Mitsubishi has globally revealed its all-new Pajero, bringing back its iconic 4WD nameplate as a new-gen flagship SUV.

Built in Thailand, the new Pajero will launch there first before arriving in Japan and Australia. Mitsubishi plans to expand it into roughly 100 markets from 2027, with Australian pricing and specifications to be announced soon.

“Under our mid-to-long-term vision for the 2030s, we aim to enhance customer satisfaction and corporate value by developing distinctive products and strengthening our brand, while further reinforcing what makes Mitsubishi Motors unique,” said Keisuke Kishiura, president and chief operating officer of Mitsubishi Motors.

“The all-new Pajero is the first model to bring this vision to life. As our flagship model, it will lead not only the Pajero series to follow, but the entire Mitsubishi Motors lineup. Evolved with a new level of refinement, the all-new Pajero is a premium cross-country SUV that drivers can rely on in any situation.

“We will introduce the model to markets around the world in phases, and we hope customers will look forward to its arrival.”

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Under the bonnet is a 2.4-litre turbo-diesel producing 480Nm, paired with a new eight-speed automatic. The Pajero retains a proper ladder-frame chassis and Mitsubishi’s Super Select 4WD-II system, with 2H, 4H, 4HLc and 4LLc modes.

It also gets Mitsubishi’s Super-All Wheel Control (S-AWC) system, which integrates Active Yaw Control, stability and traction control and ABS to manage the vehicle’s behaviour across all four wheels. Seven drive modes are available: Normal, Eco, Gravel, Snow, Mud, Sand and Rock.

Built for off-road work

The new Pajero uses a highly rigid ladder frame, with increased use of high-tensile steel to improve rigidity while reducing weight.

Up front, the Pajero gets independent double wishbone suspension, while the rear uses a newly developed five-link rigid axle. Mitsubishi has also strengthened the body mounts to reduce vibration and improve ride quality over rough terrain.

Ground clearance is listed at 230mm, with a 30.4-degree approach angle, 22.6-degree breakover angle and 25.8-degree departure angle. The Pajero measures 4920mm long, 1925mm wide and 1910mm high, with a 2870mm wheelbase and a 52:48 front-to-rear weight distribution.

A 3D Multi Around Monitor uses four cameras to provide a view around the vehicle, including a front under-floor view that shows terrain normally hidden from the driver. It automatically activates when 4HLc or 4LLc is selected.

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Interior gets a major upgrade

The new Pajero is a three-row, seven-seat SUV. The second-row seats have a 150mm sliding range, allowing owners to adjust passenger legroom and access to the third row. The second row can also tumble forward to make getting into the rearmost seats easier.

A five-seat version could also be offered in Australia, although we’ll have to wait and see whether Mitsubishi Australia confirms it will be part of the local line-up.

The cabin features a pair of 14.3-inch displays integrated into a horizontal dashboard. The Multi-Meter display brings back the look of the old Pajero’s triple gauges, while providing information such as altitude, compass heading, temperature and vehicle pitch and roll.

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The front and second rows get seat ventilation, while three-zone climate control provides separate temperature settings throughout the cabin. Mitsubishi has also added acoustic glass and additional insulation to reduce wind and engine noise.

The Smartphone-link Display Audio system supports wireless smartphone connectivity for mapping, music and compatible apps. Mitsubishi Connect adds connected features including remote climate control, vehicle status checks and an SOS emergency call function.

A 12-speaker Dynamic Sound Yamaha Ultimate audio system, developed with Yamaha, is also available. It uses dual amplifiers and noise-compensation technology that adjusts the audio according to vehicle speed and road noise.

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More safety tech

Safety equipment includes forward collision mitigation with pedestrian, cyclist and motorcyclist detection, junction assist, predictive forward collision warning and pedal-misapplication assistance.

Emergency Lane Assist can provide steering assistance if a lane-departure risk is detected, while Front Cross Traffic Alert monitors for vehicles approaching from either side at intersections.

Mitsubishi’s MI-PILOT system combines adaptive cruise control and lane-keeping assistance for highway driving. Eight airbags are fitted, including a centre airbag designed to reduce contact between the front occupants in a crash.

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The Pajero is back

First launched in 1982, the Pajero became one of Mitsubishi’s most recognisable 4WDs, with more than 3.29 million produced across four generations.

The new model keeps the fundamentals that made the name famous, including a ladder frame, low-range 4WD, diesel torque and a rigid rear axle, while adding substantially more technology, safety and cabin refinement.

Australian pricing and specifications are expected to be announced soon, so keep an eye on this website if you want to hear the latest news first.

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Key features

Engine and drivetrain

• 2.4-litre turbo-diesel engine producing 480Nm
• Eight-speed automatic transmission
• Super Select 4WD-II with 2H, 4H, 4HLc and 4LLc modes
• Super-All Wheel Control (S-AWC)
• Seven drive modes: Normal, Eco, Gravel, Snow, Mud, Sand and Rock

Chassis and off-road

• Ladder-frame chassis
• Independent double wishbone front suspension
• Five-link rigid rear axle
• 230mm ground clearance
• 30.4-degree approach angle
• 22.6-degree breakover angle
• 25.8-degree departure angle
• 3D Multi Around Monitor with front under-floor view

Interior and technology

• 150mm second-row sliding range
• 14.3-inch displays
• Multi-Meter off-road display
• Three-zone climate control
• Front and second-row seat ventilation
• Acoustic glass
• Wireless smartphone connectivity
• MITSUBISHI CONNECT connected services
• 12-speaker Dynamic Sound Yamaha Ultimate audio system

Safety and driver assistance

• Emergency Lane Assist
• Front Cross Traffic Alert
• MI-PILOT highway driving assistance
• Forward Collision Mitigation
• Predictive Forward Collision Warning
• Pedal Misapplication Assistance
• Eight airbags, including SRS centre airbag

Following a Kickstarter campaign that raised $2.2 million from 1800 backers, the FridgePower is now available through BLUETTI’s Australian website (↗).

The 2016Wh power station is designed to keep fridges and other essential equipment running during outages or extended off-grid trips, with a 75mm-thick design that makes it easier to fit into tight touring setups.

We’ve also put the FridgePower through its paces in a 4WD touring setup. Read our full review covering how it performs!

Slim design for touring

Unlike traditional portable power stations, the FridgePower (↗) can be wall-mounted, positioned on top of a fridge or tucked into narrow gaps in a 4WD canopy, caravan or camper trailer.

That compact footprint could be useful in touring builds where space is already at a premium, while its 10ms UPS switchover automatically takes over if mains power is interrupted.

BLUETTI says the 2016Wh battery can run a refrigerator consuming around 2kWh per day for approximately 21.6 hours. Up to three BC200 expansion batteries can be added, taking total capacity to 8,064Wh and providing up to four days of refrigeration backup.

It can also power equipment such as Wi-Fi routers, CPAP machines and other essentials, while a grid power bypass provides additional protection when the unit is idle.

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More than a fridge backup

The FridgePower (↗) delivers 1800W of continuous output and 3600W of surge power, allowing it to run appliances including microwaves, travel kettles and sump pumps.

