in or hybrid ute on the market.
• Best Adventure 4×4 Ute: The vehicle most ready to tackle off-road trails, bush touring, and exploration.
• Best 4×4 Ute Under $60,000: A nod to affordability without compromising core capability.

This approach allowed us to celebrate both the established champions of the segment and the bold newcomers shaking things up, giving a full picture of what Australia’s midsize 4×4 market looks like at the close of 2025.he established champions of the segment and the bold newcomers shaking things up, giving a full picture of what Australia’s midsize 4×4 market looks like at the close of 2025.

Here’s how the contenders fared:

The winners 🏆

Winning a 4X4 Australia Ute of the Year award is a big deal; it means a ute has been pushed hard on rigorous off‑road loops, towing circuits and rural roads. To earn a trophy means a vehicle has proved itself across capability, comfort, practicality and value in real Australian conditions.

Best Overall 4×4 Ute: Ford Ranger V6 Sport 🏆

The Ranger V6 Sport claimed the top honour by balancing power, refinement and practicality. Its V6 diesel delivers strong torque and smooth performance – whether towing, hauling or cruising – and its capable chassis and driveline suit a full range of duties from on‑road commuting to off‑road work. Across our testing loop, it proved the most complete package overall.

Best Hybrid 4×4 Ute: Ford Ranger Sport PHEV 🏆

In the hybrid ute class, the Ranger Sport PHEV beat the pack. The petrol‑electric powertrain offers a potent combined output while keeping the familiar Ranger handling and 4×4 capability. For buyers wanting hybrid efficiency without compromising towing or terrain ability, this was the standout.

Best Adventure 4×4 Ute: Nissan Navara PRO‑4X Warrior 🏆

The Navara PRO‑4X Warrior earned this title thanks to its off‑road‑ready upgrades, which include suspension tweaks, underbody protection, all‑terrain tyres and locking differentials. It proved strong, capable and ready to handle real bush tracks straight from the showroom.

Best 4×4 Ute Under $60,000 – KGM Musso 🏆

The KGM Musso took out this category for 2025. Despite its modest price, it delivers a well‑rounded ute package: 4×4 capability, a spacious and feature‑rich cabin, and surprising towing and load‑carrying numbers. For buyers after maximum bang for minimal buck, the Musso proved a standout.

How the judges scored each vehicle

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For the first time at our Ute of the Year testing, we included plug-in hybrid (PHEV) utes. Each had its own strengths, but one quickly stood out from the pack: the Ford Ranger Sport PHEV.

What made it shine? Simply put, it drives like a Ranger, and that’s a very good thing in our books. Unlike some EV‑derived pickups, the Ranger PHEV isn’t a bespoke design. It’s built on the existing T6 platform that underpins the current Ranger range. This proven foundation, combined with Australian-developed and tuned suspension, ensures the PHEV feels familiar yet capable, both on- and off-road.

JUMP AHEAD

• Key highlights
• How it drives
• Towing performance
• Specs
• Interior
• Verdict

Key highlights

For buyers seeking a hybrid 4×4 that doesn’t compromise on capability, the Ranger Sport PHEV offers:

• 2.3-litre EcoBoost petrol engine and 75kW electric motor (207kW/697Nm)
• 11.8 kWh battery with plug-in hybrid capability
• 10-speed automatic transmission with dual-range 4×4
• 3500kg towing capacity and strong payload
• Ranger‑proven chassis and Australian-tuned suspension
• Battery can power tools and appliances off-grid

How it drives: On- and off-road performance

Significantly, the Ranger PHEV is the only model in the Ranger line-up powered by a petrol engine. Under the bonnet sits Ford’s turbocharged 2.3‑litre EcoBoost four-cylinder, the same engine used in the VW Amarok, but unique within the Ranger range.

Paired with a 75kW electric motor and an 11.8kWh battery, the combined power output is 207kW at 4600rpm with 697Nm from just 2500rpm, exceeding even the diesel V6 in torque. The hybrid system feeds a 10-speed automatic transmission and a dual-range 4×4 transfer case, giving the PHEV the same on‑ and off-road capability as the ICE-only Ranger models.

On tarmac, the Ranger PHEV feels remarkably like a conventional Ranger: Smooth, composed and confident. Torque arrives early and consistently, making highway cruising, overtaking and load-carrying effortless. The petrol engine is quieter and more refined than the diesel V6, while the electric motor fills in any gaps in acceleration, giving the PHEV a linear and responsive feel. Steering and suspension are well-tuned, so long-distance drives remain comfortable, with minimal fatigue behind the wheel.

