The perennial bush favourite – Toyota’s LandCruiser 79 Series – has a new competitor in the Quartermaster pick-up from British brand Ineos. While the LandCruiser brings 40 years of bush-bred heritage and proven durability, the loss of its V8 diesel in favour of a four-cylinder has many traditional Toyota owners looking elsewhere.

The Quartermaster is the cab-chassis variant of the Ineos Grenadier wagon and, like the wagon, it comes in three grades with petrol or diesel six-cylinder engines, live axles, diff locks and genuine heavy-duty underpinnings. But is the hardware enough to entice hard-core 79 owners to consider a relatively new European contender?

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The LC79 is many things to many customers, and part of its appeal has always been the extensive aftermarket support that allows owners to tailor the vehicle to their needs. We’ve showcased plenty of LC79 builds on these pages over the years. Only now are we starting to see Ineos vehicles built up as heavy-duty 4×4 tourers, and this build from Jason Bell is the first Quartermaster we’ve had the chance to inspect.

Jason’s rig is a 2024 Quartermaster Trialmaster, and when it came to transforming it into his ultimate off-road tourer, he handed it over to Ineos specialists GrenX. GrenX is the company behind the Grenadier that graced our cover 12 months ago, and the man behind the brand, Rohan, told us that Jason was the perfect customer to work with in developing the Quartermaster.

“Jason is an exceptional customer,” Rohan said. “He gave me full creative freedom to build my interpretation of the ultimate GrenX Quartermaster, with no limitations.”

Back when we featured Rohan’s Grenadier, he spoke about the big plans he had for future Ineos builds, and judging by Jason’s Quartermaster, this project has allowed him to realise them. While the look and stance of the finished rig are impressive, some of the most significant upgrades are concealed underneath. Like most factory 4x4s, the Ineos models could do with a boost in load capacity, so GrenX has developed Second Stage Manufacturer (SSM)-approved GVM upgrade kits for both the wagon and cab-chassis models.

Jason’s truck now has a GVM of 4499kg, up from the factory 3550kg. To achieve this extra capacity, GrenX fits Dobinsons remote-reservoir shock absorbers and springs, along with additional bracing on key sections of the chassis and diff housings. A Bilstein steering dampener – specifically developed to improve the Ineos’ steering feel – is also part of the package.

All GrenX modifications and the uprated GVM are carried out under SSM approval to ensure compliance, and this also covers an increase in tyre size up to 37-inches. Of course, all of this is done to allow the vehicle to carry a truckload of touring accessories, recovery gear and protection equipment while still remaining within its load limitations.

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Loaded with accessories

To carry the kit, the truck is fitted with a tray and canopy developed by GrenX, which in turn supports a Clevershade awning up top, tapered toolboxes underneath, a rear trundle tray, a 70-litre water tank, internal storage drawers and a Bushman 130-litre fridge.

A Bushman drawer fridge will also be installed by the time you’re reading this. Protection gear includes a GrenX rear bar and rock sliders, along with an Offroad Animal bullbar. A Warn 12.5 Evo winch is tucked neatly into the bar, ready for recoveries.

Ineos offers buyers a choice of petrol or diesel six-cylinder BMW engines, and Jason chose the latter for his Quartermaster. In standard form the engine makes a claimed 185kW and 550Nm, but a GrenX ECU tune bumps that up to a far more useful 700Nm. The GrenX 4.5-inch intake snorkel and airbox ensure plenty of fresh, clean air is fed to the engine.

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Putting that new-found torque to work are 35-inch Yokohama muddies mounted on forged alloy wheels, and they’re just the ticket for off-road use – in any conditions. That’s exactly what Rohan set out to achieve with GrenX – turn-key builds that improve the performance and capability of Ineos 4x4s, tailored to each owner’s needs and desires.

Will it be enough to emulate – or even topple – the success of the LandCruiser 70 Series? Time will tell. But the product already looks and performs well above what the manufacturer intended, and that’s exactly what a bespoke-built 4×4 should do.

I slipped the Cruiser into four-wheel drive and eased onto the sand track that dropped down to the beach.

It was the final leg of my journey retracing Charles Sturt’s 1829-30 expedition down the Murrumbidgee and Murray rivers to the sea. Just a few days earlier, Facebook warnings suggested the beach was soft, but whatever had worried people must have changed. Once I’d dropped tyre pressures, I never had a worry.

JUMP AHEAD

• From Camden to Canyonleigh
• Through Goulburn and beyond
• Along the Murrumbidgee
• Camping and the Murrumbidgee Valley Regional Park
• Crossing the Hay Plains and Sturt’s Tree
• Through Maude, Balranald, and the Murray
• Into South Australia

From Camden to Canyonleigh

The first couple of days had started easily enough – bloody filthy weather aside – as we left Camden on the southern edge of Sydney’s greater metropolitan area.

Back in November 1829, at the outset of his second major expedition, Sturt stayed with a friend at the newly established Brownlow Hill station, the region having only been settled a few years earlier. Remarkably, that property just west of central Camden has survived the pressure of urbanisation and remains one of Australia’s most significant colonial estates — a rare, near-intact early farm now protected by heritage listing. Brownlow Loop Road cuts through the estate and offers great views of the historic property; it’s a public road, even if the signage at either end may suggest otherwise.

As you’d expect, in the nearly 200 years since Sturt headed south, plenty has changed – and finding even a dirt road that lined up with his route proved a genuine test of my map-reading skills (or lack thereof). Still, south of Picton we picked up a long run of gravel through Canyonleigh, following the general line of Sturt’s path to a shallow ford on the Wollondilly River near the tiny hamlet of Towrang. It must be said the ford isn’t always shallow, nor is the Wollondilly always gently flowing, as the flood debris piled on both banks makes clear. Be prepared to turn back if the river is running too fast or too deep.