For touring, it can also handle lower-draw equipment such as laptops, TVs and Starlink terminals, with BLUETTI claiming just 4W of self-consumption. Operating at around 30dB, it is designed to run quietly in confined spaces.

The system can be paired with BLUETTI’s Charger 2 and DC Hub, providing 700W DC power and alternator charging. Adding the PV200 solar panel provides both solar and alternator charging for longer off-grid trips.

The BLUETTI app provides real-time power monitoring, Extreme Weather Alerts and access to four UPS modes: Standard, PV Priority, Time-of-Use and Customised. An optional Display 1 provides at-a-glance monitoring, while Amazon Alexa, Google Home and Home Assistant integration is also supported.

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Australian pricing

The FridgePower (↗) is available from September 2, with introductory pricing running until October 7. The launch prices can be combined with a further 6 per cent discount using the code 4X4FP6, with the offer available until October 7.

When you’re building a 4WD for serious touring, suspension, tyres, a snorkel and underbody protection tend to get most of the attention. 

The less glamorous components buried inside the driveline are easy to overlook, even though they’re just as important to keeping the vehicle moving. Front axle seals are a good example. They’re out of sight and usually out of mind, right up until one fails.

Their job is straightforward: Keep diff oil in and water, dirt and grit out of the axle and bearing assembly. But when a seal starts leaking, the problem can spread. For LandCruiser owners in particular, premature axle shaft wear and oil leakage can become an issue, particularly on vehicles exposed to demanding off-road conditions and heavy use.

What causes a front axle seal to fail?

The seal runs against the axle shaft, creating a barrier between the diff oil and the outside world. 

Over time, that contact can wear a groove into the shaft. Once that happens, replacing the seal alone isn’t always enough because the new seal is still running on a worn surface. Off-road conditions add to the abuse. Water crossings, mud, dust and fine grit can all take their toll. Bigger tyres, extra weight and the demands of touring and towing also place more strain on the front driveline.

A leaking inner axle seal can allow diff oil to migrate into areas where it shouldn’t be, potentially contaminating surrounding components and creating another repair job.

Terrain Tamer’s Heavy Duty Front Inner Axle Seal (↗) uses a dual-lip design, with the two sealing surfaces intended to provide protection against oil leakage and contaminant ingress. Terrain Tamer (↗) also says the design can maintain effective sealing on axle shafts that have already experienced some wear.

That matters because fitting a new seal doesn’t necessarily fix a problem with the shaft itself. If the shaft has already worn where the seal runs, the condition of both components needs to be considered.

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Less friction, less wear

A seal needs enough contact with the shaft to do its job, but excessive friction creates heat and accelerates wear.

Terrain Tamer (↗) says its seal uses a self-lubricating design that reduces friction by up to 30 per cent. The company says this reduces contact wear between the seal and axle shaft, potentially extending the life of both components.

That’s particularly relevant to a loaded touring vehicle spending days on corrugations, low-range tracks and long highway runs. Finding a worn seal or bearing in the workshop is a much easier problem to deal with than discovering a leak or damaged component in the middle of a remote trip.

Check more than the seal

Replacing the seal is only part of the job. If the front end is already apart, it’s worth checking the bearings, axle shafts, seals and other components rather than simply replacing one part and hoping everything else is fine.

The new Heavy Duty Front Inner Axle Seal will be included in applicable Terrain Tamer Heavy Duty Bearing Kits (↗), which combine bearing and sealing components for the relevant application. For an older 4WD being prepared for a long trip, checking these components while the front end is apart can save having to pull it apart again later.

The front axle is only one part of a touring 4WD. The driveline, suspension, cooling system, electrics and brakes all need to be up to the job. Consider a vehicle running bigger tyres and carrying a steel bar, winch, roof rack, drawers, long-range tank and camping gear. That’s a significant amount of additional weight on the vehicle, which is why regular inspections matter.

Check the wheel bearings for play and condition, inspect the diff oil for contamination, look over the CVs and axle shafts for wear, and check the seals for signs of leaking. Finding a problem in the workshop is a lot easier than finding it halfway through a remote trip.

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LandCruiser and Patrol applications

The new Terrain Tamer Heavy Duty Front Inner Axle Seal (↗) is available for a range of Toyota LandCruiser 70, 80 and 100 Series models, as well as Nissan GQ and GU Patrols.

For an older 4WD with plenty of kilometres behind it, it’s worth considering when carrying out a front-end rebuild or tracking down an axle seal leak.

The bigger point is to inspect the axle assembly rather than treating the seal in isolation. If the shaft or other components are already showing signs of wear, replacing the seal without addressing the underlying problem may only postpone the next repair.

FAQs

What does a front axle seal do?

A front axle seal keeps diff oil inside the axle assembly while preventing water, dirt and grit from getting in.

What causes front axle seals to fail?

Wear on the axle shaft, along with exposure to water, mud, dust and fine grit, can contribute to seal failure. Bigger tyres, additional vehicle weight and heavy touring or towing use can also place more strain on the front driveline.

Can a new axle seal fix a worn axle shaft?

Not necessarily. If the axle shaft has developed a groove where the seal runs, replacing the seal alone may not address the underlying wear.

How can you tell if a front axle seal needs attention?

Signs include oil leakage around the axle assembly. During a front-end inspection, it’s also worth checking the axle shafts, CVs, wheel bearings and diff oil for signs of wear, play or contamination.

Which 4WDs does the Terrain Tamer Heavy Duty Front Inner Axle Seal suit?

The seal is available for a range of Toyota LandCruiser 70, 80 and 100 Series models, as well as Nissan GQ and GU Patrols.

It’s hard to believe the modern Land Rover Defender (L663) has been with us for seven years already.

In that time, there have been minor tweaks and specification changes, while powertrains have come and gone and the Defender range sold in Australia has grown to 18 variants across the 90, 110 and 130 body sizes. You won’t get into a new Defender for less than $100,000 these days, while at the top of the range sits the Defender OCTA Black at an eye-watering $314,300.

The most recent mechanical change to the Defender range saw the petrol-powered Ingenium inline-six replaced by a V8. The diesel option remains the sublime Ingenium six, and there’s a petrol-electric hybrid available as well.

I haven’t met a vehicle yet that hasn’t benefited from a V8 transplant, particularly when it’s a supercharged V8, so I thought it was time to get back into a Defender. The vehicle we have on test here is the entry-level X-Dynamic SE P425, which is priced at $132,400 plus on-road costs.

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As with most modern Land Rover vehicles, accessory packs are a big part of the selection process. This particular Defender benefits from the Off-Road Pack, which adds an electronic active differential with torque vectoring, 20-inch all-terrain tyres, a domestic 230V power socket in the cargo area, black roof rails and Wade Sensing for an additional $1239.

Then there’s the Advanced Off-Road Pack, which adds Terrain Response 2, Configurable Terrain Response and All Terrain Progress Control (ATPC). The Premium Upgrade Interior Pack adds extended leather trim, a leather steering wheel and gear shifter, an electrically adjustable steering column and 14-way heated and cooled front seats with driver’s memory for $3691.

