Buying a used 4×4 ute still makes sense in 2026, but the landscape has shifted.

New-car pricing remains high, budget-brand utes have expanded the market and late-model used examples are holding their value tighter than ever. Whether you’re chasing a workhorse, a touring base or a tow rig, knowing where the value sits is key.

This guide looks at what’s worth buying, what to watch for, and how the used ute market stacks up right now.

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The used 4×4 ute market in 2026

The big names haven’t changed. The Toyota HiLux and Ford Ranger still dominate sales and the used market. That’s good news, as it means more choice, more spec levels and a wider spread of prices.

The D-MAX continues to punch above its weight for reliability and value, while older Triton, BT-50 and Navara models remain popular alternatives.

A difference today compared to earlier this decade is the rise of new, cheaper utes. Models like the GWM Cannon, LDV T60, JAC T9 and Foton Tunland mean some buyers are weighing a brand-new budget ute against a five-to-eight-year-old mainstream option. That has pushed older-stock prices down slightly, but clean, well-maintained examples still command solid money.

What matters most when buying used

• Service history beats kilometres: A high-kilometre ute that has been serviced on time is usually a safer bet than a low-kilometre example with gaps in the books. Look for regular oil changes, documented major services and receipts for known wear items.
• A Personal Property Securities Register (PPSR) check is essential: It reveals if the vehicle has finance owing, has been written off, or has a history of flood or other damage.
• Check underneath: Chassis rails, crossmembers, suspension mounts and diffs tell the real story. Rust, oil leaks and bent components are far more important than faded paint or worn seats.
• Test-drive properly: Drive at highway speeds, over rough surfaces and in traffic. Listen for driveline noise, gearbox hesitation and suspension clunks. Utes that have been towing hard or worked off-road can reveal themselves here.
• Inspect modifications carefully: Quality accessories can add value, but poor installations create expensive problems. Check wiring, mounting points and engineering compliance for suspension or GVM upgrades.

The best used 4×4 utes right now

Toyota HiLux

It’s hard to argue with the HiLux. It’s reliable, tough and backed by a parts network that stretches across the country. Late-model examples still command a premium, particularly if they have a full service history. That premium isn’t just brand hype, as a well-maintained HiLux will keep going where others falter. Its reputation for longevity and versatility makes it the benchmark against which most other utes are judged.

• Look for: GXL or SR5

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Ford Ranger

The Ranger continues to dominate Australian sales and the used market. It appeals to a broad range of buyers, from workhorse users to those chasing high-spec comfort and features. Its versatility and strong reputation make it a safe choice for many, and it’s widely regarded as a capable all-rounder that handles work, touring and towing with ease. Its popularity means there’s plenty of choice in the used market, and that breadth of options helps buyers find a Ranger to suit their budget and needs.

• Look for: XLT or Wildtrak

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Isuzu D‑MAX

The D-MAX doesn’t carry the same mainstream hype as the HiLux or Ranger, but it consistently earns respect from those who use it. It’s seen as practical, durable and capable, with a reputation for solid performance across work and touring applications. Often undervalued in the used market, it can deliver similar capability to its more popular rivals at a competitive price, making it a sensible pick for buyers who prioritise functionality and value.

• Look for: LS-M or LS-U

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Mazda BT‑50

The BT‑50 shares a lot of its underpinnings with other mainstream utes but adds a touch of refinement, especially inside the cabin. It’s comfortable on long drives, easy to live with and capable in a variety of conditions. Often priced slightly below equivalent Rangers or Hiluxes, it appeals to buyers looking for a balance between comfort, capability and affordability. Its understated reputation makes it a solid choice for those who want a dependable, well-rounded ute.

• Look for: XTR

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Mitsubishi Triton

The Triton has earned a reputation as a solid, affordable option for work and everyday use. It’s easy to live with, offers good ride comfort and is regarded as a practical, capable ute for buyers looking for value. Its positioning in the market appeals to those who want a well-equipped and reliable dual-cab without paying top-tier prices, making it a popular choice among budget-conscious buyers.

• Look for: GLS or Exceed

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Nissan Navara

The Navara sits just behind the HiLux and Ranger in popularity but punches above its weight for comfort and capability. It’s widely regarded as a roomy and well-finished option that handles work, towing and touring with confidence. Often overlooked in the used market, the Navara offers competitive pricing and strong value, making it an appealing choice for buyers looking for comfort, practicality and versatility without paying a premium for brand reputation alone.

• Look for: ST-X or PRO-4X (even better if it’s a Warrior)

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Budget, niche and newer entrants

Outside the big names, there’s a growing selection of budget-friendly or less conventional utes that have made their way into the used market. Models like the GWM Cannon, LDV T60, and KGM Musso are worth considering, particularly if you want something relatively new with warranty still in place. They’re not as proven as mainstream brands, but they often offer modern features and a lower entry price. For buyers willing to compromise on brand prestige, these alternatives can represent good value, especially for light commercial use, touring setups or first-time 4×4 buyers.

Indicative used 4×4 ute prices in 2026 

Top 5 common buyer mistakes

1. Choosing low kilometres over service history
2. Skipping inspections to save time
3. Paying for accessories without checking quality
4. Comparing utes to passenger cars – 4×4 utes hold value differently
5. Ignoring PPSR checks – it can reveal finance, write-offs or flood damage

Bottom line

A used 4×4 ute can still be a smart buy, but the key is picking the right example. Well-maintained, low-km utes still hold value, while rough or poorly serviced vehicles are harder to justify at today’s prices. Take the time to check the details, and buy on condition, not just reputation.

For most of us who enjoy camping and four-wheel drive touring, it’s essential to have a portable fridge.

To keep the fridge running while the vehicle is parked, you need plenty of reserve battery power. However, for many people, adequate electrical capacity is not just a convenience that helps keep your beer and food cool. It is also an essential requirement for work as it powers equipment such as safety lights and radios when a vehicle is stationary.

So a dual battery system is a must. There are a few ways the second battery can be wired into the vehicle, depending on its intended use and the system flexibility required. But no matter what, the second battery must be installed and wired – in the engine bay, the passenger compartment or load area – so that it can be isolated and doesn’t flatten the vehicle’s starter battery.

The final requirement of a dual battery system is for the second (or accessory) battery to be easily charged by the vehicle when you’re driving or the engine is running. This will ensure it’s charged and eady to use when you arrive at the next campsite or job.

JUMP AHEAD

• Installing a second battery
• What battery does what?
• Keeping them charged
• Automatic solenoid switching
• Manual four-way switching
• Electronic battery management systems
• Taking charge
• Portable battery packs
• Dual battery systems tested

Installing a second battery

Most vehicles are built with one battery, so installing a second battery to power requires extra hardware – this usually includes a strong fabricated steel tray fitted in the vehicle’s engine bay.

To carry 15kg (or more) of battery in tough off-road conditions, the tray must be heavy-duty to prevent vibrations – especially vibrations that come via corrugations – from destroying it.

Many Aussie equipment manufacturers such as ARB, TJM, and Piranha design and manufacture trays for popular 4x4s. These companies have extensive experience, and they make tough and durable products that place the battery’s weight into strong sections of the vehicle body shell to reduce the chance of sheet metal cracking or tearing. Most will use factory-provided installation points and several stays to provide plenty of stability and support.

However, many vehicles – especially more recent models – don’t have spare room in the engine bay, so the second battery must be located elsewhere in the vehicle, such as in or under a load tray or in the passenger compartment. This means you need to pay extra attention to the wiring and battery type chosen.

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The fitment of an accessory battery tray can often be achieved by a competent handyman, although vehicle components – such as a power steering reservoir or an air-conditioner pipe – may require tweaking or relocation to provide space for a second battery tray.