Off-road, the Ranger PHEV benefits from the same Australian-tuned suspension and dual-range 4×4 system as other Rangers. It tackles uneven tracks, mud and steep climbs with confidence. Traction is excellent, and the hybrid torque delivery helps smooth low-speed crawling.

The additional battery weight at the rear adds stability on slopes and rough terrain, although ground clearance is slightly lower than a standard Ranger due to the battery placement.

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Towing performance

Despite being a hybrid, the Ranger Sport PHEV handles towing like a conventional Ranger.

“It felt planted, it felt safe. The tow-tech built in is still the best around, but there is one catch: When you are underway the hybrid does little to offset fuel use as you are not harvesting energy unless braking,” said towing judge, Tim van Duyl. “The net result is fuel use in the mid‑ to high‑teens when testing; not ideal when the fuel tank is only 70 litres, yet it was by far and away the best of the PHEVs for towing.”

With a 3500kg towing capacity and a strong payload, the Ranger PHEV remains a practical workhorse. The hybrid battery can also power tools and appliances directly from the vehicle, adding extra utility for off-grid or worksite use.

Some compromises include the fixed cargo tub (no cab-chassis or service-body option) and a smaller 70-litre fuel tank due to the battery placement. EV-only range is very limited, so pure electric driving isn’t its strong suit.

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Interior comfort and practicality

The Ranger PHEV retains the well-known Ranger cabin that is practical and comfortable for long drives.

Seating, controls and ergonomics are intuitive, with dual-zone climate control, modern infotainment supporting Apple CarPlay and Android Auto, and plenty of storage for gear and personal items.

While it isn’t radically different from other Sport models, the PHEV benefits from the usual Ranger refinement and build quality, making it easy to live with on workdays, touring trips or off-road adventures.

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Why it won Best Hybrid 4×4 Ute

The Ranger Sport PHEV takes out our Best PHEV Ute award because it delivers a true Ranger experience with the advantages of hybrid technology:

• Ranger capability – Proven T6 chassis, dual-range 4×4, and Australian-tuned suspension.
• Hybrid performance – 207kW/697Nm for strong on- and off-road performance.
• Practical utility – 3500kg towing, solid payload, and battery-powered appliance capability.

Yes, it comes with some compromises – limited EV range, fixed cargo tub, and a smaller fuel tank –but judged purely on its driving experience, towing ability and overall practicality, it’s the standout PHEV in a growing market segment.

As the only V6-powered ute in this year’s test, the Ford Ranger V6 Sport started with a clear advantage over the competition.

In a segment dominated by four-cylinder diesel engines, the V6 gives the Ranger not just more power, but a smoother, more relaxed driving experience that’s immediately noticeable behind the wheel. The only other V6 diesel in this segment is the closely related Volkswagen Amarok, but VW didn’t respond to our request to supply a vehicle for testing – leaving the Ranger as the class benchmark.

Yes, choosing the V6 over the four-cylinder comes with a higher purchase price at the dealer, and fuel consumption is inevitably higher. But the benefits of the V6 powertrain far outweigh the extra costs.

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Interior
• Verdict

Powerful, capable and comfortable

The Ranger V6 Sport isn’t just about brute strength – it blends capability with comfort and practicality. Its V6 powertrain gives it smooth, torquey performance for towing, hauling, and everyday driving, while the Sport trim ensures the cabin remains comfortable and usable for long days on the road or in the bush.

Highlights include:

• Smooth, torquey 3.0‑litre V6 diesel with 10-speed automatic
• Full-time 4×4 with dual-range transfer case
• Integrated brake controller and Tow/Haul Mode for effortless towing
• Near-tonne payload and 3500kg max tow capacity
• Practical, comfortable Sport trim with durable materials
• Spacious, well-laid-out cabin suitable for long drives and off-road touring

How it drives: On and off-road

The V6 Ranger is smoother than any other ute in this group.

The engine is torquey and composed, with a relaxed gait whether you’re cruising the highway, tackling a mountain road, or hauling a load. Paired with its superb 10-speed automatic transmission, the V6 Ranger remains unsurpassed in this class.