Light Cloud perforated Windsor leather seats with a matching Light Cloud interior add another $2048. There’s also a matte protective vinyl wrap, dark alloy wheels, privacy glass, a blacked-out roof and several other extras, bringing the price as tested to $154,031 plus on-road costs.

That might sound like a lot of money, but when you compare the Defender with a similarly equipped and specified LandCruiser 300 Series, it actually has a lower purchase price.

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Supercharged V8 

The 5.0-litre V8 might be relatively new to the current Defender, but it’s not new to Land Rover and Jaguar, having been used in various models since the British brands were owned by Ford.

It shouldn’t be confused with the turbocharged V8 found in the Defender OCTA and some Range Rover models. That engine comes from BMW, while the OCTA is another story altogether. The supercharged V8 pumps out 313kW and 550Nm through an eight-speed automatic transmission and all-wheel-drive system.

That’s more than enough to make the Defender step up and boogie on the open road, while the fully independent air suspension does a brilliant job of controlling the big, tall wagon through the twisties. There’s a hint of supercharger whine when you put your foot down, but it is soon drowned out by the bellowing V8 as the revs and speed rise. The same air suspension gets the job done on gravel roads, where it feels firm but doesn’t transmit small, high-frequency bumps and corrugations through to the cabin as some stiffly sprung vehicles do.

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With the roads wet, and travelling alone on modest all-terrain tyres, we didn’t venture onto any serious off-road tracks. However, the extra ground clearance provided by the height-adjustable suspension came in handy when getting over mounds and logs lying across the track. Only the centre and rear differentials are auto-locking in the Defender, although we didn’t need the extra traction they provide on this drive.

The inclusion of All Terrain Progress Control – similar to crawl control and other such systems – is a worthwhile addition that makes driving across rough and technical terrain easier, especially for novice drivers. Wade Sensing is also clever, showing the driver the water depth during a crossing, while the camera provides a clear view of any obstacles that might be hidden mid-stream.

It was interesting to drive this Defender in the week after we tested the new LandCruiser Performance Hybrid 300 Series, and to consider how buyers wanting more than a diesel engine in a large 4×4 are now spoilt for choice.

Inside the Defender 

The interior of the L663 Defender has evolved since the model’s launch, with more premium materials and soft-touch surfaces throughout the cabin than in the more basic models offered at the start of this generation.

This is especially evident when it is equipped with premium option packs, as this example is. We’re not sure many owners will select the Light Cloud leather seats if they plan to use their Defender off-road, but they look good while they’re new and the heating function was appreciated during our midwinter travels.

The cabin has a premium feel, with distinctive design and clever storage options. It’s a refreshing change from the generic cabins found in so many vehicles from Asian manufacturers, and it’s great to see design and style playing a part without sacrificing usability.

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Most of the controls are easy enough to navigate, although it took some searching through the menus to find the FM radio. The controls for the Terrain Response drive modes are also now hidden within the touchscreen and are not as easy to use without taking your eyes off the road as the rotary dial fitted to previous versions. It’s just as well Terrain Response now has an Auto mode that adjusts the vehicle’s settings to suit the driving conditions.

The recent update brought a larger 13.1-inch multimedia screen, while the Meridian sound system delivers suitably premium audio. The Defender’s tall cabin provides plenty of headroom for passengers in both rows, while the cargo area is large and has a hard-wearing floor. The second-row seats fold flat to create a longer load space that is big enough for most people to sleep in if needed.

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Verdict

Whether powered by a supercharged petrol V8, turbo-diesel six or petrol-electric hybrid, the Defender remains a capable off-road wagon across any terrain, yet adds elements of style and luxury that give it a truly unique presence.

The supercharged V8 gives the Defender stronger on-road performance and just a touch of V8 mongrel without compromising its off-road capability, while enhancing its all-roads driveability. This drive reminded us that the Defender remains a serious alternative to popular large 4×4 wagons such as the LandCruiser 300 Series and Nissan Patrol, with the quality, capability and heritage that emerging luxury brands can only dream of.

Like all models in the Land Rover line-up, the Defender is covered by a five-year, unlimited-kilometre warranty and five years of roadside assistance. A five-year/130,000km service plan is available for $3900, whichever comes first.

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Specs

As we eagerly await the arrival of the Nissan Y63 Patrol in early 2027, we’ve been spending some time with a couple of the Patrol’s most likely petrol-powered 4×4 wagon competitors in the form of the Toyota LandCruiser 300 Series Performance Hybrid and the Land Rover Defender P425.

The Australian 4×4 market is heavily diesel-biased, as the more efficient fuel best suits the long distances and style of outback driving we enjoy. However, there appears to be a push to bring more petrol-powered vehicles into Australia. Part of this comes as we’re importing more vehicles built in China and the USA, where petrol is the dominant fuel and diesel has become a bit on the nose. With the US Government relaxing vehicle emissions regulations, who knows how far the country will devolve?

While regular unleaded petrol is generally cheaper than diesel, many of the latest petrol engines are turbocharged or supercharged and require premium unleaded, bringing the price much closer to diesel at the pump.

The new petrol engines are much more efficient than they were in the past, with modern engine management systems and forced induction helping out. Even so, a petrol engine will still consume more fuel than a diesel on the same trip. Add a heavy load or trailer to your petrol-powered rig and fuel consumption will really climb, meaning more fuel stops or larger fuel tanks.

Forced induction and other technologies have also made petrol engines more complex and potentially more susceptible to problems. We used to say a simple, naturally aspirated petrol engine was less complex and more reliable than a common-rail turbo-diesel, but can we still say that now both engine types use these technologies?

Service intervals and costs for petrol engines should still be lower than for diesels, while purchase prices have become much closer between equivalent models.

Aside from the American pick-up trucks and some of the new hybrid models, Australia’s popular ute market remains primarily diesel-powered. Volkswagen is the only brand to offer a petrol-powered midsize 4×4 ute, and it’s a slow seller here. I wonder if Ford offered the same 2.3-litre petrol engine in the Ranger line-up whether it would do any better.

I do think a petrol-powered Ford Everest would be a good option, but whether there would be enough sales to justify it remains the big question.

Would you choose petrol over diesel for your next 4×4?

The JAC Hunter PHEV will arrive in Australia with a locally developed vehicle dynamics tune, with engineer Michael Barber of Multimatic brought in to tailor the ute to local roads and conditions.

The plug-in hybrid ute is planned to launch in Australia in the third quarter of 2026, with Barber’s work forming part of the development program ahead of its arrival.

Barber began by testing and evaluating the Hunter in Australia before travelling to JAC’s facilities in China to work directly with its engineering team on implementing the changes into the production vehicle. His previous experience includes senior engineering roles with Holden Special Vehicles and Multimatic. 

“We asked Michael to tell us exactly what the Hunter needed to perform at its best on Australian roads,” said Ahmed Mahmoud, Managing Director of JAC Motors Australia. “JAC listened, acted and implemented every one of his recommendations. Nothing was selectively adopted or deferred to a future update. There were no shortcuts.”

JAC says the complete dynamics tune will be fitted to production vehicles from launch, rather than having some changes introduced later as part of a model update.

The company has spent several million dollars on the Hunter’s Australian development program, including local testing, engineering and validation. The work has focused on steering response, stability, body control and ride quality.