No matter what, batteries hate heat, so batteries should be installed as far away as possible from hot engine components; preferably on the cold side of the engine, opposite the exhaust.

No vehicle will endure a 15kg battery hanging from an inner mudguard with two small bolts or screws. Fasteners must be adequately sized and have large washers to spread the load across the panel work (such as an inner guard). You should also regularly inspect the area for cracks or loosening. Damage of this type, usually resulting from cheap, poor quality products have wrecked many outback treks.

What battery does what?

In most dual-battery installations, the second battery’s task is to power the accessories (such as fridges), and it’s for this reason that a deep-cycle or dual-purpose battery is often installed.

The vehicle’s starting battery and its wiring remain largely unmodified for starting and powering the vehicle and its equipment (such as radios and interior lights), while the second battery happily powers the fridge when the vehicle is parked.

Because of the lack of space in some engine bays, the second battery may have to be physically smaller than the vehicle’s original – too small to be useful for powering a fridge.

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The genuine accessory dual battery system for the Mazda BT-50 mounts the auxilliary battery in the tray and uses a Redarc solenoid in the engine bay for charging managment.

Situations like this require some lateral thinking from the installer or operator; the aftermarket battery tray may need to be configured to carry a small back-up/ starting battery, with the vehicle’s original battery (or a replacement dual-purpose/deepcycle battery installed on the original tray) powering the fridge.

Vehicles with factory-fit twin batteries – such as many diesel Land Cruisers, Prados and later D22 Nissans – can be easily re-configured to have a starter and accessory battery, too, rather than twin starters. Some people wrongly believe they’re looking at a factory-fitted, trek-ready dual-battery system when they lift the bonnet of these vehicles. They’re not. But the original wiring of these vehicles can usually be easily reconfigured to accommodate a proper dual-battery system.

Many vehicles’ standard battery positions will house a larger-than-standard battery. Kilo for kilo, a larger lead-acid battery will provide power for longer than a smaller one, and a vehicle’s factory battery location is often stronger than even the best aftermarket tray.

Keeping them charged

At its simplest, a second battery can be wired into the vehicle with some appropriately sized wire (and a circuit breaker or fuse for safety) and a simple high-amperage on/off switch.

This allows the second battery to be charged while you’re driving, and disconnected (isolated) when it’s time to set up camp and operate the fridge and camp lights – without running the vehicle’s main battery flat. The next day, after the vehicle is started, the switch connects the second battery to the vehicle’s electrical system, allowing it to be charged from the alternator. This provides a dead-set simple and reliable way of doing things and has worked for generations of outback travellers.

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But there are drawbacks to this method, the biggest being its susceptibility to operator error: the driver needs to remember to flick the switch to either isolate or charge the accessory battery. That’s no biggie if you have the discipline to lift the bonnet to check oil and fluid levels each morning – as you should!

Another drawback is that the entertainment system and interior lights continue to operate from the main battery, which exposes it to the risk of being run flat with excess or careless use.

Automatic solenoid switching

Wired to the vehicle’s ignition system, a solenoid will automatically disconnect the accessory battery when the ignition is turned off.

It reconnects the second battery to the vehicle’s main battery (to allow charging) when the engine is running. This way, you don’t need to remember to switch-out the accessory battery at each stop-over, and you won’t risk flattening both batteries.

4×4-grade solenoids generally have higher-amperage wiring to the second battery (often of a similar size to the vehicle’s starter cables – in fact, many solenoids used for dual-battery tasks are the same tech as some older-vehicle starting solenoids), so there’s little risk of frying wires. The second battery can be used to jumpstart the vehicle, if required, by overriding the solenoid.

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One minor drawback of this system – at its most simple – is the accessory battery is switched on whenever the ignition is on, including during engine cranking, and this may allow a seriously flat accessory battery to pull down voltages at the ignition coil or engine control unit to a level below the point at which they can fire the motor.

One way around this problem is to wire the solenoid to the generator light circuit (or a simple electronic timer circuit), so that it doesn’t connect the accessory battery – and therefore pull down system voltage – until after the engine has come to life.

Manual four-way switching

A four-way switch allows the vehicle’s first or second battery to perform either of two roles: starting the vehicle, or powering equipment while totally isolating the other battery. That’s great if at camp you wish to operate your vehicle’s radio or other accessories, without risking flattening both batteries.

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As with the simple switch system, this full-manual system relies on the driver. But it offers the extra flexibility of allowing the fridge and other accessories to be operated with just one battery in the vehicle – not always possible with other layouts – which means part-time travellers don’t have to lumber around town all year with a battery doing nothing on board.

Rotating the switch to the position where the batteries are connected (1+2 or A+B) allows both batteries to be charged. This paralleling of the batteries also provides plenty of grunt for operating a winch – an important consideration for many people.

Electronic battery management systems

Electronic battery management systems have been available for a while, with varying levels of sophistication and flexibility. All provide automatic isolation and charging of the accessory battery – in that regard, they operate like a simple solenoid or relay. Some of these systems claim priority charging of the vehicle starting battery.

However, this is often not true for all systems. Instead, the second battery remains switched-out until the system voltage exceeds a pre-set level; usually just after the vehicle fires into life and the alternator pushes system voltage above 14V.

Some electronic battery management systems provide extra useable power capacity at camp by allowing the accessories to be powered from the vehicle starting battery for a while before automatically switching to the second/ accessory battery when the starting battery reaches a partially discharged but safe-for-starting level.

As previously mentioned, vehicle equipment such as entertainment systems, interior lights and central locking continue to be powered by the vehicle’s own battery, so accessory battery isolation won’t prevent these accessories from draining your vehicle’s main battery.

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The adoption by most vehicle manufacturers of variable voltage charging (to help vehicle emission targets) in the past decade means that a little black box is almost essential for second battery charging. That’s because, for a variety of reasons, a second battery usually can’t be effectively charged by simple ‘old-school’ linking in parallel with the vehicle’s main battery.

Batteries in caravans and camper trailers may also need electronic assistance. Their distance from the charge source means actual voltage available (which reduces over distance, like water pressure does in a long garden hose) may be too low to effectively charge the batteries for best performance or life.

As all batteries rely on the push of a higher voltage (typically 14-14.4V from a vehicle alternator) to be charged, these batteries may suffer at the end of a long cable run, requiring the step-up – and constant – voltage that’s provided by a DC/DC charger.

Taking charge

No matter what system is being used, charging time and rate needs to be factored into the setting-up of a 4×4 vehicle or camper/caravan battery bank. Batteries take time to charge and don’t charge in a linear manner.

A well-depleted (flat) battery will accept lots of current at first but far less current as it approaches full charge. Think of the 80/20 guideline – a battery will be 80 per cent charged in 20 per cent of the time it takes to be fully charged. The last 20 per cent of battery capacity takes a lot longer to achieve.

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The typical touring day of six to eight hours’ driving (and therefore charging) time may not be enough to fully charge a depleted battery bank. Having plenty of charging capacity – for example, a 200A alternator in your vehicle – will not charge things any quicker than an 80A unit if the battery (or batteries) only takes 40A.

A trick to reduce charging time is to use multiple smaller-capacity batteries in parallel. They will charge in less time (of course, while drawing more current) than one large battery of the same capacity (e.g. two 50AH batteries versus one 100AH).

When relying on accessory power in remote areas, this is an important consideration, as is the fact that multiple batteries can be separated due to damage, or loaned for other uses – getting a stranded vehicle running, for example.

Portable battery packs

Portable battery packs are another way of powering accessories. Many vehicles simply aren’t used often enough for touring to justify a permanently installed accessory battery, or they have insufficient room under the bonnet for a traditional second battery installation.