Torque arrives early and consistently, and the engine runs smoothly under load. The Ranger maintains composure whether you’re on a long highway cruise, threading through winding mountain roads, or towing heavy gear off the beaten track. For anyone who wants a ute that feels effortless to drive, carries a load without fuss, and has genuine on-road and off-road capability, the V6 Sport immediately stands out as the class leader.

Full-time 4×4 via a dual-range transfer case, combined with a suite of clever towing technologies, ensures that even heavy tasks or off-road challenges feel controlled and manageable. Whether loaded or light, the Ranger V6 instils confidence behind the wheel, giving the driver a sense of command no matter the terrain.

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Engine and towing performance

The Ranger V6 scored strongly across our key categories: Doing the Job, Bushability, and Built Tough.

Fuel consumption is slightly higher than the smaller engines – around 12–14 L/100 km on our cycle – roughly 2 L/100 km more than the most economical competitor. But when you factor in the Ranger’s ability to carry north of 500kg while towing near its limits, the numbers are impressive. This combination of capacity, control, and smoothness makes the Ranger V6 the clear leader for serious towing work.

The 3.0‑litre V6 turbo-diesel engine produces184kW at 3250rpm and 600Nm of torque from 1750-2250 rpm, paired with a 10-speed automatic transmission. This powertrain delivers smooth, torquey performance for towing, hauling, and everyday driving, while the Sport trim ensures the cabin remains comfortable and usable for long days on the road or in the bush.

It was the standout performer when towing the Offline camper, maintaining impressive poise and composure even on the roughest sections of the drive loop. As Tim states, the V6 Ranger emerged as the clear winner.

“Owners can expect to use a bit more fuel than smaller engines – we saw around 12-14L/100km on our cycle which was about 2L/100 more than the best performer on the day – but go back to the numbers and this is one of the few utes that can carry north of 500kg (not taking into account ball weight) while towing at its limit… rare, impressive. It’s the clear winner” – Tim van Duyl

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Interior comfort

The Ranger’s interior is beginning to show its age when lined up beside some of the newer contenders, but it remains supremely comfortable, practical and easy to live with.

The Sport specification strikes a sweet spot between the popular XLT and the high-spec Wildtrak, offering everything you’d want for bush touring along with just enough luxury features to make long days behind the wheel a pleasure.

Inside, the cabin is thoughtfully designed for both work and adventure. Supportive seats with partial leather trim and durable materials make extended hours behind the wheel less fatiguing, while the ergonomic controls and large, clear displays keep essential functions within easy reach. Practical touches such as plenty of storage cubbies, USB ports, and an intuitive 12-inch touchscreen make life easier on long trips

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Why it wins

The Ranger V6 Sport takes out our 2025 4×4 Ute of the Year title because it delivers genuine substance where it matters – power, capability and practicality.

• V6 performance: Smooth, torquey 3.0‑litre diesel with 184 kW and 600 Nm makes towing and highway cruising effortless.
• Towing and load-carrying: Near‑tonne payload and 3500kg max tow, backed by integrated brake controller and Tow/Haul Mode.
• Balanced specification: Sport trim hits the sweet spot between comfort and practicality, with a well-laid-out, durable cabin for long drives and bush touring.

Yes, fuel consumption is slightly higher than smaller engines, and the interior styling is starting to show its age. But judged purely on what you get for the price, the Ranger V6 Sport offers unmatched towing ability, off-road composure, cabin comfort and everyday usability – and that’s why it wins.

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The Mitsubishi Triton is one of the stalwarts of the midsize 4×4 ute segment, and the current generation is still one of the newer models on the market, approaching two years since its launch.

The 2024 Triton introduced fresh styling, a larger cargo tub and cabin, and a fully revamped interior, marking a significant step up from its predecessor. It remains a ute that delivers reliable performance, solid build quality, and proven off-road capability, making it a favourite among both recreational users and work-focused buyers.

Its combination of towing ability, payload capacity and well-sorted suspension ensures it handles both everyday work tasks and extended touring with confidence.

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Interior
• Verdict

Key highlights

From its twin-turbo diesel grunt to well-sorted suspension and practical, feature-packed cabin, the Triton GSR brings a complete package for work, touring and off-road adventures.