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According to JAC, the changes should deliver more precise steering, greater stability at higher speeds and improved control over uneven surfaces, along with a more settled ride.

The Hunter PHEV will be sold in Australia in two 4×4 variants. The Hunter Pro is priced at $49,988 plus on-road costs, while the Hunter X costs $54,844.

Both variants use a 2.0-litre turbo-petrol engine and dual electric motors, producing a combined 360kW and 1010Nm. The ute has a 915kg payload and 3500kg braked towing capacity, while JAC claims up to 100km of EV-only driving and combined fuel consumption of 1.6L/100km.

The Australian-developed tune will also be used in other markets, with New Zealand the first overseas market confirmed to receive the Hunter with the same vehicle dynamics package. JAC says it is also planned for multiple other international markets.

Lift kits are one of the first modifications many 4WD owners consider, whether the goal is better ground clearance, larger tyres, more suspension travel or simply a tougher stance.

The choice between two-inch and three-inch is often treated as a question of which one offers more capability. In reality, lift height affects suspension geometry, ride quality, handling, driveline angles, tyre clearance and the way the vehicle behaves on and off the road.

For most owners, a well-matched two-inch lift offers a useful increase in clearance without introducing too many compromises. A three-inch lift can make sense for drivers chasing more tyre clearance or tackling more demanding terrain, but it can also require additional components and closer attention to geometry and compliance. The right choice comes down to the vehicle, how it is equipped and what you actually plan to do with it.

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Two-inch vs three-inch lift: What’s the difference?

A two-inch lift raises ride height by around 50mm, while a three-inch lift raises it by around 75mm. The actual increase can vary depending on the vehicle, suspension design, load and components used.

That extra 25mm can make a difference, but it doesn’t translate directly into more off-road capability. Raising the vehicle changes the relationship between the suspension and other components. Suspension and driveline geometry can change, while the centre of gravity rises as well.

A two-inch lift is generally the more conservative option. It can provide additional clearance and allow a modest increase in tyre size while retaining relatively straightforward suspension geometry and good on-road manners.

A three-inch lift provides more ride height and can create additional room for larger tyres, but it generally needs more consideration around component selection, geometry and compliance.

Two-inch vs three-inch lift at a glance

These are general guidelines rather than rules for every 4WD. Vehicle design, suspension type and the specific lift kit can all change the outcome.

What does a two-inch lift offer?

For many 4WD owners, two inches is the sweet spot.

It provides a useful increase in ride height and ground clearance without pushing the suspension system as far from its original design parameters as a taller lift can. That makes a two-inch setup particularly appealing for touring vehicles, family 4WDs, daily drivers and vehicles that spend plenty of time on the highway between trips.

A correctly matched kit can improve suspension control and provide additional clearance for larger tyres while keeping the vehicle’s overall behaviour relatively predictable.

A lift doesn’t increase clearance underneath every part of the vehicle. Differential housings, for example, remain at essentially the same height relative to the wheel centre. The practical benefit comes from a combination of increased body and chassis clearance, improved approach and departure angles, and the ability to run larger tyres where appropriate.

For a vehicle that spends most of its time touring, towing or travelling on gravel roads, a two-inch lift is often enough to deliver the practical benefits the owner is looking for.

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When does a three-inch lift make sense?

A three-inch lift starts to make more sense when a vehicle’s requirements go beyond what a moderate lift can provide.

The additional ride height can help create room for larger tyres, while the increased lift can improve approach, departure and ramp-over angles. Those benefits become more relevant on steep, uneven or technical terrain. A three-inch setup can suit a more dedicated off-road build, particularly where tyre clearance and suspension capability are higher priorities.

As lift height increases, so does the need to consider suspension and driveline geometry. Depending on the vehicle and kit, supporting changes may include extended brake lines, sway bar links, corrected control arms, diff drops or other geometry corrections.

A taller lift can also change driveshaft operating angles. If the geometry isn’t correctly addressed, that can contribute to premature wear of driveline or suspension components. Not every vehicle will need the same supporting components, so the requirements need to be assessed for the specific vehicle.

How lift height affects ride and handling

A suspension lift changes more than ride height.

Raising the vehicle’s centre of gravity can affect how it feels through corners and during sudden changes of direction. The higher a vehicle sits, the more important it becomes to have the springs, shocks or struts and other suspension components properly matched.

Ride quality also depends on spring rates, dampers, vehicle weight and how the 4WD is loaded. A touring vehicle carrying a bull bar, winch, drawers, fridge and camping gear needs a different suspension setup to a relatively light weekend 4WD.

Those accessories change the load the suspension has to support and where that load is carried. A bull bar and winch, for example, can increase front axle load and influence spring selection, while drawers and touring gear add weight over the rear. Roof racks, awnings and other equipment can also add to the vehicle’s overall height. That matters both when selecting the suspension and when considering the finished vehicle’s clearance at garages, car parks and other height-restricted areas.

A taller lift won’t compensate for poorly matched suspension components. In some cases, a well-engineered two-inch setup can perform better than a poorly configured three-inch lift.

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Tyres, clearance and suspension travel

Lift height and tyre size are closely related, but they aren’t the same thing.

A two-inch lift can provide additional clearance for a larger tyre on many 4WDs, but exactly what fits depends on the vehicle, wheel offset, tyre dimensions, guards and suspension design. A three-inch lift can provide more room again for larger tyres, which can be useful when extra ground clearance and off-road traction are priorities.

Larger tyres can also improve clearance under the differentials, since the axle centre sits higher as tyre diameter increases. This is different from suspension lift, which primarily raises the body and chassis relative to the suspension.

Suspension travel is another consideration. Adding lift doesn’t automatically mean more usable articulation. Available droop and compression travel, shock length, bump-stop position and spring design all affect how far the wheels can actually move. The aim is usable suspension performance rather than simply achieving a higher ride height.

What about shocks, springs and spacers?

A lift kit isn’t necessarily just a set of springs or spacers.

Depending on the vehicle and the type of kit, a suspension upgrade can include coil or leaf springs, shocks or struts and various supporting components. A spacer lift can raise the vehicle without replacing the original springs, while a full suspension kit can use new springs and dampers designed around the vehicle’s requirements.

For example, a vehicle carrying permanent touring accessories may need springs with an appropriate load rating rather than a spacer simply used to increase ride height. A vehicle being built for demanding off-road use may benefit from upgraded shocks and other suspension components as well.

The choice should be based on the vehicle’s weight, intended use and suspension requirements rather than lift height alone.

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Do you need extended components?

At two inches, some vehicles can retain standard components, while others may need changes depending on the suspension design and available travel.

At three inches, there is generally more reason to assess brake lines, sway bar links, control arms and driveline angles. A taller lift can change driveshaft operating angles. On some vehicles, a diff drop or other geometry correction may be appropriate; on others, it may not be required.

The same applies to brake lines and sway bar links. There’s no universal rule that a particular component must be replaced at exactly two or three inches. The suspension system needs to be considered as a whole rather than choosing components based solely on advertised lift height.

Will a three-inch lift affect warranty or compliance?

Suspension modifications can be subject to different engineering, modification and compliance requirements depending on where the vehicle is registered and what components are fitted.