Portable power packs are available in several shapes and sizes (and, of course, levels of quality). The better ones exceed the performance of a vehicle-mounted accessory battery, but in a relatively easy-to-move package that can be removed from the vehicle (or used elsewhere) when it’s not required.

That way, you can keep a fridge running at camp while you’re out exploring in your 4×4, or you (and your mates) can use them in other vehicles. They are also handy around the home or garage.

Dual battery systems tested

We tested a range of management systems, mounts and batteries that won’t leave you in the middle of the outback with a slab of warm coldies.

The principle behind a management system is that it charges an auxiliary battery when power is available and disconnects, or ‘unlinks’, when voltage reaches a predetermined level to avoid killing your main cell. Options are full manual, voltage-sensitive relays (VSR) and programmed relays.

Regarding batteries, the most common are flooded lead-acid (wet), absorbent glass mat (AGM), and lithium iron phosphate (LiFePO4). The former two are available in standard or deep cycle. Deep cycles are generally used as auxiliaries, as conventional batteries can be damaged if fully discharged.

Lithium offers premium performance but at significant cost and should not be mounted in an engine compartment. Regardless of type, a battery needs proper care to maximise its lifespan.

Our install platforms were a 2015 JK and Gen III Toyota Tacoma, and we selected systems from National Luna, TJM’s Intelligent Battery Systems (IBS), Redarc, CTEK, and Blue Sea. Mounting trays are from Mountain Off-Road Enterprises and Off-Grid Engineering which offer turnkey systems.

When the nearest roadhouse is 200 kilometres away, you can’t cut corners under the bonnet when it comes to battery selection. For this review we sourced cells from Odyssey (Extreme Series) and Optima (Red Top and Yellow Top deep cycle). While a few management systems are nearly bolt-in, some require a more technical hand.

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To evaluate each in a controlled environment, we set up a bench test. Current was supplied by an MCP DC power supply, and load was provided via a 2000-watt inverter powering an ARB fridge-freezer, AC battery charger set to 6amp output, and our photo studio lighting. Voltage and amperage, along with solar input, were recorded with a Powerwerx DC power analyser.

Each system was run for several hours to experience multiple charge/discharge cycles while we evaluated its attributes: link/unlink voltage, over and undercurrent cutoff, under/overcurrent alarms, etc. Goal Zero solar panels provided power to units that accommodated wind or solar, and proper function was confirmed.

Other considerations were manual-link options, single-battery function, IP ratings (moisture and contaminant intrusion), completeness of kit, available accessories, ease of operation, and quality of instructions.

Newer vehicles have variable-output alternators (VOA) which reduce voltage based on a variety of conditions to reduce parasitic drag on the engine. Two systems reviewed accommodate this technology.

Lastly, winches can draw significant amperage during heavy pulls, and a single battery and alternator will not keep up with demand. With the exception of one system, an old-school manual switch would be required to draw this level of current from both banks. Without further ado, we present some of the best dual-battery systems on the market … we hope you get a charge out of them.

Redarc BCDC1225D charger

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Redarc has 40 years of experience providing mobile electrical components for the Australian outback. The award-winning BCD1225D offers an array of advanced options including multi-phase charging algorithms and solar/wind input compatibility, and it plays well with VOAs. It is sold à la carte, so you’ll need to source cable, lugs, fuse kits and hardware. We added their remote in-cab dual-voltage gauge.

During installation we wired it for profile ‘A’, specific to AGM batteries. Each algorithm has a defined charge cycle (boost, absorption and float) to ensure maximum service from your batteries. A ‘test mode’ evaluates input/output levels and presence of an auxiliary battery, and error codes are identified via a series of LED lights.

The BCDC1225D features an MPPT regulator and leads for solar input, and their unique Green Power Priority directs that energy to the house battery before charging the main. It can be mounted in the engine bay or on the chassis, but should be kept away from high-heat sources, as its thermal protection kicks in at 79.5C.

Unfortunately, its 25amp capacity does not allow jumping a dead start battery and there is no manual link. We would suggest an auxiliary Perko-style switch to connect both batteries for winching or jumping the main.

Instructions are excellent but set-up is a bit technical, and if you have a VOA you will need to locate your ignition circuit. During testing the BDC1225D performed flawlessly; it kept both batteries healthy and Green Power Priority managed solar input as intended. When the dust settled, the Redarc headed home with our High-Tech Award.

CTEK D250SE and Smartpass 120S

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The CTEK D250SE also lands in the high-tech category. It will service an auxiliary bank up to 300amp/h and all 12-volt battery types. There are separate charging algorithms for AGM and lithium cells, and selection is made during the installation of wiring.

It efficiently manages solar input via an internal MPPT regulator, and when the auxiliary bank is topped off power is directed to the primary battery. A unique feature of the D250SE is its thermal sensor, which signals the mother ship if temperatures reach damaging levels. It is IP65 rated for dust and water protection. The 20amp maximum does not accommodate a manual link for jump starting, but combined with CTEK’s Smartpass 120S capacity rises to 140amp.

Installation in our 2018 Tacoma was simple, and the instruction booklet is excellent. These units mount side-by-side, so you’ll need to confirm you have the real estate available. We opted for the 250SE and will add the Smartpass if needed.

In the lab, the 250SE worked as intended, directing current from our solar panels to the house bank, then the start battery. This is a well-thought-out system and was in the running for the High-Tech award, falling short only due to its operating temperature limitations.

Intelligent Battery Systems IBS-DBS EM

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IBS (Intelligent Battery Systems) was formed in 1996 after its founder Beat Wyss became stranded in Western Australia with a flat battery. Returning to Switzerland he developed the DBS, or Dual Battery System. This is a comprehensive kit, and includes all components needed for installation: solenoid, battery terminals, control panel, harness and cables.

This system allows for full control of functions, as well as monitoring battery voltages levels, from the driver’s seat. The bi-directional relay automatically closes the circuit when the main bank reaches 13.1 volts and opens at about 12.5 volts (as tested).

It allows single-battery operation via its ‘trailer recognition’ feature, has an audible over/under current alarm, and is compatible with all 12-volt cells – though it must be pre-programmed for LiFePO4s. Vehicles with VOAs will require their Mini ATO compensator or IBS’s new Dual Battery Manager.

Manual link-start is accessed from the control panel, and with a 200amp capacity (500amp surge) it will easily jump your main and assist with moderate winch loads. Mounting location should not be subjected to submersion, as this unit is not waterproof. On the bench, everything functioned as prescribed, installation was painless and instructions clear. This is a very functional product at an affordable price, and thus receives our Best Buy Award.

National Luna Battery Manager

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National Luna (NL) originally developed power options for solar-powered vaccine refrigerators for remote regions of Africa. The application was perfect for the overland crowd and NL has become a household name.

Similar to the IBS, it is a split charging system, all functions are monitored via a dash-mounted panel, and it does not accommodate variable output alternators. This is a comprehensive kit and includes everything needed for installation: terminals, lugs, fuses, hardware, harnesses and cables.

Shortly after startup the solenoid links both banks, and they stay linked until voltage drops below 12.7 volts, specifically after the engine is off and accessories are running. A dragstrip-style LED Christmas tree on the monitor keeps the user apprised of voltage levels and if there is a problem.

The ‘set’ and ‘on’ buttons perform several functions, including a timer override and manual linking. You can jump the main battery from the house unit if needed, but due to its 100amp fuse it is suggested you let charge levels equalize for a few minutes first. Also, if the auxiliary battery is removed the system will throw an error code unless you disconnect a ground wire.

Instructions are thorough and set-up was easy, but with an IP40 rating it should not be subjected to excessive water. Bench evaluation revealed flawless operation with the exception of the 11.4-volt failure alarm, which we did not test.