• 2.4‑litre bi-turbo-diesel, 150kW/470Nm
• Super-Select 4×4 system
• Max tow 3500kg, 6250kg GCM, ~1100 kg payload
• Leather seats, powered front seats, rear roof vents
• Nine-inch multimedia display
• Well-sorted suspension, composed on- and off-road

How it drives: On- and off-road

The Triton is genuinely enjoyable to drive on sealed roads. Its well-sorted suspension and chassis deliver a balanced blend of comfort and composure, soaking up bumps without feeling floaty or disconnected from the road.

The 2.4‑litre bi-turbo diesel is lively and responsive, providing strong low-end torque that makes overtaking and merging effortless. Even when carrying a load, the cab feels stable and planted, with minimal body roll and predictable handling. Long highway stints or daily work commutes are handled with ease, making the Triton as comfortable on the bitumen as it is ready for adventure.

When the terrain gets rough, the Triton’s Super Select 4×4 system proves its worth, offering excellent grip and traction across varied surfaces; from loose gravel to wet mud and uneven dirt tracks. The suspension remains composed under pressure, giving drivers confidence and control, while maintaining enough compliance to keep passengers comfortable.

While it didn’t top the Breaking Ground category, the Triton is capable and predictable, allowing you to attack moderate trails with confidence. Mitsubishi’s Dakar-inspired chassis engineering shines through, particularly when navigating rutted tracks or loose surfaces, demonstrating that the Triton can handle serious off-road conditions without compromising everyday usability.

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Engine and towing performance

Under the bonnet, Mitsubishi’s 2.4‑litre bi-turbo diesel received upgraded injection and calibration, producing 150kW and 470Nm.

The sequential turbo setup provides strong low-end torque with the smaller compressor spooled early and the secondary turbo kicking in under higher load, giving the Triton smooth, responsive acceleration whether lightly loaded or towing heavy gear.

“Tip your hat to the engineers of the Mitsubishi Triton GSR for not limiting it too much in its GCM and for keeping its kerb weight down,” said towing judge, Tim van Duyl. “With a max-tow-limit trailer (3500kg) behind it, the GSR still has more than 600kg of headway before it hits its 6250kg GCM. Without a trailer, she’ll haul nearly 1100kg between the tub and cabin too – the GSR is a mighty prospect for towing.

“The rear leaf springs are well balanced for low loads and stiffen nicely with 150kg on the tow ball. It felt neutral and pleasant to ride along in, and its 2.4L diesel did well. The sequential nature of the bi-turbo set up means when towing, the smaller compressor is always fully spooled and the larger secondary turbo comes on at higher rpm and loads.”

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Interior comfort and practicality

The Triton GSR’s cabin is roomy, functional and well laid out, with tactile controls that are easy to use in all conditions. Top-spec features include:

• Leather seats with powered front pews.
• Rear roof vents for passenger comfort.
• Nine-inch multimedia display with wireless Apple CarPlay, Android Auto, and inbuilt sat-nav.
• Large physical dials for audio and track control.

While the screen is smaller than newer 12.3‑inch units in some rivals, the cabin is practical, spacious and intuitive, with improved ergonomics and comfort over previous generations.

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Why it stands out

Despite being edged out in the Breaking Ground category, the Triton GSR scored high marks for Doing the Job, Built Tough and driver enjoyment, making it a solid all-rounder in the midsize 4×4 segment.

• Proven diesel performance – 150 kW/470Nm with smooth sequential twin-turbo setup
• Capable towing – 3500kg max, strong GCM, and nearly 1100 kg payload potential
• Well-balanced suspension – composed both on road and off, instilling confidence
• Comfortable cabin – leather, powered seats, practical layout, infotainment with Apple CarPlay/Android Auto

There’s a good reason the Ford Ranger and Toyota HiLux consistently top Australia’s sales charts – they’re the best-built and best-equipped utes in their class by a fair margin, even if the competition is slowly closing the gap.

At the end of testing, the Ranger Sport and HiLux SR5 were separated by just one point – and it was the Ranger’s V6 engine that made the difference. Had we been testing a four-cylinder Ranger, the result could easily have gone the other way.

The HiLux may be one of the oldest models in this field, soon to be replaced by an updated version as we write, but it remains an enduring workhorse – whether for business or pleasure. It might not be as well equipped, refined, or up to date as some of the newer models, but it gets the job done efficiently and without fuss.

But isn’t there a new HiLux?

Yep, there is. But for this year’s testing, we used the MY25 HiLux SR5+, simply because the all‑new 2026 HiLux was still several weeks away from launch and not available for testing!