A three-inch lift isn’t automatically illegal or guaranteed to cause warranty problems, just as a two-inch lift isn’t automatically exempt from every requirement. Owners should check the rules that apply in their state or territory before modifying their vehicle, particularly when combining suspension lift, larger tyres and other modifications.

Having the work completed by a reputable suspension specialist can also help ensure the components are correctly selected and fitted.

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Will a lift affect fuel economy, garage clearance or towing?

It can, although the lift itself isn’t necessarily the only factor.

Larger and heavier tyres can increase rolling resistance and aerodynamic drag, while changes to vehicle weight and suspension setup can also affect fuel consumption.

Overall vehicle height increases with suspension lift, and larger tyres, roof racks, awnings and other accessories can add further height. It’s worth measuring the finished vehicle rather than relying on the advertised lift height when checking garage, car-park or ferry clearances.

Towing also needs to be factored into the suspension setup. A vehicle used for towing should have springs and shocks matched to the actual load rather than simply fitting the tallest available lift.

So, should you choose two or three inches?

If your 4WD is a daily driver that spends weekends touring, towing or exploring moderate off-road tracks, a two-inch lift will often provide the best balance of clearance, ride quality, handling and simplicity.

A three-inch lift is more appropriate for a serious off-road build where extra tyre clearance and improved angles justify the additional complexity.

Before choosing, consider the vehicle’s current weight, accessories, tyre choice, towing requirements and typical terrain. A professional assessment can help determine whether you actually need the additional lift or whether a two-inch setup will do the job. Mismatched springs, shocks or supporting components can compromise handling and contribute to premature wear, so the complete suspension system needs to be considered.

The biggest lift isn’t necessarily the best lift. It’s the one that gives your 4WD the capability it needs without adding compromises you don’t.

BYD has revealed a new plug-in hybrid ute in Brazil, with the Mako adding another pickup to the Chinese brand’s growing global range.

Patents published in 2025 had already hinted at the arrival of a smaller ute from BYD, with images showing a design that has now been revealed as the Mako. The Mako shares its platform with the Sealion SUV, rather than the body-on-frame architecture used by the Shark. That makes it a very different type of ute to its larger sibling, with its SUV-based underpinnings giving it a more car-like foundation.

Power comes from a plug-in hybrid system combining a 1.5-litre petrol engine with electric drive. BYD has confirmed the Mako for the Brazilian market, where it will also be produced locally at the company’s Camaçari facility. The new ute has been developed for Brazil’s pickup market, where smaller models such as the Fiat Toro are well established. It gives BYD another option alongside the Shark, which is already sold in Australia and other markets.

The two models take quite different approaches. The Shark uses a body-on-frame chassis designed around the requirements of a conventional pickup, while the Mako uses the same basic platform as a passenger SUV.

Will the BYD Mako come to Australia?

There is no confirmed Australian launch for the Mako at this stage. BYD Australia has not announced the ute for our market, with the Shark remaining its only local pickup. BYD Australia

BYD has confirmed that a new model specifically intended for Australian customers will be revealed later in 2026, although the company has not identified that vehicle. There is no confirmation that the Mako is that model.

Will it be off-road-ready?

That’s still unknown. BYD has not announced Australian specifications for the Mako, including ground clearance, approach and departure angles, towing capacity or any dedicated off-road equipment.

Its SUV-based platform also means it isn’t a direct mechanical equivalent to the body-on-frame 4WD utes that dominate Australia’s market. That doesn’t automatically rule out useful off-road ability, but there isn’t enough confirmed information yet to assess how the Mako would perform on Australian tracks.

For now, the Mako is confirmed as a plug-in hybrid pickup for Brazil, with any Australian launch and local off-road specification still to be confirmed.

JUMP AHEAD

• Part 1: Settling back into the Musso
• Part 2: Beach, ‘burbs and family fun
• Part 3: Off-road antics

Part 1: Settling back into the Musso

We’ll never knock back an opportunity to drive the Musso. It may be a bit dated, but it’s immediately familiar, comfortable, and easy to settle into – like an old pair of jeans.

There are no gimmicks, no surprises in the way it handles, and no need for a crash course to figure out how it operates. Buttons and dials are where you’d expect them to be (strangely becoming a rare occurrence these days), and the system’s UI is simple. The Musso consistently flies under the radar in the dual-cab segment, and it probably shouldn’t … there’s a reason it won our Best 4×4 Ute of the Year (Under $60K) award last year.

Now sold under the KGM name following the SsangYong rebrand in 2025, the vehicle remains mechanically familiar. Power comes from a 2.2-litre turbo-diesel four-cylinder, producing 133kW at 4000 rpm and 420Nm from 1600–2600 rpm. That’s 20Nm more than the standard Musso, giving this XL V a little extra shove.

Delivered through a six-speed Aisin automatic and a part-time four-wheel-drive system with low and high range, the setup is smooth and predictable on both bitumen and rough tracks. An auto-locking rear differential and tyre pressure monitoring system come standard, adding confidence off-road.

The XL V also adds a longer tub, stretching to 1600mm – an extra 300 mm over the standard model. That provides an additional 251 litres of rear tub capacity, while the wheelbase is 110 mm longer. Convenient tie-down points combined with the extra space make it a cavernous, simply designed tray, ideal for loading camping gear and tools. Our long-termer is equipped with a soft tonneau cover (a $790 optional extra), so you wouldn’t want to leave anything valuable in the tray when unsupervised.

On paper, the Musso is impressively practical. It has a GVM of 2980kg, towing capacity of up to 3500kg, front and rear axle limits of 1400kg and 1850kg, and a payload of 880kg. This test example rides on Nexen N’Priz RH7 255/60R18 tyres, which strike a balance between on- and off-road comfort.

Our first few months with the Musso saw it tackling trails and highways within Victoria. On rugged tracks, it feels steady and dependable. Its part-time 4×4 system, combined with solid ground clearance and healthy torque, makes rutted trails and moderate climbs straightforward. The chassis and suspension are robust, though it reaches its limits earlier than some competitors – the HiLux, for example – when tracks get more serious. On-road, it remains composed, with the longer wheelbase providing stability on highways.

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Inside, the cabin is straightforward and intuitive. The heated and ventilated front seats provide comfort on long drives, while the driving position is excellent and supportive, helping reduce fatigue on extended trips. The dual 12.3-inch screens – one for the instrument cluster and one for infotainment – are crisp and responsive.

Some compromises remain: there’s still no wireless Android Auto or Apple CarPlay, and the sound system maxes out too early. We’ll take a deeper dive into these nit-picks in later instalments. Even so, the interior leans toward practicality and usability, with robust controls, good visibility, and a layout that keeps things simple.

At $53,000, the Musso Ultimate XL V delivers a generous list of standard equipment:

• Leather-look upholstery
• Heated and ventilated front seats
• Heated rear outboard seats
• Powered 8-way adjustable driver’s seat with lumbar support
• 360-degree surround-view camera
• Powered sunroof
• LED headlights with sequential indicators
• Subtle exterior styling upgrades, including black grille and bumpers, and 18-inch black alloys
• Advanced driver-assist technology: Autonomous emergency braking; Lane-keeping assistance

We’ve said it before and we’ll say it again: the Musso represents excellent value for long-term ownership.

