We have some grand ideas for a pretty schmick drawer set-up in our secondhand HiLux, along with a lithium battery system, fridge and a bunch of other gear for the tray. But first, we need somewhere to house it all. In other words, we need a canopy.

Bossco (↗) has been straddling the lines between practicality, functionality, looks and price for a while now, so it was a no-brainer to throw one of its alloy canopies, complete with the optional roof rack, at the HiLux.

We hit up the Bossco website (↗), made our selection and started dreaming about what improvements, if any, a lightweight canopy – along with some aggressive rubber – might make to our budget brawler. But first, we needed to get everything bolted in place.

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DIY installation

One of the unique things about Bossco canopies is that they arrive as a flat pack and require some assembly before being bolted into place.

While Bossco says installation should take half a day, we must be a little slow because it took us a full day. If we ever have to fit another one, we could probably knock it over in a few hours, but if you’re a first-timer like us, budget a full Saturday to get it done.

That said, it’s a straightforward process and there aren’t too many hurdles to overcome. It all comes together with a combination of bolts, Nyloc nuts and silicone sealant to make it waterproof, all of which are supplied as part of the kit. We took our time and made sure the silicone was applied thickly and evenly to ensure no water could get in.

The wiring came pre-terminated with Deutsch connectors, so installation was as simple as finding an earth, brake-light power feed and reversing-light feed from one of the standard taillights.

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First impressions of the Bossco canopy

Personally, we reckon the canopy looks tops. Its boxy shape suits the Luxy’s lines, while the black finish breaks up the sea of white bodywork nicely and matches the new Dynamic steel wheels.

In fact, the day after fitting the Bossco canopy, the heavens opened and we were treated to a deluge that had us expecting an old bloke in an ark with a bunch of animals to float by. The upside was that not a single drop of water got inside. Score one for Bossco – and some careful silicone-gun work, eh?

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Off-road performance

While assessing a canopy’s off-road performance isn’t really something you can do with a straight face, we can say the Bossco was easily accessible through its three large, strut-assisted openings.

That’s definitely appreciated when camping or frantically scrambling for the tree-trunk protector while stuck in a boghole – allegedly. To be honest, we were a bit nervous about fitting a flat-pack canopy. Surely it would be leakier than a Land Rover and as flimsy as a cheesecloth bashplate. But it surprised us on both counts.

It is yet to let in any water or mud, has rubbed against multiple trees without sustaining damage and has supported two blokes standing on the roof rack to take photos. Together, they would have been nudging a couple of hundred kilograms.

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We’re not suggesting you load any roof rack with that sort of weight, but it’s reassuring to know the strength is there if we decide to fit a rooftop tent down the track.

Once installed, it really is a great option for any ute owner. There are LED brake and reversing lights, which could easily be wired to a switch and used as camp lighting, as well as an LED interior light. The doors are heavy-duty and have internal bars for bracing or hanging a tea towel while cooking at camp. Plus, they look staunch, and we need all the tough points we can get, so that’s appreciated.

There are plenty of opportunities to customise these canopies to suit your needs, and we’ll be doing just that before long, so stay tuned.

FAQs

How much does the Bossco alloy canopy cost?
The Bossco alloy canopy has an RRP of $3499 (↗).

How long does the Bossco canopy take to install?
Bossco says installation should take half a day, but we took a full day. First-timers should budget a full Saturday.

What are the key features of the Bossco canopy?
The Bossco canopy features three large, strut-assisted openings, LED brake and reversing lights, an LED interior light and heavy-duty doors with internal bars.

The BYD Shark has shaken up the ute market since its arrival in Australia at the start of 2025, bringing plug-in hybrid technology to a dual-cab platform with plenty of touring potential.

But like any 4WD, its capability beyond the bitumen comes down to how it’s set up. Suspension, protection gear and how you carry your load all play a role once the blacktop ends. Whether it’s tackling remote tracks, touring long distances or carrying camping gear, the fundamentals of building a capable vehicle remain the same.

While much of the conversation around electrified utes focuses on battery range, charging and whether they can handle life beyond the city, preparing one for off-road use involves many of the same considerations as any other touring build. Suspension, payload, protection, tyres, recovery gear and route planning all play a role, whether you’re heading into the High Country, tackling remote tracks or chasing a coastal camp spot.

Straight off the showroom floor, the Shark provides a capable platform for Aussie adventures. With the right aftermarket upgrades, including suspension, protection and storage solutions, owners can take its off-road potential further and better prepare it for tougher tracks and longer touring trips.

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Upgrade your suspension after adding accessories

Building a touring-ready BYD Shark often starts with accessories. Bull bars, winches, roof racks, recovery gear, storage systems and camping equipment can all add significant weight to a vehicle, and that extra weight can change how the suspension performs.