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Through Goulburn and beyond

Sturt had camped on the Wollondilly nearby, at the base of the Cookbundoon Range in mid-November 1829, but try as I might to do the same, I was continually stymied by private property and ‘No Entry’ signs.

I pushed on to Goulburn and followed dirt roads across the Breadalbane Plains, then up and over the low Cullerin Range to Gunning, keeping reasonably close to Sturt’s original track – and what would later become the route of the original Hume Highway. The Lachlan River rises in the hills north of here, forming one of the major west-flowing water arteries that we’d meet again later in the trip.

At Jugiong, Sturt had his first sighting of the Murrumbidgee – and like him, so did we – before we pushed on to Gundagai, where Sturt and his men crossed to the river’s southern bank. A monument marking the crossing stands in the local caravan park near the modern road bridge. Back in Sturt’s day, the Gundagai area represented the very edge of European settlement, so from this point on he and his party were heading into essentially unknown country.

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Along the Murrumbidgee

We pushed on, keeping close to the Murrumbidgee as we headed towards Wantabadgery, stopping just short of the small town at the very pleasant Sandy Beach.

We’d camped there before, and I knew it would be just the start – a great introduction to the many fine camping spots dotted along the Murrumbidgee that we’d enjoy in the days ahead. In Wantabadgery we pulled up to check out the small monument to The hero of Wantabadgery – Senior Constable Edward Mostyn Webb-Bowen – who was fatally wounded in 1879 while trying to capture the infamous bushranger Captain Moonlight (sometimes spelt ‘Moonlite’). Moonlight was later caught and hanged for his crimes, and both the policeman and the bushranger are buried in Gundagai.

Following the Murrumbidgee westward, about 18km east of Wagga Wagga we swung into the Oura Beach Reserve for a look, but with it being early in the day – and the place already dotted with vans and campers – we pushed on. West of the city we were back on the gravel, River Road starting out in good condition before gradually degenerating into a 4×4 track as we passed the last of the farmhouses along the river.

Passing through a gate into what’s known as Jones Reserve, we found ourselves right on the banks of the stream – a cracking spot to pull up for a night or two. The track continues on, heading away from the water and winding through open forest and across a few grassy dunes before meeting Old Narrandera Road. As the signs on the exit gate later revealed, somewhere since leaving the river we’d passed into Saw Pit Reserve which, as a designated Travelling Stock Route, doesn’t allow camping. I’m never quite sure why that rule applies to these open bush areas of Crown Land – or whether it applies to those actually driving stock.

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Camping and the Murrumbidgee Valley Regional Park

East of Narrandera we had a look at the camping options at Berembed Weir and at the Rocky Waterholes. My pick is Berembed Weir; it was far quieter than the Rocky Waterholes site.

West of Narrandera, on the north side of the river, a series of disjointed forest and bushland parcels make up the Murrumbidgee Valley Regional Park (MVRP – pronounced Mer-um-bid-gee if you’re not a local). Along here the riverbanks and their big river red gums look much as they would have in Sturt’s day. The park offers plenty of campsites dotted along the river, some with sandy beaches ideal for swimming or paddling.

To stay close to the river, take River Road west of Yanco, where you’ll find access tracks leading through the red gum forest to the water’s edge. When we were here a few years back the tracks were strewn with fallen timber; this time around it wasn’t an issue – but be warned. Most of the tracks are easy going when dry, but when wet these mostly black-soil plains can turn even a simple trail into something slippery and boggy. In the Willbriggie section of the regional park, west of the small town of Darlington Point, you’ll find a half dozen campsites along the river with Swaggies Beach being our favourite.

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Crossing the Hay Plains and Sturt’s Tree

As you head west, the road crosses the Hay Plains well away from the river and seems to stretch to eternity across a flat, dun-coloured landscape of saltbush, bluebush and drying lignum.

The only relief from the monotony comes from the lines of trees marking an ephemeral watercourse or an occasional stand of hardy acacias such as mulga and myall. Even Sturt recorded similar thoughts on the monotonous landscape stating, “Our route during the day was over as melancholy a tract as ever was travelled… It is impossible for me to describe the kind of country we were now traversing, or the dreariness of the view it presented.” He’d be amazed at the transformation that irrigation has brought to much of the region.

About 4km east of Hay, a small carpark on the south side of the highway – close to the river – marks the site of Sturt’s Tree. A plaque erected in 1979 identifies the location, the blaze on the tree now sitting at its base after being found almost buried under flood debris and mud built up over the intervening years. Hay itself has the popular Sandy Point Reserve along the edge of the Murrumbidgee – Sturt camped close by – but just west of town is the small Wooloondool section of the MVRP, which offers about half a dozen camping areas along the river. The western-most camp, Mad Dog Bend, is the best and largest in my view; like most sites in the MVRP, there are no facilities.

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Through Maude, Balranald, and the Murray

At the tiny hamlet of Maude we turned onto Nap Nap Road – there’s a camp right on the river’s edge just after the turn – and headed south-west, the route skirting the fringe of the vast Great Cumbungi Swamp.

The swamp sprawls across a huge expanse around the junction of the Lachlan and Murrumbidgee rivers. It stopped explorer John Oxley in 1817 and forced Sturt to take to his boat – which he’d dragged all the way overland from Sydney – only a short distance downstream of Maude. Today, much of the swamp has been drained, but you’ll still see remnants of lignum and cumbungi close to the road.