Part 2: Beach, ‘burbs and family fun

We’ve had a busy few weeks with our Musso, taking it on a coastal road trip, running the kids around day-to-day, and squeezing in a bit of off-road fun.

Through it all, including the long stretches on bitumen to the Peninsula, the Musso remains remarkably composed on the road. The stable suspension and well-cushioned seats in the Ultimate trim make long drives feel effortless, and, despite its size, the Musso never feels intimidating on busy streets. That said, we recently lined it up against an MGU9 for an upcoming comparison, and the MG seemed to dwarf it side-by-side – a reminder that the Musso’s tyres and stance play a big part in how it feels on the road.

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Those stock tyres did struggle on some of the tougher sections when we took it off-road, so anyone planning to push it further off-road would benefit from a set of better all-terrain rubber. Still, the Musso handles moderate trails with confidence, and its simple 4×4 system proves capable and easy to use.

Family life is equally easy. Installing a child seat is straightforward, with two ISOFIX points on the rear outboard seats that are quickly accessed by folding the seats forward. In XLV trim, there’s plenty of space back there too. Another benefit of the XLV is an extra 300mm of tub length, stretching to a cavernous 1600mm. The long tray has been handy for hauling tools and materials, though the four factory tie-down points sit quite low, so you sometimes need contortions worthy of Inspector Gadget to secure a load properly.

There are a few more minor frustrations. The infotainment touchscreen is basic and offers almost nothing if CarPlay or Android Auto aren’t connected, and it is laggy when switching from exterior cameras (when reversing, for example) back to the main display. 

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Android Auto users know this common annoyance all too well: Wireless Android Auto is missing despite wireless Apple CarPlay being standard, so a cable is required. A flow-on problem from this is that the phone holder tray is tiny, so the phone will often slide off when cornering. Most of the time, the phone ends up in the centre console or cup holder while plugged in. The Musso definitely feels a bit old-school here.

Still, despite these handful of quirks – which are easy enough to work around – the Musso remains a no-frills vehicle that’s practical, comfortable, and easy to live with, both for the work week and weekend adventures.

Part 3: Off-road antics

We’ve put plenty of kilometres on the Musso across different tracks and terrain, and a recent off-road jaunt was a good reminder of what it’s capable of. 

The part-time 4×4 system and low range give it the tools to deal with ruts, climbs and rougher sections without making a fuss. There’s 220mm of ground clearance to work with and the 400Nm diesel has enough torque to keep things moving. 

The ladder-frame chassis feels solid, while the Ultimate’s multi-link coil-spring rear suspension works well on gravel and sealed roads. It’s not the most sophisticated suspension arrangement when compared with more expensive off-roaders, though, and corrugations can make the ride fairly harsh.

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The biggest limitation becomes apparent when the track gets more uneven. As with many midsize utes running IFS, the Musso can lift a front wheel and quickly lose traction. The rear stays planted better, but the traction control can take its time to intervene, while the auto-locking rear differential only does its job once it detects enough wheel slip.

That can make tricky obstacles more difficult than they need to be. A selectable rear diff lock would be preferable, allowing the axle to be locked before reaching an obstacle rather than waiting for wheelspin to trigger the auto-locker. It would make progress more controlled and reduce the chance of getting hung up.

The XLV’s longer wheelbase also needs to be considered once the track gets tighter and more technical. The extra 210mm of wheelbase and rear overhang can work against it in some situations, although the additional 300mm of tub length is useful when the Musso is being used as a touring vehicle.

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There’s plenty of scope to improve the off-road package, too. Ironman 4×4 offers Australian-developed accessories for the Musso, including replacement suspension that adds ground clearance. That’s particularly useful on the XLV and gives owners a straightforward way to set the ute up more specifically for off-road use.

The Musso is showing its age, but the fundamentals remain sound. It has some shortcomings when the going gets difficult, particularly its slow traction control and lack of a driver-operated rear diff lock, but it remains a proven and capable 4×4 that can be tailored with the right aftermarket gear.

The rise of Chinese four-wheel drives has been impossible to ignore.

Every month, another arrives promising more power, more technology and more luxury than the established players, often for less money. But impressive specification sheets don’t mean much once the bitumen ends.

To find out how close the challengers really are, we spent a week living with three very body-on-chassis wagons before taking them to one of Victoria’s toughest off-road test facilities. Toyota’s Prado GXL is the benchmark, with decades of touring credibility, unmatched aftermarket support and a reputation for getting people home from almost anywhere. Challenging it are two very different newcomers. The GWM Tank 500 Hi4-T relies on traditional four-wheel drive hardware, including front and rear locking differentials, while the Denza B5 combines an electrified drivetrain, adaptive air suspension and enough technology to embarrass many luxury SUVs and wagons costing far more.

The questions were simple. Which is the best vehicle to live with every day? Which inspires the most confidence on gravel roads? Which has the off-road ability to venture well beyond the campsite? And once the driving is done, which makes the most sense to own, modify and tour Australia? That’s what we set out to find.

Toyota Prado vs Tank 500 vs Denza B5

On paper, these three wagons couldn’t be more different, despite arriving at almost exactly the same price point.

The Prado GXL, Denza B5 and Tank 500 Hi4-T all sit around the $80,000 mark before on-road costs, all ride on ladder-frame chassis and all promise genuine off-road ability. That’s where the similarities begin to end.

The Prado is the traditional choice. A 2.8-litre turbo-diesel backed by Toyota’s 48-volt mild-hybrid system produces 150kW and 500Nm, driving through an eight-speed automatic, dual-range transfer case and locking centre differential. At 2,530kg, it’s comfortably the lightest vehicle here, giving it useful advantages for payload, towing and overall agility.

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The Tank 500 sits somewhere between old and new thinking. Its turbocharged 2.0-litre petrol engine works alongside an electric motor integrated into the nine-speed automatic transmission, producing a combined 300kW and 750Nm. Unlike the Denza, it retains a conventional full-time four-wheel-drive system with low-range transfer case and locking front, centre and rear differentials. At 2,820kg it’s substantially heavier than the Prado, but brings genuine EV commuting capability without abandoning traditional driveline hardware.

Then there’s the wildcard. At 3,007kg, the Denza B5 is by far the heaviest vehicle here, but also the most powerful. Its 1.5-litre turbo-petrol engine acts primarily as part of an extended-range plug-in hybrid system, working with front and rear electric motors to deliver a combined 400kW and 760Nm. There’s no conventional transfer case. Instead, the electric motors provide all-wheel drive while adaptive air suspension and sophisticated software do much of the heavy lifting off-road. On paper, it’s the least conventional touring wagon here by some margin.

Three vehicles. Three very different philosophies. One question remained: which approach actually works best once the road disappears?

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Towing and payload

Maximum towing capacity tells only part of the story. To see what these wagons can realistically carry, we assumed each was towing a 3,000kg caravan with a 300kg towball download.