That’s why suspension should be selected to suit the vehicle’s actual setup rather than simply fitted in anticipation of future accessories.

Adding heavier-duty suspension before the accessories go on can result in a harsher ride, particularly if the expected equipment is never fitted. On the other hand, choosing suspension that is too light for the final build can leave the vehicle under-sprung once accessories and touring gear are added, affecting ride height, control and overall suspension performance.

The aim is to match the suspension to the vehicle and the load it will actually carry. This helps maintain a good balance between ride comfort, control and load-carrying ability, whether the Shark is being used as a daily driver, touring vehicle or off-road rig.

As accessories are added, the vehicle’s weight distribution and suspension requirements can change. A bull bar and winch add weight to the front, while roof racks, storage systems, recovery equipment and camping gear can increase the load elsewhere. Considering the complete setup allows the suspension to be specified around the vehicle’s real-world requirements.

Why suspension matters

Suspension has to do more than simply provide additional ground clearance. It needs to support the vehicle’s weight while maintaining appropriate ride height, handling and control across different surfaces and loads.

When accessories are added, the extra weight can change how the vehicle sits and behaves. A suspension system matched to the vehicle’s actual load helps maintain the balance between comfort and control, particularly when travelling over corrugations, rocky tracks and uneven terrain.

Upper control arms also play an important role in the front suspension, locating the wheel assembly and keeping the suspension geometry within its designed range as the vehicle travels over uneven terrain.

When a suspension lift is added, the relationship between those components changes. If the geometry isn’t corrected properly, it can affect wheel alignment, handling and overall suspension performance. Stronger aftermarket upper control arms are designed to handle increased suspension travel and the additional demands of off-road driving, helping restore correct alignment and geometry after a lift.

Australian conditions can place serious demands on suspension systems, with corrugations, rocky tracks and additional vehicle weight all contributing to increased stress. Local engineering and durability testing help ensure aftermarket components are developed around the conditions they are designed to face.

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TJM XGS Rugged suspension

TJM’s XGS Rugged suspension system (↗) is engineered for the Shark, with a focus on improving capability and durability for Australian touring and off-road conditions.

The system can be matched to the vehicle’s intended load and use, helping owners select a suspension setup that complements the accessories fitted to their Shark rather than simply choosing the heaviest available option.

This approach helps maintain ride quality and control as the vehicle is modified. For a Shark carrying accessories, recovery equipment and camping gear, selecting suspension suited to the additional weight can help maintain appropriate ride height and suspension performance without unnecessarily compromising comfort.

The right suspension setup is ultimately about balance. A touring vehicle needs to cope with additional weight while remaining comfortable and controlled when driven unloaded or with a lighter load. Matching the suspension to the accessories actually fitted provides a better starting point than trying to predict a future build that may never eventuate.

For owners planning to add more equipment over time, the suspension setup can be reassessed as the vehicle evolves. This helps ensure the suspension continues to match the vehicle’s actual weight and intended use rather than being based on equipment that may never be fitted.

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Adding protection and carrying capacity

Suspension is only one part of preparing the Shark for Aussie conditions. Protection and storage solutions are just as important in a well-rounded touring build, but every accessory added to the vehicle also contributes to its overall weight.

The TJM Venturer Bar (↗) provides front-end protection against animal strikes and off-road obstacles while retaining the Shark’s modern styling. It’s designed to integrate with recovery points, driving lights and winches, allowing owners to build their setup as their needs evolve.

Roof racks further expand the Shark’s carrying capacity, creating space for rooftop tents, recovery gear, camping equipment, kayaks or bikes. They can also help free up space in the cabin and tray by moving larger items up top. Every accessory added to a touring vehicle contributes to its overall weight. Bull bars, winches, roof racks, recovery equipment and camping gear can quickly add up, making payload planning an important part of any build.

Bull bars and other front-end accessories should be selected with the vehicle’s intended use in mind, as the weight of the bar, winch, driving lights and recovery equipment all contribute to the overall load carried by the vehicle. Choosing components that suit the vehicle’s intended use helps ensure the suspension system can support the additional load while maintaining ride quality, handling and driver confidence.

Rather than fitting heavy-duty suspension simply because more accessories might be added in the future, owners should assess the equipment already fitted and choose a suspension package that matches the vehicle’s actual load.

If the build later changes, the suspension setup can be reassessed to account for the additional weight. This approach helps maintain a good balance between comfort and control as the Shark evolves from a standard ute into a fully equipped touring vehicle.

TJM recommends considering the combined weight of accessories and equipment when planning a vehicle build, ensuring the setup is matched to how the Shark will actually be used, whether that’s daily driving, touring or fleet applications.