At Balranald we explored Yanga National Park, which protects more than 170km of Murrumbidgee River frontage – much of it looking much as it did when Sturt and his men rowed past. Centred around the historic Yanga Homestead, the property was once the largest in NSW, running in excess of 100,000 sheep in its heyday. In 1922 the 40-stand shearing shed shore 93,386 sheep and produced more than 2000 bales of wool.

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Back in the 1980s we used to chase feral pigs through the lignum here – great fun, and we were doing the environment a favour. Today there are a couple of camping spots in the park, both on the river: one close to Balranald and the other at the very northern tip of the park, which is by far the more remote and quieter of the two.

The Murrumbidgee ends where it joins the Murray, the point where Sturt and his party were swept out onto “a broad and noble river”. That junction of the two great streams isn’t easy to reach from the NSW side, so we crossed into Victoria and made our way to Junction Camp, east of the small township of Boundary Bend, in a section of state forest slated to become part of the proposed Murray River Park. Much of the track network here has become overgrown, and the camping spot at the actual junction leaves a lot to be desired. Passage Camp, just a few kilometres away, is a far better place to pull up with a camper or throw down the swag.

We followed the river westward and stopped at Junction Park in Wentworth, where we viewed the junction of the Darling and Murray rivers. It was here that Sturt had a tense confrontation with a large group of Aboriginal people – but throughout this expedition, and in his journeys before and after, his leadership meant no blood was shed on either side.

Back on the road we headed along a good dirt run to the Rufus River – named by Sturt after his friend’s red hair, believe it or not – and found a small camp beside the stream, just south of the large, shallow Lake Victoria.

Into South Australia

Next day we crossed into South Australia – the state whose very foundation, just a few years later, was shaped in part by Sturt’s journey down the river.

Here, amongst the vineyards and orchards of Australia’s food bowl, there are a number of parks and reserves that remain much as they were when Sturt sailed past. These include the Murray River NP and, further west, Morgan CP, to name just two. We like camping in the latter, on a bend of the river opposite the great cliffs Sturt wrote about, saying:

“It (the river) increased considerably in breadth and stretched away before us in magnificent reaches of from three to six miles in length. The cliffs under which we passed towered above us like maritime cliffs, and the water clashed against their base like the waves of the sea.”

Two days later we were standing on a low headland overlooking Lake Alexandrina, just on the outskirts of the pleasant Aboriginal community of Raukkan. You reach it via a short ferry ride across the narrow Albert Passage, which links Lake Alexandrina with the much smaller Lake Albert. Overlooking the passage is the small but distinctive Point Malcolm Lighthouse – the only lighthouse in inland Australia.

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On the outskirts of Raukkan stands a monument to Sturt, erected by the local community in 1930. It must be the only monument erected by Aboriginal people to a European explorer in all of Australia – I’ve certainly never heard of another.

On the western side of the lake is Point Sturt – visible from the monument at Raukkan on a clear day – from which Sturt sailed on the final leg of his journey. The headland is reached via a gravel road that cuts across flat farmland before giving way to a more natural landscape as you reach the low promontory overlooking the expanse of water. It’s not a bad spot to camp, especially if the wind has eased.

Sturt then pushed on down what we know today as the Goolwa Channel and camped near where the present-day barrage crosses the stream to keep saltwater out of the lake and surrounding country. From here, he and his men walked across the intervening dunes and along the beach to the Murray Mouth. Not being that energetic, I headed to the local Surf Life Saving Club and took to the beach for the final run in Sturt’s footsteps.

It had been an enjoyable and enlightening trip in the wake of one of Australia’s great explorers.

Why the Ranger Was the Clear Choice

For Stuart, owning a ute has always been about more than practicality. It’s about safety for his family, capability for his work, and the freedom to get outdoors whenever the opportunity comes up. After doing his homework, comparing models, and thinking long-term, he landed on a vehicle that ticks every box: the Ford Ranger XLT 3.2-litre diesel dual-cab.

Life With the Ranger XLT

Three years in, Stuart’s confidence hasn’t wavered. His Ranger is covered by a five-year warranty, including parts, and he keeps it serviced at the Ford centre in Brookvale. He’s not the only one either, with the Ranger topping Australia’s sales for a third straight year in 2025, outpacing Toyota’s HiLux to remain the nation’s best-selling 4×4.

Most of his driving is close to home on the Northern Beaches. Living in Allambie Heights means short, frequent trips — school drop-offs, commuting to work, and errands within five kilometres of home. But that everyday ease is exactly what he loves. The Ranger feels steady, predictable and comfortable, whether he’s carrying gear, the family, or both.

When the Ranger Needs to Work Hard — It Does

Stuart has put the Ranger to the test with towing, too. One of his standout moments was hiring a 15-foot caravan in Western Sydney and heading up to the Central Coast with his wife and son.

It wasn’t just the towing ability that impressed him — it was the confidence. The 3.2-litre diesel had all the power he needed for overtaking on the highway, and he never felt unsettled or underpowered.

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Taking the Ranger Off-Road — Including the Stockton Beach Sand Dunes

Stuart loves getting the Ranger off the bitumen, and he’s taken it through challenging terrain. A favourite is a track outside Goulburn, featuring steep climbs, river crossings and wombat holes. The Ranger XLT handles it all — stable, capable and fun.

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A Ute That Fits Every Part of Stuart’s Life

For Stuart, the Ranger XLT isn’t just a vehicle. It’s a safe family car, a reliable workhorse, and an adventure-ready 4WD that opens the door to experiences — from local errands to off-road weekends to unexpected dune-driving detours. It’s the capability, comfort and confidence that keep him loving it every day.