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Interior
• Verdict

Proven capability

When it comes to what makes the HiLux SR5 tick, it’s all about proven capability, practical features, and a durable setup that works on and off the road. Highlights include:

• 2.8‑litre turbo-diesel engine (150kW/500Nm)
• Aisin six-speed automatic transmission
• Part-time 4×4 with low-range gearing and rear diff lock
• Ladder-frame chassis with independent front suspension and leaf-sprung rear
• SR5 Premium Pack
• Practical, well-laid-out cabin with ample storage and connectivity
• Strong towing ability

How it drives: On- and off-road

The HiLux SR5 remains predictable and reassuring behind the wheel, whether on sealed highways or dirt tracks.

The 2.8-litre diesel delivers smooth power with strong mid-range torque. While not as refined as the latest rivals, it cruises confidently on highways and mountain roads, with a suspension that balances comfort and composure for long workdays or touring trips.

Off-road, the HiLux is capable and confidence-inspiring across rough terrain. The ladder-frame chassis and leaf-sprung rear remain composed over ruts and humps, while the independent front suspension soaks up bumps without upsetting balance. Bush tracks, moderate climbs, and uneven surfaces are all handled with the reliability you’d expect from a tried-and-true HiLux.

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Engine and towing performance

Under the bonnet, the HiLux SR5 runs with the familiar 2.8‑litre turbo‑diesel (1GD‑FTV). That engine delivers 150kW and 500Nm from about 1600rpm through to 2800 rpm – enough mid‑range punch for towing, overtaking and general 4×4 work.

It feeds through a six‑speed automatic transmission to a part-time 4×4 system with low‑range gearing and a rear differential lock – a drivetrain setup that remains well-proven in rugged Australian conditions.

On the tow‑loop the SR5 proved capable and confident. For example, when pulling the camper, the 2.8L pulled smoothly and the chassis stayed composed, even though the Hilux doesn’t come with fancy tow‑tech.

“Straight up the Lux felt like it had more power than Toyota lets on,” said Tim Van Duyl, our main tow tester. “The SR5 could get up and go with the Offgrid Solitaire 14 on the back. The 2.8L has a good top-end and torque comes on hard. The Aisin six speed might be outgunned by the 10-speed in the Fords, and eight-speed in the Kia, but it’s a fine thing for towing.

“Where it is let down is in its GCM (5850kg), kerb weight (2150kg) and claimed 3500kg tow capacity. Like almost every one-tonne ute out there, sure, it can tow 3500kg, but that leaves you with a little over 200kg to play with before you hit your GCM limit.”

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Interior comfort and practicality

The HiLux SR5 cabin strikes a balance between durability and comfort, giving drivers and passengers a practical space that works for both work and touring.

With the Premium Pack, the SR5 adds leather-accented seats, heated front seats, and an 8‑way power-adjustable driver seat with lumbar support, making longer drives far more comfortable.

Controls are intuitive and within easy reach, with dual-zone climate control, a multifunction steering wheel, and a practical layout that keeps gadgets, paperwork, and touring gear organized. The SR5 also offers USB ports, cup holders, storage cubbies, and a cooled glove box, reflecting thoughtful usability for extended trips or workdays.

Infotainment is straightforward but modern(ish), with a touchscreen supporting Apple CarPlay and Android Auto, while visibility remains strong thanks to large mirrors and clear sightlines, making driving in the bush or on the highway easy. Rear passengers benefit from generous legroom and a 60/40 split-folding rear bench, keeping everyone comfortable without compromising utility.

1

Why it nearly won

The HiLux SR5 proves that a tried-and-true formula still works in 2025:

• Bush-proven reliability – Handles rough tracks and long drives without fuss.
• Practical, simple interior – Leather seats, upgraded sound, intuitive layout.
• Towing competence – 2.8L diesel delivers strong torque for everyday towing.

It might not be the flashiest or most powerful ute in the field, but its durability, practicality and predictability make it a top choice for those who need a vehicle that works hard and lasts a long time.

It was interesting to see that the GWM Cannon Alpha PHEV landed right behind the Ford Ranger PHEV in the overall scoring.

In fact, it was a tight call between the two hybrids – and it ultimately came down to the Ranger’s simplicity and solid build to split them. The Cannon Alpha is the big brother in the Cannon line-up, and in Ultra trim it comes fully loaded.