Built around the Aussie lifestyle

Aussie drivers expect plenty from one vehicle these days, from the daily commute and school run through to towing, camping and weekend 4WD adventures.

With the right upgrades, the Shark can be configured for everything from Cape York adventures and Birdsville Track runs to Simpson Desert support trips, High Country weekends, Fraser/K’gari beach driving and family camping holidays.

As with any touring build, matching the suspension and accessories to the vehicle’s intended use is key to maintaining performance and reliability. The fundamentals of building a capable touring vehicle don’t change, regardless of what powers it. Suspension setup, protection, load carrying and practical accessories all play a role in how a vehicle performs once the bitumen ends.

For Shark owners looking to explore further, TJM’s Australian testing and XGS Rugged suspension (↗) development show how the ute can be adapted for the demands of Australian touring.

The key is getting the balance right. Fit the accessories, understand how much weight they add and then select suspension that is engineered around the finished vehicle. That way, the Shark can remain comfortable and controlled when unloaded while still having the support needed when fully equipped for touring.

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Frequently asked questions

Q: When should I upgrade the suspension on my BYD Shark?

A: Suspension should ideally be selected after determining what accessories and equipment will be fitted to the Shark. Bull bars, winches, roof racks, recovery equipment and camping gear can add significant weight, so matching the suspension to the actual vehicle setup helps maintain ride comfort, ride height and control.

Q: Should I fit heavy-duty suspension before adding accessories?

A: Not necessarily. Fitting heavy-duty suspension in anticipation of accessories that may never be added can result in a harsher ride. It’s generally better to select suspension based on the accessories and load the vehicle will actually carry.

Q: What happens if I add more accessories after upgrading the suspension?

A: Adding significant weight can change the vehicle’s suspension requirements. If the Shark’s setup evolves, the suspension can be reassessed to ensure it remains appropriately matched to the vehicle’s actual load and intended use.

Q: What suspension upgrade does TJM offer for the BYD Shark?

A: TJM’s XGS Rugged suspension system (↗) is designed specifically for the Shark, with a focus on improving capability and durability for Australian touring and off-road conditions.

Q: What protection does the TJM Venturer bull bar provide for the Shark?

A: The Venturer bull bar (↗) is designed to provide additional front-end protection for the Shark, helping safeguard the vehicle when travelling through tougher off-road environments and remote touring conditions.

Defender Rally is building a limited-run, road-legal version of its Dakar Rally-winning D7X-R, bringing the competition car’s suspension, driveline and body architecture to a production 4×4.

Defender Rally pulled the wraps off the D7X-R in November 2025 ahead of its competitive debut at the 2026 Dakar Rally. Based on the Defender OCTA, the D7X-R was developed to meet the new FIA Stock-category rules, which tightly restrict what can be changed from the production vehicle. That left the core body architecture, drivetrain layout and 4.4-litre twin-turbo V8 untouched, with development focused on modifications to handle desert rallying.

At the time of the revelation last year, Mark Cameron, Managing Director, Defender, said: “Defender Dakar D7X-R is the toughest Defender ever built. It carries the same core architecture and silhouette as Defender OCTA but has been developed to take on the ultimate competitive off-road adventure.

“Dakar pushes everything to the limit and competing in a rally-raid of this scale will authentically showcase Defender’s capability and robustness in the most extreme and harshest conditions on the planet,” he added.

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For the road-going Defender Dakar, the V8 produces its full 635PS (approximately 467kW), unrestricted by race regulations. Torque is rated at 750Nm, with additional cooling fitted.

It runs 35-inch Advanced All-Terrain tyres on new forged 20-inch wheels, along with coil suspension and Bilstein Advanced Dampers. Dunes and Gravel drive modes are added, while Flight Mode carries over from the competition car to help control the vehicle during jumps and smooth out landings on rough terrain.

The exterior gets a carbon-fibre bonnet, carbon-fibre raised air intakes, extended wheel arches with exposed rivets and a fixed metal roof. Other additions include roof-mounted light pods, a tailgate blanking plate, mud flaps and enhanced metal front and underbody protection.

The main colour combination is Dakar Sand with a Yanbu Turquoise roof, matching the race-winning D7X-R. Narvik Black and Alaska White will also be available, with optional Matte Protective Film.

Inside, the Defender Dakar gets a 2+2 seating layout and race seats in the first row. Four-point racing harnesses will be optional, while rear storage is designed to accommodate race helmets. The loadspace gets a dedicated mounting system for the spare wheel and air compressor.

The D7X-R made its competitive debut at the 2026 Dakar Rally, where three Defender competition cars finished first, second and fourth in the new Stock class. The three cars also achieved a 1-2-3 result on 10 of the 13 stages, covering a combined 24,000km over the 14-day event.