The Prado begins with a 620kg payload, leaving 320kg once the towball weight is accounted for. That’s enough for two 85kg adults and around 150kg remaining for luggage and other items. The Tank 500 starts with a 565kg payload, leaving 265kg. Two adults reduce that to around 95kg remaining. The Denza B5 has the tightest margins. Its 490kg payload drops to just 190kg with the caravan attached. Two adults leave around 20kg before reaching GVM. Its 6,232kg GCM also leaves only 225kg of combined mass in reserve before passengers or luggage are added. These figures assume each vehicle remains in standard trim. Any accessories or modifications further reduce the available payload.

For anyone towing regularly, the Prado offers the greatest flexibility; the Tank remains workable with careful loading; while the Denza’s payload becomes the limiting factor long before its 3,000kg towing capacity.

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A loaded trailer also compounds the efficiency issue raised earlier: towing accelerates battery depletion, so anyone planning long tows should budget for petrol-only economy for most of the trip. V2L remains the one PHEV advantage that survives the tow. Running camp fridges, induction cooktops or even your caravan AC straight off the built-in battery at the end of a long towing day is a genuine edge the diesel Prado can’t match without spending a small fortune on upgrades.

It’s worth putting some numbers to this. Both PHEVs post genuinely impressive claimed fuel consumption figures with the battery topped up — 3.9L/100km for the Denza, 2.1L/100km for the Tank — figures that make the Prado’s 7.6L/100km diesel claim look thirsty by comparison.

But those numbers only apply while there’s charge to draw on. Once the battery drops below around 25 per cent, the claimed figures jump to 10.9L/100km for the Denza and 8.4L/100km for the Tank, both worse than the Prado’s unchanging diesel number. On sustained highway or touring running, without stop-start driving to recover energy, that’s the number both cars settle into, trailer or no trailer.

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Interior and everyday practicality

The reality is these three wagons will spend far more time in suburban traffic than they ever will on a technical four-wheel drive track. School drop-offs, weekend sport, commuting and the supermarket run account for the vast majority of kilometres. That’s also where plug-in hybrid technology starts to make sense.

Both the Denza B5 and GWM Tank 500 can be plugged in at home overnight, allowing many owners to complete most of their weekday driving on electricity alone. If you’ve got a power point in the garage or even the shed you could go weeks between fuel stops. For buyers covering 50 or 60 kilometres a day, that’s a genuine advantage over a conventional diesel.

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It’s also where the Denza establishes itself as the class leader. The seats are exceptionally comfortable, the cabin materials feel genuinely premium and the technology is excellent. It has the best camera system here, a bright, crisp head-up display and a digital rear-view mirror that largely eliminates the visibility compromises common in wagons. If this cabin wore a European badge, few would question it.

The Tank 500 also impresses with a generous equipment list, comfortable seats and excellent massage functions, although the driving position never quite suited my six-foot-seven frame. More disappointing were the squeaks and trim noises that developed on-road, something the Denza simply didn’t exhibit.

The Prado feels conservative by comparison. Its infotainment and camera quality trail both Chinese rivals, while the abundance of hard plastics reminds you Toyota prioritised durability over showroom appeal. Yet everything feels solid. Nothing rattled, nothing squeaked and nothing suggested it wouldn’t still feel the same after years of rough Australian roads.

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Practicality deserves consideration, too. Payload disappears quickly once you add passengers, luggage and towball weight, and all three require careful loading. The Prado benefits from a mature aftermarket offering GVM upgrades, while equivalent solutions for the Tank and Denza are still developing. Its biggest compromise, however, is the raised boot floor in the seven-seat GXL. Packaging the hybrid battery beneath the cargo area noticeably reduces luggage space, something families will quickly notice.

If most of your driving is around town, the Denza is the standout. It’s the most comfortable, the most refined and the easiest vehicle here to live with. But that wasn’t enough to decide this comparison.

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Gravel roads and touring

Before we headed into the technical off-road work, we spent plenty of time on fast gravel roads.

It’s here that suspension tuning matters most. Anyone can build a vehicle that climbs a steep obstacle once. Covering hundreds of kilometres of corrugated gravel in comfort is what separates a capable off-roader from a great touring wagon.

The Prado immediately reminded us why it’s long been the best-seller. The suspension feels settled at speed, absorbing corrugations without excessive body movement and allowing you to maintain a comfortable touring pace with confidence. After hours behind the wheel, you’re noticeably less fatigued.

The Denza was the biggest surprise. On smoother gravel it felt refined, with little drivetrain noise and a cabin that could easily pass for a premium European SUV. Push the pace or introduce larger undulations, however, and the air suspension began to lose its composure. The body floated, took an extra movement to settle and never inspired the same confidence as the Prado. It remained impressively quiet throughout, but beneath the refinement was a chassis that never felt quite as tied down as Toyota’s.

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The Tank landed somewhere between the two. Its suspension controlled larger bumps better than the Denza’s and felt more settled over successive undulations, but you were always conscious of the vehicle’s weight. More noticeable were the squeaks and trim noises as the body worked over rough gravel, something the Denza simply didn’t exhibit. The massage seats are genuinely excellent on a long drive, but they couldn’t disguise a vehicle that always felt like it was working harder than the Prado.

Both plug-in hybrids add another dimension once the driving is over. Pull into camp and V2L lets you boil the kettle, run an induction cooktop or charge camera batteries straight from the traction battery. It’s a genuinely useful feature for weekend camping, and one the diesel Prado simply can’t match without additional equipment.

By the time the road narrowed into ruts and washouts, a clear pattern had already emerged. The Prado was the most confidence-inspiring, the Denza the most refined, and the Tank still searching for the same level of composure.

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Wombat Holes: When wheels leave the ground

Cross-axle obstacles quickly expose the strengths and weaknesses of a four-wheel drive.

As opposing wheels lift clear of the ground, traction disappears and the vehicle has to find another way forward. Whether that’s through suspension articulation, brake-based traction control or locking differentials says a lot about how each manufacturer has approached off-road capability.

The Prado tackled the obstacle exactly as expected. With the centre differential open, it made respectable progress before running out of traction. Lock the centre diff, select low range and it simply walked through the ruts. Toyota’s traction control remains among the best in the business, intervening quickly and smoothly without excessive wheelspin. Combined with excellent rear axle articulation, the Prado always seemed to have another tyre finding grip.

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The Denza approached the same obstacle very differently. Raising the adaptive air suspension increased ground clearance, while the electric drivetrain shuffled torque almost instantly between the axles. There were several moments where it looked like it had run out of options, only for the software to quietly find another path forward. The lack of engine noise made the whole experience feel almost effortless. The limiting factor wasn’t the drivetrain, it was the suspension. Wheel travel simply couldn’t match the Prado, leaving the electronics to compensate more often than they should have needed to.

The Tank’s personality became obvious almost immediately. With the front and rear differential locks disengaged, progress stalled earlier than expected as the suspension lifted wheels clear of the ground. Engage both lockers, however, and the Tank simply drove through. The Prado flexed its axle travel, the Denza let its computers do the thinking, and the Tank just locked everything up and muscled its way through.

All three completed the obstacle, but they did so in very different ways. The Prado felt like the most complete package, with the suspension, traction control and driveline working seamlessly together. The Denza demonstrated just how capable modern software has become, while the Tank proved lockers will push anything up a hill.