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Why Connor Chose the Ranger

For Connor McNally, an event manager for Cricket Australia, life is constantly moving — early mornings, shifting venues, and quick escapes whenever time allows. When he bought his 2016 Ford Ranger toward the end of the COVID-era market chaos, he needed a ute that was powerful, affordable and ready for anything. The Ranger – Australia’s top-selling 4×4 for the third year running – stood out for its real-world capability: strong towing performance, rear diff lock as standard, and the reliability he could trust day in, day out.

How the Ranger Fits His Work and Travel

Across Melbourne and beyond, Connor uses the Ranger as a mobile workspace. The metal canopy and custom rear setup let him haul equipment between offices and event sites without fuss. But once the work week wraps, the Ford Ranger transforms into his getaway vehicle. With a dual-battery system and fridge running full-time, he can throw a swag in the back, hook up a trailer or take off for a spontaneous winter trip with almost zero prep.

Towing, Trips and Real-World Capability

What Connor values most is how consistently the Ranger delivers. From towing his 1,600kg boat to running long highway stretches, it feels surefooted and strong — a big step up from other vehicles he’s towed with, including an MU-X. Even in Tasmania’s freezing August weather or South Australia’s 38-degree heat, the Ranger never faltered. And with a lift and plenty of clearance, it’s taken him deep into the kind of tracks he lives for.

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Taking the Ranger Further — From Tasmania to the Gibb River Road

Connor’s Ranger has carried him across some of the most memorable corners of the country: the wild west coast of Tasmania, the sweeping beaches of Rapid Bay, and iconic outback favourites like Cash Island, the Gibb River Road and the Dampier Peninsula. Whether he’s travelling solo or with his partner, the Ranger has even doubled as home for month-long stretches — something few vehicles can genuinely handle.

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A Dependable Companion for Every Chapter of His Life

At close to 240,000km, with dents and scratches inherited from previous owners, Connor’s Ranger wears its history proudly. To him, that’s the beauty of it. It’s dependable, capable and always ready for what’s next. Whether towing, camping or simply squeezing more adventure into his weekends, the Ranger is the vehicle that keeps pace with every part of his life.

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GWM has finalised specifications and confirmed drive-away pricing for the all-new Tank 300 Hi4-T PHEV, with vehicles arriving at dealerships from early April 2026. 

The plug-in hybrid combines a 2.0 L turbo engine with a 120 kW electric motor, producing 300 kW and 750 Nm, delivering strong on-road performance and genuine off-road capability.

The range offers two variants: Lux and Ultra, both built on a ladder-frame chassis with a part-time 4×4 system and low-range transfer case. Advanced traction and safety technologies – including differential locks, crawl control, adaptive cruise, and collision mitigation systems – ensure the Tank 300 performs off-road while remaining practical for everyday driving.

Inside, dual-zone climate control, a 12.3-inch touchscreen with Apple CarPlay and Android Auto, wireless charging, and multiple power outlets combine with a spacious interior to enhance comfort and convenience. A 37.1kWh battery delivers an NEDC-rated 955km combined range and 115km EV-only range, with fast-charging and V2L capability making the PHEV suitable for both adventure and daily use.

Drive-Away Pricing

• Lux: $55,990
• Ultra: $59,990

What do you get: Lux

Mechanical / drive

• 2.0L turbo plug-in hybrid
• Combined output: 300kW / 750Nm
• Part-time 4×4 (2H, 4H & 4L)
• Rear differential lock (electric)
• 9-speed hybrid automatic transmission with low-range transfer case
• All-terrain mode selection, tow drive mode, tank turn assist & crawl control
• 0-100 km/h: 6.3 seconds

Battery

• Combined NEDC range: 955km
• EV-only range: 115km
• 37.11kWh Nickel Manganese Cobalt battery
• 50kW DC charging: 30-80% in 24 minutes
• AC charging: 15-100% in 6.5 hours
• V2L output: up to 6kW

Weights and capacities

• Towing: 3000 kg (with trailer brakes), 750kg (without)
• Kerb weight: 2615kg
• GVM: 3225kg
• Payload: 610kg
• Fuel tank: 70L
• Luggage capacity: 360-1520L

Exterior

• 18-inch two-tone chrome alloy wheels
• Side steps and roof rails
• Electric sunroof
• Auto LED headlights with DRL + electric levelling
• LED taillights with sequential indicators
• Front grille in machine grey
• Chassis guard: 2-piece
• Power fold exterior mirrors, shark fin antenna, rear privacy glass

Interior and comfort

• Leather-accented seats
• Driver: 6-way power adjustable
• Front passenger: 4-way power adjustable
• 60:40 rear seats with centre armrest
• Dual-zone climate control (first & second rows)
• Ambient lighting (7 colours)
• Wireless phone charger
• Front 12V accessory power
• Luggage cabin 12V & 240V outlets

Infotainment

• 12.3-inch touchscreen with wireless Apple CarPlay & Android Auto
• 9-speaker premium audio with DAB+
• Bluetooth connectivity, USB-A & USB-C outlets

Driver assistance and safety

• 7 airbags: front, side, curtain, centre
• Reversing camera and rear parking sensors
• Tyre Pressure Monitoring System (TPMS)
• Hill ascent/descent control, blind spot monitoring, collision mitigation systems
• Front collision warning (pedestrian & cyclist), rear cross-traffic alert, rear collision warning
• Traffic sign recognition, traffic jam assist, intelligent turning, smart dodge
• Driver fatigue monitoring system, emergency signal system

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What do you get: Ultra (incremental to Lux)

Mechanical / drive

• Front differential lock (electric)

Exterior

• Chassis guard: 3-piece underbody protection

Interior

• Heated steering wheel
• Nappa leather-accented seats
• Heated & cooling front seats
• Driver massage
• Driver memory
• Driver: 8-way power adjustable
• Front passenger: 4-way power seat with lumbar support adjustment

Driver

• Auto-dimming rear-view mirror
• Ambient lighting (64 colours)
• External mirror memory

They’ve been Australia’s best-selling new vehicles for years and, by a long margin, they lead the 4×4 sales charts. So it’s big news when one of the top two delivers a new model.