“We’ve pushed our engineers to go further than they’ve ever gone before. First, we evolved Defender OCTA into D7X-R and then we asked: could we make the Dakar Rally-winning D7X-R road legal? The result is the Defender Dakar,” Cameron said.

“It’s the ultimate expression of adventure and is a true reflection of how we embrace the impossible. It embodies not only the spirit of the Defender Rally team but our continued and historic legacy of off-road innovation. This limited-run model will showcase everything we’ve learned in some of the toughest environments and most competitive conditions imaginable. An authentic Defender, made from unstoppable DNA,” he added.

Registrations of interest for the limited-run Defender Dakar are now being taken, with reservations expected to open in early 2027. More technical details and specifications will be revealed at the 2027 Dakar Rally in Saudi Arabia.

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FAQs

What is the Defender Dakar?

The Defender Dakar is a limited-run, road-legal 4×4 based on the Dakar Rally-winning D7X-R competition car.

What engine does the Defender Dakar use?

It uses a 4.4-litre twin-turbo V8 producing 635PS and 750Nm of torque, with additional cooling and no race-regulation restrictions.

What suspension and tyres does the Defender Dakar have?

It runs 35-inch Advanced All-Terrain tyres on forged 20-inch wheels, with coil suspension and Bilstein Advanced Dampers.

Is the Defender Dakar based on the Defender OCTA?

Yes. The D7X-R uses the same bodyshell as the Defender OCTA, while the road-going Defender Dakar retains the D7X body architecture, transmission and driveline.

When can I reserve a Defender Dakar?

Registrations of interest are now open, with reservations expected to begin in early 2027. Further technical details and specifications will be revealed at the 2027 Dakar Rally in Saudi Arabia.

How much will the Defender Dakar cost?

Pricing has not been announced, but expect it to cost a lot.

GWM has confirmed pricing and specifications for its next-generation Cannon Alpha and Tank 500, with both models getting an all-new 3.0-litre turbo-diesel producing 170kW and 620Nm.

The Cannon Alpha starts at $58,990 driveaway, while the seven-seat Tank 500 starts at $65,990 driveaway. Both are available in Lux and Vanta grades, with Australian arrivals expected from mid-September 2026.

The new diesel is paired with a nine-speed automatic transmission and four-wheel drive. GWM claims best-in-class power, torque and fuel economy for a four-cylinder turbo-diesel, with claimed fuel consumption of 7.3L/100km for the Cannon Alpha and 7.1L/100km for the Tank 500.

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“While many of the new Chinese automotive players are increasingly focused on electrification, GWM believes Australian customers deserve choice, and we’re not going to shy away from investing in diesel technology where we know demand is still strong,” GWM Australia Chief Operating Officer John Kett said.

“But choice is only part of the equation. When you look at the Cannon Alpha and Tank 500 against the established volume players in their respective segments, the difference is clear. We’re offering a higher level of standard specification, more performance and more technology, while asking customers to pay thousands of dollars less.

“That is a proposition we believe Australian customers will find very compelling.”

New 3.0-litre diesel tested in Australia

The 3.0-litre turbo-diesel produces 170kW and 620Nm, with peak torque available from 1400rpm to 2400rpm.

GWM says it has revised the engine’s airflow, fuel delivery, cooling and thermal management, while shorter intake piping is designed to reduce turbo lag.

The powertrain has undergone more than six months of Australian engineering and validation, covering ride and handling, engine and transmission calibration, towing performance and software. Development vehicles have covered more than 35,000km across the Flinders Ranges, Victoria’s High Country and the Big Desert.

Both vehicles have a 3500kg braked towing capacity. The Cannon Alpha retains its existing 3500kg rating, while the Tank 500 increases from 3000kg to 3500kg. GWM says towing development included brake controller functionality, cruise control while towing and transmission calibration for heavy loads.

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Both Cannon Alpha grades get centre and rear differential locks, with the Vanta adding a front locker. The Tank 500 Lux and Vanta both get front and rear differential locks. Neither model requires AdBlue. The Tank 500 Vanta gets a 131-litre fuel tank, up from 78 litres in the other three variants, giving it significantly more fuel capacity for long-distance touring. 

Inside, both models get GWM’s Coffee OS operating system and a 14.6-inch central touchscreen, up from 12.3 inches. Wireless Apple CarPlay and Android Auto are included, along with over-the-air software updates and selected remote vehicle functions through the GWM app.

The Vanta grades get black exterior trim and 19-inch black alloy wheels. The Cannon Alpha Vanta also gets red brake calipers, while the Tank 500 Vanta gets electronic retractable side steps.

GWM says more than 1000 expressions of interest have been received ahead of the September launch. A limited-time introductory offer runs until October 30, 2026, with buyers able to choose between a $2000 driveaway cash bonus or a $2000 fuel card.