This is a nice kit and was easily in the running for our Best Buy Award, but its 85amp continuous-operation limit (400amp surge) held it back.

Off-Grid Engeering Mount and Blue Sea ML-ACR

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We first viewed Off-Grid’s dual-battery system at an off-road event and were immediately impressed with the beautiful CNC-milled aluminium mounting bracket.

This comprehensive kit includes hardware, a plug-n-play braided harness, terminal ends, pre-cut cables, and Blue Sea ML-ACR isolator. Blue Sea, purveyors of battery management systems for the marine industry, has earned a stellar reputation and their products have made a natural crossover to overland applications.

The ML-ACR lacks fancy LED arrays, but it gets the job done with simplicity and rugged components. After starting the engine, the magnetic-latching relay links batteries when voltage reaches 13.5, then ‘unlatches’ if voltage drops to 12.75 for more than 30 seconds. If any battery exceeds 16.2 or drops below 9.6 volts, the system enters lockout mode to protect components.

Its 500amp capacity and manual link easily accommodate jump starting and extended winching operations. From the dash-mounted toggle you can manually link batteries, isolate banks or turn the system off, and a dial on the base unit allows you to latch or lockout the system. Its IP66 rating is best-in-class and it performed flawlessly in the lab.

Installing the mount required fabricating a riser plate, which we did, but they say their new design will be bolt-in.

The ML-ACR does not accommodate VOAs, so we substituted the Redarc on the Tacoma. But for non-VOA vehicles, the ML-ACR is one tough unit with the fortitude to take a beating. FYI, its new home will be on my ’82 Hilux.

Mountain Off-Road Jeep JK mount

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If you only need a dual-battery tray, Mountain Off-Road offers a high-quality option for 2007-and-up Jeep JKs. Crafted from powder-coated 1/8-inch plate steel, it incorporates the OE attachment points and accommodates two Group 34 batteries.

Article originally published in 2023

For day-to-day personal use, a work boot holder isn’t something I need all that often. I’m not climbing in and out of muddy job sites every day, and more often than not my boots end up living near the tray or the back of the ute anyway.

That said, in our line of work driving media, press cars and review vehicles, these make a lot of sense. Keeping press cars clean is non-negotiable. Mud, dust, oil or whatever you’ve just walked through has no place on carpet, seats or trim that isn’t yours. That’s where the Clean Cab Co boot holders earn their keep.

They give dirty boots a proper home, keep the cab tidy, and stop grime spreading everywhere between shoots, trips and vehicle handovers. From a fitment point of view, they’re sized to suit most common work boots, accommodating up to a US men’s size 12 steel-capped boot. Overall dimensions are 370mm long, 270mm wide and 130mm high, so they’re compact enough for in-cab use, but it’s still worth measuring your available space before buying – particularly in dual cabs or tighter rear footwells.

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Build quality is spot on. The holders feel properly well made, with solid materials, tidy finishes and a design that looks capable of copping long-term abuse. It’s obvious that real thought has gone into not just the product itself, but how it’s presented and delivered.

Where the value really stacks up is for smaller businesses, tradies, fleet operators or anyone trying to get maximum life out of their vehicles and gear. If you’re running work utes, rotating drivers, or trying to keep things professional and presentable, this sort of setup makes genuine sense.

It won’t be essential for everyone, but it’s a smart, well-executed solution for people who actually use their vehicles hard and care about keeping the cab clean and organised.

An honest product that is built properly and targeted at the right audience.

Pricing

• Boot Box: $200
• Boot Box bundle: $250 (comes with air fresheners, bucket keychain, lanyard and boot removal sticker)

Every good trip starts the same way: Dust still settled on the driveway, coffee in hand, and zero real idea of how the next few weeks are going to pan out. 

This one kicked off with Max riding shotgun, sprawled across the passenger seat and proudly rocking the ARB swag the whole trip like it was first-class accommodation. Behind us were Sarah and Jesse in their 3.0-litre Hilux, with their three-month-old Border Collie, Willow, already proving she had more energy than the rest of the convoy combined.

There was no hard itinerary, no strict timelines, just a rough plan to head north, chase water, find cold beers in dusty pubs and see where the road took us. Some trips are about ticking off destinations; this one was about rolling together, making calls on the fly, and letting the kilometres do the talking. It didn’t take long to realise this was the kind of run where the best moments weren’t planned.

Tilpa Hotel: Iconic outback pub on the Darling River

Few pubs sum up the Australian outback quite like the Tilpa Hotel. 

Sitting on the banks of the Darling River in far-western New South Wales, this iconic bush pub has been pulling beers since 1894, back when paddle steamers were the lifeline of the region and Tilpa was a thriving river port. More than a century later, the population might be tiny, but the pub remains the heart and soul of the town, and a mandatory stop for anyone touring the Darling River.

To put the remoteness into perspective, Tilpa is roughly 14 hours from the nearest major city, surrounded by red dirt, river flats and endless sky. And yet, from the moment we rolled in, it felt anything but isolated. The locals were great company and always up for a yarn. It’s the kind of place where conversations start easily, stories get better with every beer, and no one’s in a rush to be anywhere else.

For a pub this far off the grid, the facilities are surprisingly comprehensive. The Tilpa Hotel supplies both petrol and diesel, accessible from 10am, which can be a genuine trip-saver when touring remote country. Even more impressive was the food. Prices were very reasonable given the location, with T-bone steaks at $35 and pizza at $25 – and they weren’t just passable pub feeds either. They were genuinely good, hearty meals that hit the spot after a long day on dusty roads.

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Inside, the pub features a well-kept pool table, dartboard and walls covered in handwritten names and messages from travellers who have passed through over the decades – a living guestbook of outback tourism. Outside, the beer garden overlooks the Darling River, offering one of those classic sunset views that somehow makes a cold beer taste even better.

Directly across the road is a large, free campground tucked behind the flood levee, with plenty of room for multiple rigs and easy access to the pub. It’s an ideal setup, but as always, this unspoken rule applies: If you’re staying, make sure you head over and support the pub. If you’re chasing the full outback experience, the men’s toilets deserve a mention. It’s rough, absolute no-frills and somehow it fits the place perfectly.

The Tilpa Hotel isn’t just a pub – it’s a slice of Australian outback history that’s still very much alive. Whether you’re passing through on a big lap, tackling the Darling River Run, or just chasing a cold beer with a cracking view, this one’s a must-visit. We’d go back in a heartbeat.

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Shindy’s Inn Louth: Historic Darling River pub

Perched on the banks of the Darling River in the small outback town of Louth, Shindy’s Inn is one of those places that instantly feels like it’s been part of the landscape forever.

Established in the late 1800s during the peak of river trade and pastoral expansion, the pub has long served as a gathering point for locals, stockmen, river workers and travellers moving between Bourke and the far west of NSW. Today, Louth is quiet and unassuming, but Shindy’s remains the town’s social anchor.

Rolling in around 11:30am, the place was understandably dead quiet, but that didn’t stop the locals from giving us the time of day – or a schooner of XXXX. It’s that classic country-pub hospitality where it doesn’t matter who you are or where you’re from; if you walk through the door, you’re welcome. 

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Inside, Shindy’s feels as much like a living museum as it does a pub. The walls are packed with memorabilia, historic photos and artefacts that tell the story of the Darling River, the town and the generations that have passed through. It’s the kind of place where you could easily lose an hour just wandering around, beer in hand, soaking up the heritage and stories layered into every corner.

Out the back, the pub opens up into a spacious outdoor beer garden complete with lush grass and a permanent stage – and it’s easy to imagine the place coming alive during big events. Locals tell us Christmas at Shindy’s is an absolute hoot, with live music, crowds spilling out onto the lawn and the kind of atmosphere that only a remote country pub can pull off properly.