That’s exactly what happened at the end of 2025 when Toyota dropped the ninth-generation HiLux. It’s a major overhaul of the enduring Toyota ute, even if it’s not an all-new model. The big question is whether Toyota has done enough with the updated HiLux to wrest the number-one seller position back from the Ford Ranger, which has owned the title in recent years.

To put the two midsize utes head-to-head, we compared two of the more popular variants. The mid-range SR5 has long been a go-to in the HiLux range for both workers and enthusiasts, and the same could be said for the Ranger XLT. We have the HiLux SR5, but Ford was unable to supply an XLT Ranger for this test, so instead we have the Ranger Sport, which sits one step higher in the line-up. Coincidentally, the Ranger Sport V6 topped the charts in our 2025 Ute of the Year battle.

Part of the reason Ford couldn’t supply an XLT is that the company is preparing to roll out its MY26.5 Ranger update. Among the changes, it will mark the end of the 2.0-litre bi-turbo diesel, while availability of the V6 diesel will expand across the line-up, alongside a single-turbo 2.0-litre for lower grades.
At the time of writing, a Toyota HiLux SR5 automatic double-cab ute had an RRP of $65,990 plus on-road costs, while a V6 Ranger XLT was $69,090+ORC and the V6 Sport tested here was $71,340+ORC.

Add the $2500 Premium Pack to the HiLux SR5 and you score leather-accented upholstery, an eight-way powered driver’s seat with lumbar support, and a nine-speaker JBL premium sound system, bringing it closer to the Ranger Sport in both price and specification.

With that out of the way, let’s take a look at the two utes 👇

JUMP AHEAD

• Toyota HiLux SR5
• Ford Ranger Sport
• Verdict
• Specs

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Toyota HiLux SR5

Toyota calls this the ninth-generation HiLux, but it’s better described as a major update of the previous model.

The chassis architecture carries over in revised form, the cabin structure (including the glass) is also carried over, and the powertrain remains Toyota’s 1GD-FTV 2.8-litre diesel, now paired with a 48-volt system and backed by a six-speed automatic transmission and part-time dual-range 4×4 transfer case. It’s a classic case of ‘if you’re on a good thing, stick to it’ – Toyota hasn’t messed with what is a well-proven and capable drivetrain.

The engine produces 150kW and 500Nm with the automatic transmission. Toyota’s 48-volt V-Active system uses an 8.5kW/65Nm motor-generator, lithium-ion battery and DC/DC converter to smooth the stop-start function, provide a small boost to acceleration, and deliver a claimed improvement in fuel economy. The other key mechanical change is the move to electric power steering (EPAS) across all models, replacing the previous hydraulic system. This enables improved ADAS functionality and, in some grades – including the SR5 – the option of Normal or Sport steering feel.

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Styling changes front and rear are extensive, but the biggest update is inside – something drivers and passengers will appreciate. Up front, the HiLux wears slimline LED headlights and a painted grille that follows the current trend. Toyota says the muscular front bumper design mimics the stance of a sumo wrestler.

Around the back, the cargo tub is new, along with the tail-lights, tailgate, sports bar and a rear step to make accessing the load easier. In SR5 trim the tub is fairly bare bones, with four internal tie-down points and no bedliner, cover or power outlet. Those items are available as accessories or are fitted as standard on higher grades.

Interior

Inside, occupants are greeted by a 12.3-inch multimedia screen, matched by a 12.3-inch digital instrument cluster for the driver. The multimedia system supports wireless Apple CarPlay and Android Auto, and includes Toyota mapping along with app connectivity. There’s a single wireless phone charger in the centre console.

The dash is new, as are the seats, which in SR5 trim are cloth-covered with manual adjustment. As mentioned, you can option the Premium Pack, which adds leather-accented upholstery, power adjustment for the driver, and a premium sound system.

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Safety

The updated interior and move to electric power steering (EPAS) have allowed Toyota to upgrade the HiLux’s ADAS suite. It now includes autonomous emergency braking (AEB) with a pre-collision safety system, adaptive cruise control, rear cross-traffic alert, lane departure alert, lane trace assist, road sign assist and blind-spot monitoring. The usual safety systems – including ABS, ETC and ESC – are also carried over.

On-road performance

Anyone who has driven a HiLux in recent years will know how the new model feels on road.

The 2.8-litre engine is punchy, the six-speed auto is precise and the chassis delivers what you would expect for a working-grade 4×4 ute. Some question why the HiLux didn’t get the eight-speed transmission that’s in the 250 Series Prado, but after a few days in the HiLux I’d say it’s unwarranted. The HiLux SR5 gets the softer suspension tune of the higher grades to improve ride quality, and this is particularly appreciated when you are on road and unladen. It takes the jitteriness out of the ride, while the Sport EPAS setting gives improved steering feel and feedback to the driver.

The biggest disappointment of the new HiLux is that the transfer case doesn’t offer any form of full-time or on-demand all-wheel drive, and when driving on wet Melbourne roads the torquey engine can quickly snap the rear tyres into wheelspin when taking off.

Off-road performance

The new HiLux still does off-road extremely well.

The rear axle has good articulation to keep the wheels on the ground and, if that runs out, there’s a rear diff lock to push through. The electronic traction control is sharp and serves the HiLux well in most situations. The new HiLux gets the Multi Terrain Selector we see in the 250 Series Prado, but it’s a shame it doesn’t get the Crawl Control system as well.