The next-generation GWM Cannon Alpha and Tank 500 are expected to arrive at Australian dealerships from mid-September 2026.

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GWM Cannon Alpha and Tank 500 prices

Cannon Alpha Lux features

• 3.0-litre turbo-diesel — 170kW / 620Nm
• Part-time 4WD
• Low-range transfer case
• Centre and rear differential locks
• All-Terrain mode selection
• Towing drive mode
• Front and rear ventilated disc brakes
• Double-wishbone independent front suspension
• Leaf-sprung live-axle rear suspension
• Integrated trailer brake controller
• Hill ascent/descent control
• 78-litre fuel tank
• Full-size spare steel wheel
• Spray-on tub liner
• Chassis guard board
• Side steps
• Roof rails
• 18-inch two-tone chrome alloy wheels
• Tyre-pressure monitoring system

Cannon Alpha Vanta adds

• Front electric differential lock
• 19-inch black alloy wheels
• Full-size alloy spare wheel
• Electronic black side steps
• Panoramic sunroof
• Rear electric sliding window
• Heated and cooled front seats
• Front massage seats
• Head-up display
• 10-speaker premium audio

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Tank 500 Lux features

• 3.0-litre turbo-diesel — 170kW / 620Nm
• Part-time 4WD
• Low-range transfer case
• Front and rear differential locks
• All-Terrain mode selection
• Towing drive mode
• Tank Turn Assist
• Crawl control
• Integrated trailer brake controller
• Hill ascent/descent control
• Double-wishbone independent front suspension
• Multi-link live-axle rear suspension
• 78-litre fuel tank
• Full-size spare wheel
• Chassis guard board
• Side steps
• Roof rails
• 18-inch two-tone alloy wheels
• Tyre-pressure monitoring system

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• 19-inch black alloy wheels
• Electronic retractable side steps
• Panoramic sunroof
• Soft-close tailgate
• Electric folding third-row seats
• Ventilated second-row seats
• 50W wireless charger
• Head-up display
• Auto-dimming rear-view mirror
• 12-speaker premium audio with active noise cancellation

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2026 GWM Cannon Alpha weights

2026 GWM Cannon Alpha dimensions

2026 GWM Tank 500 weights

2026 GWM Tank 500 dimensions

After a year of testing, touring and modifying our BYD Shark 6, it’s time for the ute to find a new home.

The Shark is now under auction through Slattery Auctions (↗), with 23,889km on the odometer. The auction started at 5pm AEST on August 14, 2026, and will finish at 7pm AEST on August 19, 2026.

We bought the Shark to see how the plug-in hybrid ute would handle real-world use, and it’s spent the past year being progressively kitted out for touring and off-road adventures. Along the way, we worked with some of our trusted aftermarket suppliers to turn the standard ute into a much more capable and practical touring rig.

First, the basics. The BYD Shark is a plug-in hybrid ute powered by a 1.5-litre turbocharged petrol engine and dual electric motors. The system produces 321kW and 650Nm, with the electric motors driving all four wheels. A 29.58kWh Blade Battery provides an official electric driving range of around 100km, while the petrol engine gives the Shark a claimed combined range of more than 800km.

The Shark uses a dedicated hybrid transmission and has selectable driving modes, including EV and hybrid operation. It rides on independent suspension front and rear and came from the factory with 200mm of ground clearance. That was one of the areas we targeted with our aftermarket upgrades, particularly given how much extra gear we wanted to carry.

Ironman 4×4 was first on the tools, fitting a Raid replacement front bumper with an integrated light bar, Ironman spotlights, rated recovery points and underbody protection. The winch-compatible bar is made from 4mm aluminium to keep weight down, while an IM 2.5 Heavy suspension kit added 30mm of ground clearance and improved the Shark’s ride and control both on and off the road.

At the rear, a Hayman Reese X-Bar added three built-in rated recovery points and an integrated tow hitch. Raceline alloy wheels were fitted with 285/60R18 Cooper Discoverer AT3 tyres, giving the Shark a tougher footprint and tyres better suited to off-road use. A matching spare was carried on a Rola Titan Tray roof rack.

MSA 4×4 then sorted out the tub with full-length aluminium roller drawers and a drop slide for an Evakool dual-zone fridge (the fridge isn’t part of the sale unfortunately). The setup made it much easier to carry and access touring gear, while a Utemaster Centurion canopy was fitted over the tub to keep everything protected from the elements.

The Shark also got a proper outback workout, heading into the Simpson Desert alongside a 79 Series LandCruiser. The Shark completed the trip and added some serious real-world experience to its long-term test.

Now it’s time for someone else to take the keys. With the aftermarket gear already fitted and 23,889km on the clock, our Shark is ready for its next chapter.