From the outset, it impresses with its cavernous cabin, advanced tech and standard off-road features. For a hybrid ute, it’s a rare combination of sheer power and practical capability, offering front and rear locking differentials, a dual-range 4×4 system, and plenty of torque to get through tough tracks without breaking a sweat.

What makes the Cannon Alpha particularly notable is that it feels like a purpose-built 4×4 rather than just a hybrid variant. While other PHEVs may prioritise efficiency or city driving, the Cannon delivers a genuine off-road experience, making it a strong contender for anyone looking for a tech-rich yet capable hybrid ute straight out of the showroom.

JUMP AHEAD

• Key highlights
• How it drives
• Towing performance
• Specs
• Interior
• Verdict

Key highlights

Packed with power, tech and off-road capability, the Cannon Alpha PHEV comes straight from the showroom ready to tackle the rough stuff.

• 2.0‑litre turbo petrol + electric motor, 300kW/750Nm
• Dual-range, on-demand 4×4 with front and rear locking diffs
• Nappa leather seats front and rear, ventilated, heated, front massage
• 14.6-inch infotainment screen with Apple CarPlay and Android Auto
• Spacious cabin with rear seat slide/recline functionality
• Large cargo tub with barn-door/fold-down tailgate
• Heavyweight build delivering confident off-road presence

How it drives: On- and off-road performance

The Ultra PHEV’s driveline pairs a turbocharged 2.0‑litre petrol engine with an electric motor mounted in the transmission bell-housing alongside the torque converter.

Together, they deliver 300kW and 750Nm, sent through a dual-range, on-demand 4×4 system. It’s a potent combination that launches the hefty Cannon with surprising authority, shrugging off its weight and giving the PHEV a “cannonball off the mark” feel.

On tarmac, the Cannon Ultra PHEV feels impressively composed, with the hybrid torque smoothing acceleration. It’s an easy ute to drive on highways and suburban roads, though its size and weight are noticeable when manoeuvring at low speeds.

Off-road, the Cannon’s front and rear locking differentials make it unrivalled on rough tracks. However, some functions feel complex, and the ETC calibration is slightly jerky, so the ute relies on its lockers to negotiate offset wombat holes and tricky terrain. Its weight works against it at times, but in the hands of an experienced driver, the Cannon’s capability is undeniable.

10

Towing performance

With such massive torque on tap, the Cannon Alpha PHEV pulls away from the lights with confidence, even with a trailer in tow.

“I loved the seats in the Alpha, and more points to the frankly obscene 300kW and 750Nm of power and torque, which make pulling away from the lights, trailer in-tow, like a drag race,” said towing judge, Tim van Duyl. “But the Cannon fell to the mid-pack as a towing proposition as it’s thirsty. I saw high teens, bordering on 20s per 100km travelled when towing.”

The cargo tub is spacious, although the PHEV battery and spare tyre placement reduce some capacity. The barn-door/fold-down tailgate is a quirky, if not strictly necessary, addition.

Interior comfort and technology

Inside, the Cannon Ultra PHEV impresses with Nappa leather seats front and rear, ventilated and heated, with a massage function on the front pews. Rear passengers enjoy electric slide and recline functionality, easing the typically upright dual-cab seating position.

A 14.6-inch infotainment screen dominates the dash, integrating Apple CarPlay and Android Auto, system settings, and controls in a large, clear display. Storage, ergonomics and overall cabin comfort place it closer to the top end of the dual-cab segment.

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How it stacked up

While some off-road functions are complex, the Cannon Ultra PHEV demonstrates that hybrid utes can be serious 4×4 performers. It’s not quite as simple or intuitive as the Ranger PHEV, but its sheer capability, tech and comfort make it a formidable contender in the hybrid 4×4 market.

• Hybrid power – 300kW/750Nm output.
• Off-road ready – Standard front and rear lockers, upgraded suspension and capable tyres.
• Feature-packed cabin – Nappa leather, ventilated/massage seats and 14.6‑inch infotainment screen.

The Isuzu D‑MAX is fast becoming one of the older utes in the midsize 4×4 segment, but that brings benefits – it remains a relatively simple, rugged vehicle. The current generation is four years old and received a significant refresh two years ago to keep it as up to date as possible.

The top-of-the-range X-Terrain model is loaded with features and trim, and while the lane departure system still manages to annoy even after being revised, under the skin the D‑MAX is a solid, working-class ute. Its durability and straightforward engineering make it a favourite among those who need a dependable towing and touring companion.