The beer was cold, the staff genuinely lovely, and the view across the river flats was nothing short of unreal. There’s something about standing in a pub that overlooks the Darling, knowing it’s been doing the same job for well over a century, that really grounds the experience. 

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Port of Bourke Hotel: Gateway to the outback

Also set on the banks of the Darling River, the Port of Bourke Hotel sits in one of the most historically significant outback towns in NSW. 

Bourke was once a major inland port and transport hub in the late 1800s, where paddle steamers unloaded supplies and wool was moved out to the rest of the country. Known as the “Gateway to the Outback,” the town played a critical role in opening up Australia’s interior, and pubs like this were central to daily life – places where river workers, drovers and station hands swapped stories, waited out the heat and washed the dust down with a cold beer.

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Compared to some of the more weathered pubs along the Darling, the Port of Bourke Hotel presents as one of the more modern-looking venues, but it still holds on to that classic country-pub role. The wide veranda out the front is prime real estate, offering the perfect vantage point to watch locals roll past and strike up a yarn on a hot day.

That’s exactly where we found ourselves when we met Bill. If you’re from Bourke, chances are you know Bill – and judging by how many people stopped to say g’day, he’s well and truly part of the local fabric. He wasted no time having a laugh at my mate’s reverse parking efforts, letting us know that if the veranda had been full, we’d have been the entertainment for the afternoon. 

Inside, the main bar area is set up with a handful of tables, pool tables and cold beers on tap. It’s straightforward and unpretentious, exactly what you’d expect from a pub that’s long served as a social hub rather than a showpiece. A bit of a wander revealed a bistro area and an outdoor seating space with a playground, making it a practical stop for families passing through.

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Visiting the Northy: Classic outback pub in Bourke, NSW

Sitting just out of town and living up to its name, the Back O’ Bourke Hotel – better known as the Northy – is one of Bourke’s most iconic pubs.

For generations, it’s been a true outback watering hole, serving locals, station workers and travellers who’ve pushed a little further west than most. In recent history, the Northy faced one of its biggest challenges when a devastating fire tore through the pub, leaving the building heavily damaged. Thankfully, the pub has since been rebuilt and reopened, and while it carries a fresher look in places, the spirit of the Northy is very much intact.

These days, the Back O’ Bourke feels exactly like it always has at heart – a place to pull up for a beer and a yarn rather than a formal sit-down affair. After a big day behind the wheel, it’s an easy pub to settle into. The menu has its own unique spin, and we tucked into a steak sandwich and a Mexican parma, both of which hit the spot nicely after hours on the road. 

While there’s food on offer, the Northy is best described as a proper watering hole first and foremost. It’s the kind of pub where the bar is the main attraction, conversations flow easily, and you’re just as likely to hear about cattle prices or road conditions as weekend plans. 

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Free campsite: Minor Balonne River Bridge

With dinner done at the Northy and the sun slipping away behind us, we pushed on across the border and called it a night at the Minor Balonne River Bridge campsite. 

Crossing into Queensland always feels like a milestone on a long drive, and after a full day behind the wheel, this was a much-needed stop. Set beside the Balonne River, the campsite delivered exactly what we were chasing: Warm night air, the sound of nature rolling off the water, and a sense of switching off as soon as the engines stopped.

Access is straightforward. The campsite sits right near the Minor Bridge crossing, with easy access off the main road and no technical driving required in dry conditions. Any high-clearance vehicle will have no trouble getting in, and even touring rigs should be fine with a bit of care. As always with river-adjacent camps, conditions can change after rain, so it’s worth checking the ground before committing, especially if the banks are soft or the river is up.

There are no facilities, no signage, and no effort made to turn it into anything fancy, but for a roadside free camp, it felt like luxury. Flat ground, plenty of space to spread out, and the river close enough to set the mood without being intrusive. We cracked a few Larry Pale Ales, let the day wind down naturally, and hit the hay early, rested and ready to knock over the kilometres toward Sandstone Point the following day.

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Sandstone Point Rodeo for NYE

On the run toward the Sandstone Point rodeo, the HiLux suddenly dropped into limp mode, refusing to sit on more than 100km/h.

Not ideal with plenty of highway ahead. We pulled over, popped the bonnet and had a quick poke around – no warning lights screaming, but something was clearly off. That’s when Max spotted the culprit: The rubber vacuum line to the MAP sensor had popped clean off. A few zip ties, a bit of bush-mechanic magic, and everything was back where it belonged. Five minutes later, the HiLux was out of limp mode and we were rolling again like nothing ever happened … for now.

Rolling into Sandstone Point Hotel for the NYE PBR Rodeo felt like the perfect way to cap off a long run north. Set right on the water at the northern end of Bribie Island, Sandstone Point is known for hosting major live events, and New Year’s Eve turns the place up another notch. Big crowds, a buzzing atmosphere and a genuine sense that this is one of Queensland’s go-to end-of-year destinations.

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This isn’t your typical dusty bush rodeo – and that’s part of the appeal. The crowd is noticeably more family-friendly, with plenty of people there as much for the event and the location as for the bulls. World-class riders, aggressive bulls and a fast-paced program kept the crowd locked in, with announcers and music maintaining a constant buzz between rides. 

What really sets the Sandstone Point NYE rodeo apart is the setting. One minute you’re watching riders being launched into the dirt, the next you’re looking out across the water with boats anchored offshore and live music rolling through the venue. Food trucks, bars and open spaces keep things moving, making it feel more like a coastal festival with a rodeo at its core than a traditional country meet.

If you’re planning to stay, booking well in advance is essential. Accommodation was booked out, so we improvised for the night, keeping things simple before an early start the following morning.

Double Island Point

Next up was Double Island Point, a destination that always feels like a reward after long hours on the blacktop.

Long before it became one of Queensland’s most popular beach-driving locations, Double Island Point was an important coastal landmark for shipping and fishing vessels, with its prominent headland used as a navigation marker along this stretch of coast. Today, it’s best known for its long, drivable beaches, clear water and relaxed camping.

Travelling with Willow the dog meant a bit of forward planning, so kennels were organised before we headed north. With Queensland regulations requiring a toilet per vehicle for beach camping, we also made a quick stop to get ourselves sorted and keep everything above board. A little preparation goes a long way once you leave the bitumen behind.

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Double Island Point has long been one of my favourite places in Queensland. After living in Coolum for a couple of years, it became a regular weekend escape – whether that meant surfing, slowing things down or just getting outside. It’s one of the most beautiful beaches you can legally drive on, and, for the rest of the convoy, it was a first visit. Being able to take them to the iconic lagoon – one of the standout spots on the entire coastline – was genuinely special.

We set up in Camping Zone 4 for three nights and quickly slipped into beach mode. Days were spent swimming, relaxing and letting time stretch out, while nights were filled with the sound of waves crashing under a bright full moon. This was also where the Alu-Cab rooftop tent earned its keep, delivering what we jokingly called “penthouse views” – open air, uninterrupted beach outlooks and the perfect spot for a midday siesta with the sea breeze rolling through.

Access to Double Island Point is via the beach north of Noosa, and vehicle access permits are mandatory. Separate permits are required for beach driving and camping, and both must be organised prior to arrival. Permits are available online, and rangers regularly patrol the area, so it pays to have everything sorted before hitting the sand.

Tide planning is just as important as permits. We timed our runs around low tide, when the sand is firmer and more forgiving, particularly for those new to beach driving. High tide can quickly narrow the beach and push vehicles into soft, chopped-up sections, especially near inland exits and headlands.

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Tyre pressures were dropped across the convoy to around 16 to 18 psi, which kept vehicles floating nicely without working the driveline too hard. Heavier touring setups may need to go lower depending on conditions, while lighter vehicles can sometimes run slightly higher. Low range isn’t always necessary on the open beach, but it’s invaluable for soft exits, bypass tracks and recovery situations.