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Steep climbs: Chassis control

If the first obstacle exposed how each vehicle found traction, the second showed how well the whole package worked together. A steep, deeply rutted climb demanded careful throttle control, stable body movements and enough suspension travel to keep the tyres working.

The Prado again felt like the one to beat. Its suspension kept the body composed as individual wheels climbed and dropped through the ruts, while the traction control worked so seamlessly it almost disappeared into the background. Progress was slow, deliberate and predictable, allowing you to focus on wheel placement rather than what the driveline might do next.

The Denza continued to impress with its drivetrain. Crawl Mode delivered beautifully measured throttle inputs, making it easy to place the vehicle precisely despite the instant torque available. Once again, however, the suspension became the limiting factor. With less articulation than the Prado, the body pitched more noticeably and the electronics had to work harder to maintain momentum. It never lacked capability, but it lacked some of the Prado’s composure.

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The Tank approached the climb much as it had the first obstacle. With both engaged pushed to the top with a lot of body movement and a busier experience from behind the wheel. The suspension never felt as settled as either rival, and on the climb up, the rear bumper dragged the ground, a reminder that published approach and departure angles don’t always tell the full story. Honestly, lockers might work but if a Prado can do it without them and without damaging itself, are they enough? Or is the Tank relying on lockers to fix its bad suspension?

By this point, the personalities of all three vehicles were obvious. The Prado inspired the greatest confidence because every system worked together naturally. The Denza repeatedly demonstrated what clever software can achieve, while the Tank relied on locking differentials to overcome its shortcomings.

Off-road specs

Servicing, aftermarket and touring

Off-road ability is only part of the ownership equation. If you’re planning to tour Australia, dealer support, servicing and aftermarket availability matter just as much.

Toyota Prado: the safe bet

This is where the Prado’s long history pays dividends. Toyota has dealers in some of Australia’s most remote communities, independent workshops know the platform inside out, and the aftermarket is second to none. Whether you’re chasing suspension upgrades, bullbars, recovery gear, long-range fuel tanks or a GVM upgrade, you’ll find multiple options. The only real downside is Toyota’s six-month or 10,000km service intervals, which can become a nuisance if you regularly cover big distances.

GWM Tank 500: catching up

GWM has quietly established a substantial national dealer network and is no longer the niche player it once was. While you won’t find the same level of rural coverage as Toyota, servicing in metropolitan and regional Australia is becoming increasingly straightforward. The aftermarket is growing steadily, although it still trails the Prado by a fair margin. China already has a healthy Tank modification scene, with suspension, protection equipment and touring accessories readily available. The challenge is that much of it hasn’t yet been developed or certified for Australian conditions, so local support is still catching up.

Denza B5: the unknown quantity

The Denza is the biggest unknown. While the vehicle itself is new, it arrives backed by BYD, one of Australia’s fastest-growing automotive brands. Every new showroom and service centre supporting BYD strengthens the ownership proposition for Denza, but it’s still early days compared with Toyota’s decades-long network. Aftermarket support remains limited, particularly for owners wanting suspension upgrades or increased carrying capacity, although that will almost certainly improve as more vehicles reach customers. The adaptive air suspension also makes future GVM upgrades more complicated than they are on the conventional coil-sprung Prado and Tank.

If you’re buying a touring vehicle today, the Prado remains the safest long-term bet. GWM has closed much of the gap on dealer support and is steadily building aftermarket options, while Denza’s biggest challenge isn’t the vehicle itself, it’s giving the aftermarket and network time to catch up.

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Verdict: Which 4WD wagon should you buy?

A few years ago, this comparison would have been over before it began. The Prado would have been the obvious choice, and the Chinese challengers dismissed before they reached the first obstacle. Not anymore.

The biggest surprise wasn’t that the Denza B5 could keep up with the Prado. It was how often it made me rethink what a modern four-wheel drive can be. Around town, it’s comfortably the nicest vehicle here. The cabin is genuinely premium, the technology is excellent and, if most of your driving is local, charging it at home could dramatically reduce your fuel bill. It’s a luxury wagon first, but it’s also a remarkably capable off-roader.

The Tank 500 left me less convinced. Its locking differentials give it serious off-road ability, but too often it felt like the hardware was compensating for shortcomings elsewhere. The suspension never inspired the same confidence as the Prado, and when the Denza delivers a more polished overall experience for similar money, it’s the harder vehicle to recommend.

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Which brings us back to the Prado. Toyota hasn’t won because it has the most powerful drivetrain or the biggest screens. It won because every part of the vehicle works together. The suspension, traction control and driveline feel like a cohesive package, whether you’re climbing ruts, covering hundreds of kilometres of corrugated gravel or heading into the High Country with a camper in tow.

If I lived in suburbia and spent most weekends at a caravan park or campsite, I’d buy the Denza B5. It genuinely feels like a glimpse of where family four-wheel drives are heading. But if I were spending my own money on one vehicle to tow, tour and explore Australia, I’d still buy the Prado. Not because it’s perfect; because it’s still the benchmark.

Other 4WD wagons to consider

If these three don’t quite fit your needs, there are several other capable wagons worth considering.

The Ford Everest Sport (from around $77,000) is arguably the Prado’s closest rival. Its 3.0-litre turbo-diesel V6 produces 184kW and 600Nm, making it the most powerful diesel in the class. Having tested the Everest and Prado back-to-back, we’d still give the nod to the Prado for suspension composure on rough roads, but the Everest counters with stronger engine performance, excellent towing manners and a polished interior. It’s one of the most complete touring wagons on sale.

For buyers with a bigger budget, the Toyota LandCruiser 300 GX (from around $97,000) delivers 227kW and 700Nm from its twin-turbo V6 diesel. It offers more space, greater refinement, a 3.5-tonne tow rating and outstanding long-distance touring credentials, albeit at a significantly higher asking price.

The Isuzu MU-X X-Terrain (around $75,000) takes a simpler approach. Its 140kW and 450Nm 3.0-litre turbo-diesel won’t match the performance of the Prado, Tank or Denza, but it has earned a reputation for reliability, sensible running costs and excellent aftermarket support. For buyers prioritising dependable long-distance touring over outright performance, it’s still a compelling package.

Then there’s the INEOS Grenadier Station Wagon (from around $105,000). Powered by a 210kW and 450Nm BMW-sourced 3.0-litre turbo-petrol or a 183kW and 550Nm turbo-diesel, it’s arguably the most capable off-roader of the group. Live axles, heavy-duty driveline components and outstanding wheel travel give it an advantage once the terrain becomes genuinely difficult. The trade-off is a firmer on-road ride, higher purchase price and a smaller dealer network than the mainstream alternatives.

4×4 quick take

• Toyota Prado GXL: Still the undisputed king for outback touring, towing, and long-term support, even if the cabin tech feels a generation behind.
• Denza B5: The surprise star around town; insanely fast, ultra-luxurious, and capable off-road, but let down by suspension travel and a non-existent touring aftermarket.
• GWM Tank 500: Heavy-duty triple-lock hardware means it gets everywhere, but lacks the suspension composure and cabin refinement of its rivals.

Pros and cons

Specs