Marks 4WD in Melbourne, Victoria, has announced that it is now the Australian agent for Arctic Trucks, and it will have vehicles available for purchase very soon.

Arctic Trucks was formed in Iceland more than 35 years ago as a specialist division of Toyota to develop fully OEM-approved vehicle versions suited to tackling the rugged and beautiful extremes of ‘The Land of Fire and Ice’. At the heart of these builds, significantly taller and wider tyres enabled the increased traction, flotation and suspension effect needed to successfully traverse the range of challenging terrains and conditions, from glaciers and snowfields to rocky trails, volcanoes and more.

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Arctic Trucks (↗) converted vehicles have developed such a reputation for design and engineering that they have been officially accepted by multiple automotive OE manufacturers, including Toyota, Isuzu, Nissan and more, who offer ‘AT’ vehicle versions officially through their dealership networks in multiple global markets. Arctic Trucks also has divisions and OEM distribution spanning the UK, USA, Norway, Sweden, Poland, Africa and South Africa, and now it’s here in Australia.

The first two AT conversions to roll out of their Moorabbin workshop are the AT37 Toyota Prado and AT35 Isuzu D-MAX, and they gave us the chance to drive them before the official launch at the Melbourne 4×4 Show, where you can check them out for yourselves from August 21-23.

It’s on the cover of our August issue (see above). Also keep an eye out for an upcoming feature article on how they handled local tracks.

Mahindra has unveiled its all-new global ute, revealing the production version of its long-awaited Global Pik-Up concept three years after it was first shown in South Africa.

The new-generation dual-cab will be sold as the Scorpio Lifestyler in India and the Mahindra Lifestyler in international markets, with Australia and New Zealand among its target markets.

The Lifestyler is set to launch in India by April 2027, while Mahindra has yet to confirm an Australian launch date, local pricing or detailed mechanical specifications. Speaking to the team at the event, a mid-2027 launch in Australia could be on the cards, with South Africa expected to be the first international market to get the Lifestyler.

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However, Mahindra has stopped short of confirming an Australian launch date, Australian pricing or detailed mechanical specifications. Speaking to the team at the event, a mid-2027 launch in Australia could be on the cards, with South Africa expected to be the first international market to get the Lifestyler.

Designed at the Mahindra India Design Studio in Mumbai and developed at Mahindra Research Valley in Chennai, the Lifestyler is built on Mahindra’s next-generation body-on-frame architecture.

Mahindra says the ute combines load-carrying ability, off-road capability, technology, safety and everyday comfort, and has been developed to global engineering and safety standards. The company describes it as being designed for both “payload and playload”.

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Three different Lifestyler expressions

Mahindra used the unveiling to display three distinct interpretations of the new ute: Valley, Reef and Trail.

Rather than calling them variants, Mahindra describes them as “expressions” of the Lifestyler rather than confirmed production trim grades. They do, however, give an indication of how Mahindra intends to position the eventual model range.

The Valley Edition is designed around a mix of work and leisure, combining practicality with a more refined cabin. Finished in Artemis Grey, it is the most work-focused of the three.

For off-road-focused drivers, Mahindra revealed a Trail Edition. Finished in Sahara Beige, it is the most overtly adventure-focused of the three and previews how Mahindra could target buyers who currently gravitate towards utes such as the Mitsubishi Triton, JAC T9 and Nissan Navara.

Lastly, the Reef Edition is aimed more directly at recreational and lifestyle buyers. Its Aquareef finish is inspired by the colours of the ocean, with its focus on outdoor use and exploration.

It is not yet clear which equipment displayed on these vehicles will make production, or whether Valley, Reef and Trail will become official Australian model names.

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What do we know about the new Mahindra ute?

For now, the confirmed technical details remain limited.

Mahindra says the Lifestyler has been engineered around capability, durability, safety and refinement, but has not announced its engine output, transmission, four-wheel-drive hardware, towing capacity, payload or individual axle ratings.

A 6300kg GCM was referenced during the presentation, although the other figures needed to assess its real-world towing credentials have not been disclosed.

Mahindra says the Lifestyler brings together authentic pickup capability and durability with global engineering and safety standards, advanced technology, sophisticated design and refinement. The company has also highlighted its versatility for work, adventure and everyday use, but more detailed specifications are expected closer to launch.

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Australian pricing remains unknown

Mahindra has not announced Australian pricing for the Lifestyler.

The company has confirmed that Australia is one of the international markets being targeted, but local pricing, specifications and model grades have not yet been confirmed.

That means it is too early to draw meaningful comparisons with established dual-cab utes on price or equipment. The Lifestyler will need to be competitively priced if Mahindra is to make an impact in Australia’s crowded ute market, but there is currently no official Australian pricing guidance.