A day trip up to the lagoon is almost mandatory, but it also highlights how quickly conditions can change. As we approached the bypass track leading into the lagoon, traffic slowed to a standstill. A 2WD Ranger was well and truly bogged in extremely soft, chopped-up sand, with vehicles stacking up behind it.

To set up the recovery, we had to turn around in the same boggy conditions – never ideal – and for a moment it felt like we were dangerously close to becoming part of the problem rather than the solution. With Maxtrax and a snatch strap out, the LandCruiser was positioned for a straight pull. On the first attempt, traction aids restricted power just when it was needed most, causing a brief struggle.

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After a quick reset, the second run was textbook: first gear low range off the line, a quick shift into second, holding around 3500rpm to maintain momentum through the soft sand. Within seconds, the Ranger was free and rolling, and traffic was flowing again after roughly 15 minutes. With the track cleared, we continued on to the lagoon, where calm, crystal-clear water and soft sand made it easy to forget the brief chaos. 

While we were settled in at D.I, the convoy grew by one. Lucinda Harvey, owner and founder of Saving True Blues, joined us for the next leg of the trip. Having spent most of her time outside Queensland, this was all new territory. And with K’gari – Fraser Island – sitting just a stone’s throw offshore, it didn’t take long for the inevitable suggestion to surface. Within 30 minutes of arriving, Lucinda looked around, took it all in, and said the words that would shape the next chapter of the journey: “We should go to K’gari”. And from there, things escalated quickly.

K’gari (Fraser Island)

We didn’t actually have a plan for where to go next.

Parked at Double Island Point, camp dialled, vibes high, Lucinda Harvey dropped the line that changed everything. The first step was logistics. We ducked back up to the lagoon at Double Island Point to get phone reception, checked campsite availability, made sure permits were all good, and confirmed we could extend Willow’s stay a little longer.

We took the freshwater track out of Double Island Point, aired up slightly for the run into Rainbow Beach. From there, it was on to Inskip Point, infamous for one thing above all else: People getting bogged. And wouldn’t you know it, as soon as we rolled in, someone was stuck.

A small wagon was stuck in soft sand while traffic banked up behind it. About 20 vehicles sat watching, most on 35s, locked, loud and ready, while people tried to dig and shove Maxtrax under it. We suggested a snatch strap, hooked it up, and had them out in seconds. Traffic flowing again. A bit of thinking goes a long way on sand.

We rolled onto the Manta Ray Barge, crossed over, and … holy hell, K’gari was busy. Absolutely packed. So our first priority was getting to camp before everything filled up. We headed north and locked in Camp Zone 8, up near Orchid Beach and Ngala Rocks. Found a cracking spot with views, sun on our faces and salt in the air. That said, the campsites themselves were pretty grubby – a shame, really. So we did a quick clean-up, met the neighbours and dipped our feet in the water. That night, sitting on the dunes with the breeze rolling through, was easily one of the best nights of the trip.

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The following day the obvious next move was Ngala Rocks, and we spent the morning thrashing through it multiple times. The Cruiser went through comfortably in first gear high range. I ran second gear low range, no drama, even with a heavy setup. Tyres were sitting around 20 psi, which could’ve gone lower.

From there, it was time to show Lucy the classics. We cruised south for a sightseeing run to Champagne Pools, Eli Creek, lunch at the Eurong Beach Resort, and then Lake McKenzie. The drive inland through the rainforest still blows me away every time. The temperature drop, the shade, the colour of the sand – it’s unreal. With how busy the island was, police were everywhere, and we even got breathalysed at the intersection between Eurong and Lake McKenzie.

Lake McKenzie, as always, delivered. Crystal clear, warm water, and one of the busiest days I’ve ever seen there – but still absolutely stunning. From there, the convoy split. Sarah and Jesse headed toward Kingfisher Bay to catch their barge and go grab Willow, while we doubled back to the Manta Ray barge and pointed the bonnet south. By nightfall, we were camped up at my family’s place in Coolum, dusty, sunburnt, wrecked – and already talking about when we’d do it all again.

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Stonesthrow Bush Camping in the hinterland

After a few big days on the coast chasing waterfalls and freshwater swims around Yandina and out near Kenilworth, it was time to start pointing the bonnet south toward Victoria.

Before we did, though, we had one last proper stop lined up – a Hipcamp called Stonesthrow Bush Camping, tucked away in the Gold Coast hinterland. What makes Stonesthrow special is just how close it is to civilisation, yet how quickly it feels like you’ve escaped it. The property sits roughly 40 minutes from Movie World and about 30 minutes from the Gold Coast, but once you roll through the front gate, you’d never know it. Entry is an experience in itself: You’re greeted by free-roaming goats, horses and steers, all incredibly curious and more than happy to come say g’day.

Not long after, we met the owners. Richard came cruising up on a Yamaha TTR125, with his daughter Essence riding along. Easily some of the most welcoming camp hosts we’ve come across. They guided us through the property and up into the bush to the higher sections, where the views open right up across the valley. This turned out to be some pretty fun off-roading to get up to this section – off-camber dirt roads and washed-away ruts kept the journey lively, a proper hinterland adventure. 

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Richard ran us through the set-up: There’s a composting toilet and filtered water near the house, but campers are still required to bring their own toilet to use at their sites. Fair enough – as Richard put it, he’s not keen on mowing paddocks or walking through human poo while maintaining the property. Respect the place, and it stays as good as it is.

The campsites themselves are spacious, quiet and well spread out, offering a true bush-camping feel without the chaos you sometimes get at public spots. It’s also pet-friendly. It was one of the best Gold Coast hinterland camps we’ve stayed at. Peaceful, unique, and full of character. 

From there, it was time to wrap things up. We pushed south, breaking the drive with motel stops to make good time, keen to get home before the bushfires threatened to cut access back across the border. 

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Road trip wrap-up: Heading home

After our final night at Stonesthrow Bush Camping, reality came knocking. Max and I had to be back for the start of work, so the convoy split and we pointed the bonnet south. 

What followed was a big push: Tweed Heads to Goulburn, then Goulburn to Melbourne, cutting through regions scarred by bushfires. It was confronting. Blackened paddocks, burnt trees, and that heavy, smoky stillness that makes you slow down and take it all in. A sobering reminder of how quickly things can change out here.

Still, from dusty pubs and beach camps to late-night laughs and spontaneous decisions, it was one of those trips that sticks with you. Thanks for tuning in for the read. And remember – it doesn’t matter what you drive. Get out there. Go explore.

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Limp mode … again

A few days after we made it home, the phone rang. It was Jesse and Sarah, still in Goulburn, and the HiLux was in limp mode again.

This time it wasn’t a loose hose or a zip-tie fix. Fault codes were popping up, power was gone, and things were looking far more serious. After an RACV inspection and a tow truck ride, the verdict was grim: Either a blown turbo or a failed turbo sensor – still not 100 per cent confirmed, but all signs were pointing toward the turbo.

We wouldn’t be surprised if Jesse turns up in a LandCruiser sometime soon. He was already low-balling Marketplace listings for the entire trip.

Reports indicate BYD is preparing to bring an upgraded Shark 6 dual-cab to Australia, addressing one of the ute’s key limitations: Towing capacity. 

The new variant is expected to feature a plug-in hybrid 2.0-litre powertrain capable of hauling 3.5 tonnes braked, up from the current 2.5-tonne limit. The Shark 6’s new 2.0T setup is said to produce 345kW, up slightly from the previous 321kW system. While the power gain is modest, the braked towing improvement is significant for ute buyers needing serious trailer capability.