Beyond its reliability, the D‑MAX benefits from a tried-and-tested 4JJ 3.0-litre turbo-diesel, robust chassis, and simple, capable suspension setup that make it predictable and confident both on the road and off. For buyers who prioritise ease of maintenance and proven capability over flash styling or cutting-edge tech, the D‑MAX remains a compelling choice.

JUMP AHEAD

• Key highlights
• How it drives
• Engine and towing performance
• Specs
• Interior
• Verdict

Key highlights

From its durable turbo-diesel engine to practical, well-equipped cabin and capable towing setup, the D‑MAX X-Terrain delivers a rugged, no-nonsense package for work, touring, and off-road adventures.

• 3.0‑litre 4JJ turbo-diesel, 140 kW/450 Nm
• Aisin six-speed automatic
• 3500kg max towing, soft leaf-pack suspension
• Eight airbags, full ADAS suite, Rough Terrain button
• Leather-accented trim, practical and intuitive cabin

How it drives: On- and off-road

The D‑MAX X-Terrain feels solid and predictable on the highway, with suspension tuned for a careful balance of comfort and load-carrying ability.

The cab remains composed even when cruising at speed or overtaking, and while acceleration isn’t blistering, the 3.0‑litre turbo-diesel delivers steady, usable power across a broad torque band. Its Aisin six-speed automatic provides smooth, reliable shifts in all conditions, and the chassis maintains a planted, confidence-inspiring feel whether the ute is empty or carrying a full load. For longer highway runs or mixed touring days, the D‑MAX rewards you with a stable, fatigue-free driving experience.

Off the bitumen, the D‑MAX is competent and dependable rather than flashy. The Rough Terrain button sharpens the electronic traction control for low-range 4×4 use, helping when tackling uneven tracks, soft soil, or rocky sections. Its leaf-sprung rear suspension is forgiving over bumps and undulations, offering a comfortable ride for passengers while maintaining control when carrying a load.

While it doesn’t match the ultra-composed handling of newer rivals, the D‑MAX remains predictable, capable and confidence-inspiring on moderate trails. Its simple, robust engineering means it can be relied upon.

8

Engine and towing performance

At the heart of the D‑MAX is Isuzu’s 3.0‑litre turbo-diesel 4JJ engine, one of the largest-capacity units in its class. It delivers 140kW and 450Nm, providing plenty of low-down grunt for towing or loaded driving.

“The D-MAX has been a favourite of mine for towing for years, and although well beaten by the Ranger V6, it remains a worthy contender and runner-up as best tow ute,” said towing judge, Tim van Duyl.

“The 4JJ engine has what you want for towing – low-down torque – and it’s efficient, with my testing showing around 13L/100km over our loop. The gearbox is an Aisin six-speed that, again, is simple and reliable. The X-Terrain uses the softer of the leaf-pack options in the D-MAX, and it rides well with a load on the tow ball,” added Tim.

The D‑MAX benefits from a well-proportioned kerb weight and durable chassis, making it capable of hauling trailers near its 3500 kg tow limit while maintaining composure. The softer rear leaf springs are appreciated for both towing and off-road comfort, though the D‑MAX is less composed than newer rivals such as the Ranger, Triton, or Navara when pushed hard.

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Interior comfort and practicality

The 2024 updates brought a fresher look to the front cabin and improved safety features, including eight airbags, AEB with Turn Assist, Forward Collision Warning, Adaptive Cruise Control, Lane Departure systems, Blind Spot Monitoring, and Rear Cross Traffic alerts.

Inside, the X-Terrain is well-equipped and practical, with leather-accented trim, intuitive controls, and a layout designed for both work and touring. While it’s not as modern or luxurious as some rivals, the interior remains functional, comfortable, and user-friendly, with all essential 4×4 and towing controls within easy reach.

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How it stacked up

The X-Terrain sits at the top of the D-MAX range and carries a premium price, so value is better in lower grades with the same drivetrain, chassis and suspension. Still, here are its strongest points:

• Simple, rugged platform – proven D23 chassis and 4JJ diesel engine
• Towing-friendly – 3500 kg trailer, soft leaf springs, low-down torque
• Reliable and efficient – ~13 L/100 km on our loop, straightforward automatic gearbox
• Safety-focused – extensive ADAS suite, eight airbags, updated traction control