A bonus of keeping the chassis and suspension similar to before is that the aftermarket won’t need to do much to adapt suspension systems, trays and service bodies to the new model. We’re already seeing bullbars and protection gear for the new HiLux from some of the bigger 4×4 aftermarket brands, and we look forward to seeing some built-up examples.

While the new HiLux feels more like a mid-life update than a new-generation vehicle, we’re glad Toyota hasn’t messed with the formula too much and the HiLux sticks to its guns.

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Ford Ranger Sport V6

It’s hard to believe it’s been four years since Ford dropped its P703 Ranger on the world and totally shifted the midsize 4×4 ute market.

The so-called ‘Next-Gen Ranger’ brought a vehicle that was bigger, bolder and better appointed than anything else in the segment at the time. Add in the option of a V6 diesel engine and the Raptor model and the Ranger changed the way many of us look at utes. Significantly, it was enough to topple the long-time sales-leading HiLux off the top of the 4×4 sales charts.

Ford Australia continues to break boundaries with the model, with the recently launched Ranger Super Duty giving a midsize ute capability we’d never dreamed of and creating yet another segment. Back to the original P703 Ranger though and, aside from trim changes, special editions and the introduction of a PHEV variant, not a lot has changed on the popular workhorse. The forthcoming deletion of the bi-turbo engine will be the biggest change to date on the original model.

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The changes will see V6 availability expanded across the line-up, while the Sport model we have here will be deleted and replaced with a Wolftrack specification between the XLT and Tremor models. The 2026.5 XLT V6 will be priced from $67,990+ORC while the Wolftrack from $70,990+ORC. While the full details of those 2026.5 Rangers will be revealed closer to launch, the mechanical specs will remain the same as the 2026 Sport we have here.

The Ranger, and the Amarok that VW spun off it, are the only utes in this class to offer a V6 diesel engine. This puts them in a unique position in the segment in terms of torque and refinement over the 4-cylinder competition, but that does come at a cost at the diesel pump as the V6 can enjoy a drink, particularly when loaded heavily or riding on taller-than-stock tyres.

On-road performance

Forget about fuel consumption and Ranger V6 drivers and passengers will appreciate the wide cabin, generous rear-seat space and the effortless performance of the 184kW/600Nm V6 and 10-speed transmission combo.

It doesn’t feel a whole lot faster than the 2.8-litre HiLux, if at all, but it delivers its pace with a more relaxed, easy-going gait – something that’s especially appreciated on long drives. Also welcome is the inclusion of an on-demand 4×4 setting in the transfer case, which allows all-wheel drive traction on any road surface, sealed or not. This improved drivability is particularly beneficial in wet weather and when towing a heavy trailer.

Another strong point is the Ranger’s smooth, comfortable ride. Thanks to its relatively long wheelbase and compliant suspension, the Ford shows very little of the harshness or jitter that can be present in most other utes in this category, particularly when you’re driving them unladen.

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Interior

As mentioned, the Ranger Sport is a grade above the SR5 and this is reflected in the cabin, where it comes with leather-trimmed seats and power adjustment. That gap can be closed by optioning the Premium Pack in the HiLux.

The Ranger has a 12-inch multimedia screen positioned vertically and low in the centre stack, rather than high-mounted like the HiLux. The screen has all the key functions, including built-in sat-nav and SYNC apps, an off-road screen, wireless Apple CarPlay and Android Auto, and there’s a single wireless phone charger.

A plus for the Ford is its towing app, which provides a checklist when hitching up, along with a trailer light check. Add in the integrated trailer brake controller in the dash and it’s clear Ford has thought about towing customers when configuring this ute. Both the Ranger and HiLux have a 3500kg towing capacity and while the Ranger has around 100kg more GCM, it’s also heavier overall, so the real-world difference isn’t huge.

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Off-road performance

With its torquey engine, long wheelbase, rear diff lock and compliant suspension, the Ranger V6 has always been a competent off-road ute.

Its electronic traction control is a bit slow to react to wheel slip compared to some other marques, particularly the HiLux. The off-road drive modes help, but it generally calls on its rear locker sooner than you might expect. Thankfully, the Ranger also keeps its traction control active across the front axle when the rear diff lock is engaged, for better off-road traction.

Ford’s partnership with ARB means owners can kit their Ranger out via the dealer with all the ARB gear they want, but all the major 4×4 accessory brands also have plenty of equipment for the popular Ford.

The Ranger might be getting old in new-car terms, but constant local development by Ford Australia, regular variant updates, and unique models like the Raptor and Super Duty – which have created their own segments – mean the ute continues to evolve and stay current, supporting its popularity and longevity.

Verdict

These two utes are the top-sellers in the class and, with so many similarities between them, it’s the points of difference you pick up in back-to-back testing that ultimately separate them.

The HiLux is solid and dependable, and this ninth-generation update is a clear step forward. But the Ranger’s powertrain – with its smooth, torquey V6 and a transfer case that offers on-road 4×4 – edges it ahead for performance and drivability. Those strengths keep the Ford in front in this close test. That said, you can’t really go wrong with either ute.

Specs

Our vehicles’ paintwork takes a lot of bashing and wear and tear during the year, with numerous trips to the Victorian High Country, along the Anne Beadell Highway, and on many other overgrown tracks and roads throughout Oz.

To help protect the paintwork from bush pinstriping and stone chips, we decided to fit BushWrapz paint protection film kits. While my Troopy has only had the film installed for a few months, my son’s 200 Series Cruiser and HiLux have had it fitted for more than two years.