Tare weight is expected to rise marginally to 2738kg, and the 2.0T is also said to receive larger front brakes to handle the extra load. At this stage, BYD plans to offer the 2.0T exclusively in the dual-cab pickup, leaving the upcoming dual-cab/chassis version that is expected in the first half of 2026 unchanged.

Separate reports have also indicated that BYD will most likely bring its Ti7 to Australia under its Denza sub-brand, potentially dubbed the B7 for our local audience. The Ti7 powertrain consists of a plug-in hybrid system combining a 1.5‑litre turbo petrol engine with one or two electric motors and a lithium‑iron phosphate battery.

This follows BYD’s introduction of Denza B5 and B8 plug-in hybrid off-roaders already available in Australia, signalling the brand’s continued push into electrified 4×4 territory.

Outfitting a 4WD for touring or off-road adventures means accounting for extra weight.

Accessories like bar-work, drawers, roof racks and trailers add up quickly, making a suspension upgrade essential. The two main options are: heavier-duty springs, or standard springs paired with airbag helper kits. The choice depends on load patterns, towing needs, and terrain.

Understanding airbag suspension

Airbag helper kits adjust the effective spring rate to match changing loads. They aren’t full spring replacements and won’t improve off-road articulation, but they excel for towing and variable payloads.

Fitted over coils or leaf springs, airbags sit near the differential. At low pressure, they barely affect ride height or handling. Inflate them for heavy loads or trailers, and they maintain ride height, stabilise handling, and reduce stress on springs and shocks.

Understanding spring suspension

Springs (coils or leaf packs) are standard on most 4WDs. They manage static weight, control ride quality, and provide off-road articulation. Stock springs handle the vehicle’s unladen weight plus some permanent accessories, but heavy gear or towing often requires upgrades.

Comparing springs and airbags

Which should you choose?

• Fixed loads and off-road focus: Heavier-duty springs offer reliability, off-road articulation, and minimal maintenance.
  
• Variable loads or regular towing: Airbag kits add flexibility, keeping the ride level and protecting suspension under changing weight conditions.
  

Why Superior Engineering?

Superior Engineering designs and fits suspension solutions for Australian conditions, from full GVM, GCM and BTC upgrades to coil conversions with integrated airbags. Every system is engineered for safety, performance, and long-term durability.

Bottom Line: Springs provide a strong, simple foundation. Airbags give adaptability for heavy or shifting loads. Choose based on your travel style, payload, and towing requirements – with Superior Engineering, you get a setup built for the real-world Aussie outback.

Suspension isn’t just about ride comfort – it determines how your 4WD handles off-road terrain and carries gear safely. 

Superior Engineering recommends starting with a Spring Rate Calculator to remove guesswork. It estimates your vehicle’s load and suggests suitable spring rates, helping achieve the right balance of ride height, wheel travel and handling.

Why spring rate matters

A spring’s rate defines the weight it can support.

Springs that are too soft for your rig’s load can lead to sagging, reduced suspension travel, shocks bottoming out, and accelerated wear on other components. Springs that are too stiff, on the other hand, can make the ride harsh and limit wheel articulation. Getting it right ensures the suspension functions efficiently under real-world conditions.

The spring rate should reflect your constant load – the weight your vehicle carries day-to-day. This includes items such as:

• Bullbars and winches
• Rear canopies or drawer systems
• Roof racks and long-range tanks
• Bolted toolboxes
• Secondary batteries
• A full tank of fuel
• Regular passengers

Occasional loads – luggage, camping gear, or supplies – should not dictate spring selection. Springs sized for maximum weight will make the vehicle stiff and uncomfortable when lightly loaded.

Measuring your vehicle’s real-world load

For accurate results, measure actual axle weights rather than relying on estimates. Weighbridges or corner weight scales give the most reliable data. Make sure the vehicle is configured as it is used daily – full fuel, permanently installed accessories, and typical tools and equipment. This provides a solid foundation for selecting the right suspension.

Superior Engineering’s Spring Rate Calculator lets you build a digital model of your rig, including common accessories such as fridges, roof-top tents, and steel bars. The tool aggregates these loads to recommend spring rates for front and rear suspension, making sure upgrades deliver predictable ride quality and handling.

Spring rate also affects suspension geometry. Springs that are too soft will sag, lowering ground clearance and limiting travel, while overly stiff springs can restrict upward movement if the vehicle’s weight is insufficient. Any changes – adding accessories, removing weight, or upsizing tyres – should prompt a recalculation to ensure the suspension remains properly matched.

Expert support from Superior Engineering

While calculators provide a starting point, professional guidance is recommended to ensure safe and reliable installation. 

Superior Engineering also offers integrated suspension solutions and speedo correction services to maintain drivetrain performance. With more than 20 years of 4WD suspension expertise, the team helps match spring rates to real-world conditions, delivering comfort, capability, and reliability across all terrain.

Nissan Australia has revealed details of the range and prices of its new D27 Navara ute. To be available exclusively in 4×4 double-cab body style with a ute tub on the back, the line-up from launch will comprise just four models.

SL, ST, STX, and Pro-4X will be the variants available from March 1. Nissan has teased us with images of a Pro-4X Warrior concept but that model hasn’t been confirmed for production yet. With the success of the previous Navara Warrior, we’ll bet a buck that the Premcar-fettled D27 won’t be too far off.

What’s good news is that Nissan has expanded its relationship with Premcar, turning to the Melbourne engineering firm to tweak the suspension on all new Navara models. This includes specific calibration of the shock absorbers to suit Australian road conditions. Those shocks are now a twin-tube design for improved durability on rocky tracks.

It’s no secret the latest Navara shares a lot with Nissan’s alliance partner Mitsubishi and its Triton ute, but the Nissan team is keen to project its points of difference in both specification and price. While the ladder-frame chassis, suspension configuration and powertrain will be shared across the alliance partners, the specifications, standard inclusions and suspension differ between the two.

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What does each model come with?

Navara SL (from $53,348)

Standard equipment includes an electronic locking rear differential (RDL); LED headlights and LED tail-lights; a seven-inch Instrument Cluster Display; a nine-inch touchscreen infotainment system with wired Android Auto and wireless Apple CarPlay connectivity; sat-nav; cloth seats and vinyl floor covering; tailgate assist for easier access to the tub; 17-inch steel wheels with all-terrain tyres; and the Easy Select dual-range transfer case that misses out on the full-time 4×4 mode of the Super Select 4×4 transfer case.

Navara ST (from $56,765)

The ST has all of the features of the SL but adds 17-inch alloys; carpet floor covering; leather-accented steering wheel; USB plug in the rear of the console; privacy glass; auto-dimming rear-view mirror; heated exterior mirrors; and a rear sports bar.

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Navara ST-X (from $63,177)

Step up to the ST-X model and you finally get the Super Select 4×4 system with full-time 4×4 as well as 2WD and dual-range 4×4. Drive modes now include Normal, Eco, Gravel, Snow, Mud, Sand and Rock, and hill descent control joins the party. Eighteen-inch alloys replace the 17s on lower grades; the exterior mirrors have power-fold functionality; and silver colours on the exterior distinguish it from the lower grades. A cargo liner protects the cargo tub, and tailgate assist is standard.

Inside, the ST-X gets leather-accented seats with power adjustment for the driver; heated front seats; dual-zone climate control; push-button engine start; and a wireless phone charger. The multimedia screen grows to nine inches, and both Android Auto and Apple CarPlay go wireless.

Navara PRO-4X (from $68,418)

The Pro-4X is the hero of the range for the time being, and it really stands out with a distinctive grille surround with lava orange highlights; 17-inch matte black alloys wearing 265/65R17 all-terrains; wheel-arch flares with lava orange accents; black roof rails; and a NAVARA tailgate badge. Flash, hey?