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When will the Mahindra Lifestyler launch?

The Scorpio Lifestyler is set to make its Indian-market debut by April 2027.

Mahindra has confirmed that Australia is one of the international markets being targeted, but the company has not yet announced when Australian deliveries will begin.

The Lifestyler evolves the Global Pik Up concept first shown in Cape Town in August 2023, with the production vehicle now set to carry the Scorpio Lifestyler name in India and Lifestyler name in international markets.

“The Scorpio Lifestyler is inspired by how our customers work, play and explore,” said Mahindra chief design and creative officer Pratap Bose. “Combining bold exterior design, plush interiors and SUV-like comfort with unmistakable Mahindra toughness, it brings style and refinement to every journey.”

The production vehicle’s engine, transmission, towing capacity, payload, dimensions, Australian model range and pricing remain the major unanswered questions. More information is expected as the Lifestyler moves closer to its 2027 launch.

After a few days exploring the sandstone gorges and emerald waters of Boodjamulla National Park, the Post Office Hotel at Camooweal felt like the perfect place to end the day.

Just 12km from the Northern Territory border, the pub has been welcoming weary travellers for generations, and with a campdraft in town, it looked like half the district had turned up for dinner as well. There’s a moment when driving west across Queensland’s far north-west when the landscape seems to stretch forever. The road straightens, the horizon widens, and the kilometres begin to roll by almost unnoticed.

The Barkly Highway is one of Australia’s great touring roads, connecting Queensland with the Northern Territory across vast cattle country and some of the most remote landscapes on the continent. Somewhere near the border sits the small town of Camooweal and one of the region’s most important watering holes, the Post Office Hotel Motel and Caravan Park.

Like many great outback pubs, the Post Office Hotel is far more than a place to grab a cold beer. It’s a meeting place, an overnight stop, a refuge from the heat and, often, the first sign of civilisation after a long day behind the wheel.

Whether you’re towing a caravan, tackling the Gulf tracks, heading for Boodjamulla National Park or simply crossing the country from east to west, chances are you’ll find yourself pulling into the pub’s carpark sooner or later. And when you do, you’ll quickly discover why travellers have been stopping here for generations.

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Camooweal and the Barkly Highway

The first thing that strikes you about Camooweal is its location. This is true border country. The Northern Territory line sits just down the road, and the town has long served as a gateway between two jurisdictions and two very different landscapes.

To the west lies the immense Barkly Tableland, where cattle stations stretch beyond the horizon. To the east, the roads lead towards Mount Isa and the rugged Gulf Country. For more than a century, travellers, drovers, truck drivers and station workers have passed through this part of the world.

The Post Office Hotel has become part of that journey. Positioned prominently beside the Barkly Highway, it’s impossible to miss. Dust-coated 4x4s fill the carpark, caravans line the adjoining campground and road trains rumble past throughout the day. It’s exactly the sort of scene you’d expect from a classic outback pub.

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Boots, Akubras and cold beer

Step inside and the atmosphere changes immediately.

The weekend I rolled into town, Camooweal was buzzing with a campdraft. By dinnertime, the pub was packed with competitors, their pressed check shirts, polished R.M.Williams boots and well-worn Akubras a reminder that this is still serious cattle country.

Most of the hats stayed firmly planted on heads throughout the evening, only coming off when a Black Angus porterhouse, rump steak or chicken schnitty landed on the table. For a traveller passing through, it felt like stepping into a scene straight from the Australian bush – authentic, unpretentious and exactly what an outback pub should be.

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The heat and dust of the highway are replaced by cool air, cold drinks and the easy-going hospitality that country pubs do so well. Most patrons gravitate towards the wraparound front balcony, where cold beers, passing road trains and conversations about road conditions provide all the entertainment required.

Travellers gather around tables swapping stories from the road, while locals catch up over a beer after a day on the station. Before long, you’re discussing cattle prices, fishing spots on the Georgina River or recent adventures through Boodjamulla National Park.

It’s a reminder that while technology has changed the way we travel, outback pubs remain one of the last places where strangers still strike up conversations without needing an introduction.

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Exploring Camooweal and the Gulf Country

The hotel also plays an important role as a base for travellers exploring the region.

While many visitors simply pass through on their way between Queensland and the Northern Territory, others use Camooweal as a jumping-off point for exploring the area’s lesser-known attractions. The nearby Georgina River provides a surprising ribbon of life through an otherwise dry landscape, attracting birdlife and offering a peaceful place to stop and unwind.

For those interested in the region’s pastoral history, Drovers Camp is well worth a look. Located on the edge of town, the collection of historic buildings and memorabilia offers a glimpse into the lives of the drovers, stockmen and pioneers who opened up this rugged corner of Queensland long before the arrival of bitumen highways and air-conditioned 4x4s.