Once you decide to go the BushWrapz way, you need to make a decision about which film you’d like. To me, the amount of coverage offered by the ‘Cape’ version is a bit light on, while the ‘Pro’ version, which requires a qualified and recognised installer, is a bit over the top in terms of cost. That leaves the ‘Advance’ film, a DIY fitment like the ‘Cape’ but with a longer life and better protection – or so says the manufacturer’s description between the two; we took that as stated.

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With that decision made, you then need to order the kit for your vehicle, making sure you include information such as whether it has a snorkel or not, manufacturer badges, and so on. It’s important to note that the company does not accept returns.

BushWrapz has a very comprehensive website with information on most of the 4x4s on the Aussie market. It also features an extensive array of videos showing the correct way to fit the film to your vehicle, along with tips on overcoming common issues such as air bubbles under the film. The videos are essential viewing – and probably more than once.

We also ordered one of the company’s installation kits, which includes nearly everything you need to make the install as trouble-free as possible while ensuring a seamless, bubble-free finish. In addition to the kit, you’ll need a heat gun or hair dryer, a sharp knife or scalpel, some clean lint-free cloths and a fair amount of patience. It’s not a difficult job, but it is time-consuming and, in parts, a bit fiddly.

Finally, BushWrapz also supplies templates, depending on the vehicle and model, allowing you to cut out the appropriate areas so that badges and indicator lights – in the Troopy’s case – can be accommodated. We also had to modify some of the pre-cut film after fitting a MaxTrax table to the side of the vehicle, which infringed on the film panel. A hint here: if you’re going to fit accessories such as wheel flares (or MaxTrax tables), leave it until after you’ve fitted the film – it’s a lot easier that way.

After watching the appropriate video and mixing the soap solution, you need to wash down the vehicle panel you intend to cover first. Then rub the panel with the clay block supplied in the installation kit, before applying the soap solution to both the film and the vehicle panel – you can’t use enough soap solution.

It’s best to have the vehicle in a breeze-free environment, or outside on a wind-free day. With the film in place, you can easily move it around – if it’s not slipping easily, apply more soap solution to both the film and the body panel. Once in position, squeegee off the excess water, making sure there are no air bubbles – or only a few tiny ones – under the film. The syringes supplied with the kit are used to draw out any trapped air if needed, but it’s best to have none at all.

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Once you’re happy with the result, rub the film dry and apply heat to fully seal it to the panel. Repeat the process on all the vehicle panels you want to cover.

This, as we’ve already indicated, is a time-consuming job and, for the Troopy, took about 10–12 hours over two days to complete. The 200 Series Cruiser took less time, as did the HiLux. Once the job is complete, you’ll notice that any minor paint scratches are made almost invisible by the film.

The film, as Trent and his Moon Tours vehicles have attested over the past few years, has stood up very well to the bombardment of trees, branches and stones thrown at them. That’s proof enough for us. There’s a warranty, too – one year for the ‘Cape’, five years for the ‘Advance’ and 10 years for the ‘Pro’.

Pricing

• Troopie ‘Advance’ kit: $1375
• Dual-cab ute ‘Cape’ kit: From $510
• Dual-cab ute ‘Advance’ kit: $935

For serious 4×4 fans and Isuzu enthusiasts, a rare opportunity has just appeared: The 2017 Isuzu D-MAX LS-Terrain “Concept X” show car is officially up for sale. 

Far from a run-of-the-mill dual-cab ute, this one-off build was conceived as a factory-backed exploration of what the D-MAX platform could achieve when pushed to the extreme. Developed in Australia by Team Isuzu as part of their precision driving and engineering program, the Concept X was never intended for private ownership. 

Vehicles like this were primarily built for displays, promotional events and public appearances, making it an exceptionally rare chance to acquire a genuine manufacturer-backed concept. It’s important to note that this vehicle is sold unregistered and is not able to pass roadworthy in its current form. Any prospective buyer would need to undertake modifications or rectifications to meet state road legislation.

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Built from the ground up

It’s based on the flagship D-MAX LS-T, but almost every visible and mechanical component of the Concept X has been custom engineered. Guards, bonnet, bullbar, suspension, and even structural elements were hand-fabricated. 

Sitting proudly on massive 38-inch Toyo Open Country M/T tyres – said to be the largest ever fitted to an Isuzu passenger vehicle – the Concept X features a seven-inch lift and a fully redesigned suspension with remote-reservoir shocks. Its extreme approach and departure angles (around 50° and 38°) place it firmly in the territory of purpose-built off-road machines.

Underneath, the rear leaf springs have been swapped for a custom MU-X-style five-link coil-spring setup, dramatically improving articulation for technical terrain. It also features a motorsport-grade braking system with oversized floating discs and multi-piston calipers. Plus, it’s loaded with functional off-road features including integrated front and rear winches, a fully custom alloy tray, and dedicated storage for spare wheels and fuel containers.

At its heart, the Concept X retains the proven 3.0-litre turbo-diesel engine paired with a six-speed automatic transmission. Aside from minor tuning, the drivetrain is untouched. Inside, the LS-T interior offers comfort and convenience, contrasting sharply with the radical exterior.

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Rare opportunity

With just 808km on the odometer, this Concept X is a piece of automotive history. For collectors, enthusiasts or anyone seeking the most talked-about D-MAX ever built, this is a chance to own the original Concept X. Key specs and features:

• 3.0L turbo-diesel, 6-speed auto
• 38-inch Toyo Open Country M/T tyres
• Massive seven-inch lift
• Custom guards, bonnet, bull bar, tray, suspension and structural modifications
• Integrated front and rear winches
• Jerry can and spare wheel storage
• Premium LS-T interior (relatively unchanged)
• Sold unregistered, and requires modifications for road use

Auction and inspection details

The vehicle is based in Western Australia at 6 Spartan Street, Jandakot. The auction starts on 6 March at 6:00pm and ends at 6:06pm on March 11, 2026. The vehicle is available for inspection from March 4 at 8:30am. Slattery Auctions is open Monday to Friday, 8:30am to 5:00pm.