Inside, Pro-4X owners will enjoy leather-accented seats with orange stitching and suede bolsters, a leather-accented steering wheel with orange stitching, and PRO-4X logos embossed on the front seatbacks. Black-painted inner door handles and lava orange accents throughout the front console and door trim add to the vibe. The Pro-4X also comes standard with a towbar fitted that is wired in and ready to go; otherwise it’s an extra on the lower grades.

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Engine and powertrain

All D27 Navaras are powered by the Alliance’s 2.4-litre bi-turbo-diesel engine that makes 150kW and 470Nm, with a 7.1L/100km combined fuel consumption sticker.

The engine is backed by a shared six-speed automatic transmission, with no manual cog-swapper offered in the Nissan. The transfer case is Mitsubishi’s Super Select system that provides two- and four-wheel drive, high- and low-range, and full-time 4×4 for all-road driving. All Navaras come with a rear differential lock, which Nissan is quick to point out isn’t the case with its competition.

Something the Navara does lose in this jump to the shared D27 platform is the availability of a coil-spring option in the ute. This was a point of difference enjoyed by many users in the D23 Navara. All Navaras now come with leaf springs supporting the rear end, and there are different leaf packs for each of the four model grades and their differing weights. The front suspension still uses wishbones and coil IFS configuration, common to mid-size 4×4 utes.

All Navara D27s have a 3500kg towing capacity. The GVM is rated at 3190kg and the GCM at 6250kg, giving payloads between 1064kg for the SL model and 964kg for the Pro-4X.

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Safety

All models in the D27 Navara range share the same level of safety kit: eight airbags; Emergency Braking (AEB); Lane Departure Warning with Emergency Lane Assist; trailer sway control; front and rear parking sensors; reversing camera; Blind Spot Warning; Intelligent Around View Monitor with Moving Object Detection; driver monitor; TPMS; and front and rear cross-traffic alert. The features give the D27 a five-star safety rating, but that was using the 2024 test.

Ownership

The new Navara will be offered in a choice of eight exterior colours.

Nissan backs the range with its service-activated warranty program, extending coverage to up to 10 years or 300,000km when servicing is completed within the Nissan dealer network. Without activation, the standard warranty is five years with unlimited kilometres. 

Roadside assistance follows the same structure, with up to 10 years or 300,000km of coverage available under the service-activated program, otherwise reverting to one year with unlimited kilometres. The Navara also comes with a five-year flat-price servicing schedule, with services capped at $499.

The D27 Navara range will be available in Nissan dealerships from March 1.

Pricing

The Ford Ranger has opened 2026 at the top of Australia’s 4×4 sales charts, maintaining its lead despite the launch of the all-new Toyota HiLux late last year.

Ford delivered 3241 Ranger 4x4s in January, comfortably ahead of the HiLux on 2275 sales. The Ranger also finished January as Australia’s top-selling vehicle overall with 3403 registrations (4×4 and 4×2 combined), ahead of the HiLux (2800), Mazda CX-5 (2289), Chery Tiggo 4 Pro (2234) and Mitsubishi Outlander (1975).

Ford also led the 4×4 wagon segment, with the Everest recording 1913 sales to finish January as Australia’s best-selling 4×4 SUV. It outsold the Toyota Prado (1392) and Isuzu MU-X (1131). In the large SUV category, the Toyota LandCruiser 300 Series continued to outperform the Nissan Patrol, with 907 sales versus 410.

In the budget ute segment, the GWM Cannon and Cannon Alpha led the class with a combined 885 sales. That total almost exceeded the combined results of rivals including the Foton Tunland (113), JAC T9 (118), KGM Musso (102), LDV T60 (301), LDV Terron9 (120) and MG U9 (216). The Cannon range also outpaced established nameplates such as the Mazda BT-50 (780), Nissan Navara (450) and Volkswagen Amarok (264). Kia’s Tasman also had a soft start to the year, recording 410 sales in January. Could slow sales fast-track a Kia Tasman redesign?

At the premium end of the market, Chevrolet’s Silverado led the full-size pickup segment with 247 sales, including HD variants, ahead of the Ram 1500 (179), Ford F-150 (127) and Toyota Tundra (63).

Broader market data shows the light commercial vehicle segment started 2026 at a slower pace. January sales totalled 17,995 units, down 2.5 per cent from 18,453 a year earlier. PU/CC 4×4 sales also declined, falling 2.9 per cent year-on-year to 13,650 units.

By fuel type, petrol vehicle sales dropped sharply, down 14.7 per cent compared to January last year, while diesel sales declined 3.7 per cent. Electrified vehicles continued to grow strongly, with electric vehicle sales up 124.1 per cent and plug-in hybrid sales increasing 170.5 per cent year on year.

Despite softness in several segments, the overall new vehicle market edged higher. Total sales reached 87,092 units in January 2026, up 288 vehicles, or 0.3 per cent, compared with January last year.

China continued to strengthen its position as Australia’s second-largest source of vehicles behind Japan. Vehicles manufactured in China grew 68.6 per cent year on year to 20,260 units. Japan remained the largest source with 22,943 vehicles, followed by Thailand (17,072), South Korea (11,277) and Germany (4346).

Jeep Australia has confirmed updates for the 2026 Wrangler and Gladiator, bringing minor but useful refinements to its off-road heroes.

For 2026, both vehicles now feature quick-release door hinges, making door removal faster and easier for drivers who regularly prefer the open-air experience. On the inside, Jeep has replaced the red stitching on the steering with a Tungsten finish, said to give the cabin a more subdued look. 

Changes exclusive to the Wrangler Rubicon include the addition of a heavy-duty steel front bumper as standard, previously a $3374 option. Jeep has also brought back several familiar colours including Anvil, Mojito, Reign, Tuscadero, Earl and Joose – alongside a limited-run Goldilocks finish.

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For the Gladiator Rubicon, Jeep has added a standard remote-start system and a revised tool and storage solution. The new zippered pouch replaces old plastic trays to keep bolts and tools organised when removing the roof, doors or windscreen. Exterior colour options now include Goldilocks, as well as the return of Mojito, Reign and Joose.

Both models continue to deliver Jeep’s signature rugged engineering, including the Rock‑Trac 4×4 system, skid plates for underbody protection, and a 12.3-inch Uconnect 5 touchscreen with wireless Apple CarPlay and Android Auto. The Wrangler retains Dana solid axles, a full-float rear axle, and a front-facing TrailCam off-road camera. 

Jeep Australia is introducing the 2026 Wrangler 85th Anniversary Special Edition, a limited-run, heritage-inspired halo model above the Rubicon that celebrates 85 years of Jeep engineering and adventure. It will be priced at $88,490 (Manufacturer’s Suggested Retail Price).

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2026 Wrangler 85th Anniversary Special Edition highlights

Interior:

• Plaid fabric seats with black leather-accented side bolsters
• Plaid fabric dashboard insert
• Bronze 85th Anniversary logo shifter medallion
• Bronze cupholder plaque

Exterior:

• Bronze 85th Anniversary swing gate plaque
• Choice of Bright White or two complimentary premium paints (Black, Granite Crystal)
• Complimentary body-coloured fender flares
• Complimentary body-coloured 3-piece hard top roof
• Bronze tow hooks on front steel bumper
• Blue Agave ‘WRANGLER’ side hood decals
• 17” steel oxide alloy wheels with 85th Anniversary logo wheel caps
• 85th Anniversary blue Agave swing gate decal

The two- and four-door Wrangler Rubicon remains powered by a 200kW/400Nm 2.0-litre turbo-petrol engine, while a 209kW/347Nm 3.6L V6 petrol powers the Gladiator.

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