Every workshop has one: The build that sets the benchmark, ignites the spark and proves the dream was always bigger than the shed it started in.

For Off Track Concepts (OTC), this LandCruiser was exactly that. Long before OTC became the name behind multiple 1VD-converted heavy hitters and high-end touring fabrication, this 105 Series was the project that lit the fuse.

Back in August 2018, OTC set out with a simple goal: To build the 105 Toyota should have made. The recipe began with a grandpa-spec 1999 FZJ105 and a rolled 2009 VDJ79 donor – a duo destined to become something far greater. Engine and gearbox mounts were fabricated from scratch, and before long the mighty 1VD was squeezed into its new home. Then came the headache phase: Stripping back the V8 loom to only the essentials, long days buried in wiring diagrams and plenty of head-scratching. But the payoff? Hearing the V8 thunder to life inside a 105 chassis for the first time.

The bonnet was merged to create a factory-looking scoop for the top-mount intercooler. A custom exhaust followed, along with an in-house airbox, ECU and fuse-box brackets, and a reworked fuel system. The dash was rewired, the cluster modified and everything clicked together like it had always belonged there. With the fundamentals sorted, the 105 received its first wave of upgrades: HARROP E-lockers, Dobinsons springs and shocks, a TJM bar and winch, STEDI Type-X Pros, 35s, a tidy rear bar and a simple but functional drawer setup.

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The first off-road trip

By April 2019, “Big Blue” was ready for its maiden voyage: A 3000km haul to SA for a proper dune flogging.

From there the 105 saw mud, snow, sand and everything in between. And when lock-downs hit, the downtime became development time. This was the period where the fabrication style OTC is now known for truly took shape. In 2022, the rough early drawers were ripped out and replaced with a next-level touring system – router-cut, perfectly finished and integrated with an upright fridge, compressor, hot-water setup and a full 12V lithium install. The systems were getting sharper, the finish cleaner and OTC’s identity was forming fast.

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Around the same time the infamous VDJ80 build was born, and the 105 was officially registered as VDJ105 with a fresh set of plates. Big Blue had already conquered Tassie, crossed the Simpson, tackled the Tele Track (including a successful Palm Creek drop) and cruised home via Fraser Island. The truck wasn’t just proving itself – it was proving OTC.

By late 2022 and into 2023, OTC was in full swing. The first VDJ280 was completed, followed by another 1VD-powered 80 Series. Custom mounts, intercooler fans, airboxes, brackets, fridge slides, drawer systems, trays and canopies rolled out of the shed in quick succession. By 2025, a second VDJ280 build emerged – this time chopped, wearing a full in-house OTC tray and pushing the brand’s fabrication capability to an entirely new level.

Before the big features, the viral builds and the fully booked workshop, there was Big Blue. The original spark. The first step off track.

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Modifications list

• 1VD-FTV–converted 1999 FZJ105 LandCruiser
• OTC fan shroud and airbox
• Harrop E-Lockers
• ARB BB51 shocks + Dobinsons 2in coils
• TJM bullbar, steps and rails
• TJM 9,500lb winch
• Custom rear bar and tyre carrier
• STEDI Type-X Pro spotties
• GME XRS UHF
• Sony head unit with Hema Maps
• ROH Hammer wheels with Maxxis RAZR 315/70R16 tyres
• OTC drawer system and cargo barrier
• 45L Engel MTV fridge
• 10L hot-water system with quick-connect shower
• 100Ah lithium battery
• 60A charger, solar charger and 300W inverter
• 50L water tank with Shurflo water pump
• Alu-Cab Gen 3 rooftop tent
• 30-Second 270 awning
• Axis Fabrication stainless snorkel

Tesla has restructured the Cybertruck line-up in the United States with a substantial price cut and the introduction of a new, more affordable all-wheel-drive version, a move aimed squarely at reviving interest in the electric pickup after weaker than expected sales.

The newly announced Dual Motor All-Wheel Drive Cybertruck starts at US$59,990 (A$85,000 approx.) – the lowest official entry price to date for the model. That figure is roughly US$20,000 ($A28,000 approx.) below the previous AWD option and replaces the less-popular single-motor, rear-drive version that was withdrawn from sale. The new AWD model retains core capability such as dual motors, four-wheel steering, a powered tonneau cover, and utility power outlets in the bed.

To reach the cheaper price point, Tesla has made pragmatic trade-offs compared with higher trims. The truck uses coil springs with adaptive damping instead of height-adjustable air suspension, and towing and payload figures are said to be reduced. Interior trim shifts to durable textile seating and simplified finishes, and some convenience tech such as a rear infotainment screen has been omitted.

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Alongside the new base model, Tesla has trimmed pricing on its top-end Cyberbeast pickup from about $114,990 (A$163,000 approx.) to $99,990 (A$142,000 approx.) by dropping an expensive bundled “Luxe Package” that previously added features like supervised Full Self-Driving and unlimited charging access. All three Cybertruck trims now come in below the six-figure mark in the USA.

These adjustments come after the Cybertruck’s sales trajectory has been well below Tesla’s early projections. Last year’s US deliveries were around 20,000 units, roughly half the level of the prior year and far short of the 2023 target of 250,000 units annually. Industry observers see this pricing reset as a response to both slowing electric-vehicle demand and increasing competition in the full-size EV ute segment.

Tesla has indicated the US$59,990 (A$85,000 approx.) pricing could be part of a limited-time offer, leaving open whether this entry model or its price point will be permanent.

The vehicle is still not available in Australia.