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A short drive away, the remarkable limestone formations of Camooweal Caves National Park provide a glimpse into an ancient underground world. While access is restricted to protect the fragile cave systems, the surrounding country remains a fascinating reminder of the geological forces that shaped this remote corner of Queensland.

Then there’s the cattle country. You don’t spend long in Camooweal before realising that cattle built this town. Massive stations dominate the region, and the rhythms of station life still influence the community today.

Road trains hauling livestock are a constant presence on the highway, and stories of droving, mustering and life in the outback remain part of everyday conversation. It’s easy to imagine the generations of stockmen, drovers and travellers who have passed through the hotel’s doors over the years.

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Steaks, stories and a place to stay

Like many outback pubs, the Post Office Hotel has evolved to meet the needs of modern travellers.

The motel accommodation and adjoining caravan park make it a convenient overnight stop for those tackling long-distance journeys, while the swimming pool offers welcome relief during the hotter months.

Hungry travellers won’t go home disappointed, either. The bistro menu is exactly what you’d expect from a pub serving a hardworking cattle district, with grain-fed Black Angus steaks, crumbed steak, chicken parmigiana, battered barramundi and generous pub classics all featuring prominently. Looking around the dining room, the steaks appeared to be the meal of choice, which is hardly surprising given you’re sitting in the heart of some of Australia’s most productive cattle country.

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Yet despite these additions, the pub retains the relaxed character that makes country pubs so appealing. There’s no rush here. People arrive tired from the road and leave feeling refreshed. A cold drink turns into dinner, dinner turns into a conversation and, before long, another hour has slipped by. It’s part of the charm of travelling through remote Australia.

The best outback pubs aren’t necessarily the oldest, biggest or most famous. They’re the ones that make you feel welcome the moment you arrive. The Post Office Hotel achieves exactly that. It sits quietly on the edge of Queensland, serving travellers from every corner of the country while remaining firmly connected to the surrounding landscape and community.

For 4×4 drivers heading towards the Gulf, caravanners crossing the Barkly or adventurers exploring Queensland’s north-west, it’s more than simply a place to stop for the night. It’s part of the journey.

As the afternoon sun begins to sink across the plains and another road train disappears into the distance, it’s easy to understand why so many travellers choose to linger a little longer in Camooweal. Somewhere between the cold beer, endless skies and stories shared around the bar, the Post Office Hotel captures everything we love about outback pubs. And that’s reason enough to pull over.

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Post Office Hotel FAQs

Where is the Post Office Hotel?

The Post Office Hotel is located on the Barkly Highway in Camooweal, Queensland, just 12km from the Northern Territory border.

Does the Post Office Hotel have accommodation?

Yes. Motel accommodation is available, along with powered and unpowered caravan sites. There’s also a swimming pool, amenities and laundry facilities, making it a convenient overnight stop.

What beers are on tap at the Post Office Hotel?

Beers on tap include Hahn Super Dry 3.5, Hahn Super Dry, XXXX Gold, XXXX Ginger, Stone & Wood Pacific Ale and James Squire 150 Lashes.

What food does the Post Office Hotel serve?

Food highlights include 300g Black Angus rump, 250g Black Angus porterhouse, chicken parmigiana, crumbed steak, battered barramundi and chips, BBQ buffalo wings and house-made pizzas.

What facilities does the Post Office Hotel have?

The pub features a wrap-around front balcony, main public bar, pool table room, bistro dining and an onsite bottle shop.

Who is the Post Office Hotel popular with?

It’s a popular meeting place for station workers, travellers and locals, as well as caravanners, truckies and 4×4 travellers passing through Camooweal.

Why should you stop at the Post Office Hotel?

Just 12km from the NT border, the pub offers a classic outback atmosphere, cold beer, hearty meals and genuine cattle-country hospitality. Campdraft weekends add plenty of country character.

We’ve now clocked up a fair few off-road kilometres in our secondhand N80 Lux and are getting to know it pretty well.

For a relatively stock rig, it parties hard in low range. The traction control remains one of the best systems in the game and, even on basically bald all-terrains, it made it through a few tracks that have stopped similarly specified vehicles cold. However, the harder we pushed it, the more apparent it became that the tyres were at their limit and that we were relying a little too heavily on the Bushranger winch for comfort. We needed more traction.

We’re on a budget, so we started shopping around for some decent-looking hybrid all-terrains, which sit somewhere between traditional all-terrains and muddies, and came across Radar Tyres. We’d been hearing good things about the brand, so we decided to give its Renegade RT+ tyres (↗) a run.

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The Radar rundown

While relatively new to Australia, Radar (↗) has been on the global stage for 20 years.

Along the way, it has collected accolades for becoming the first carbon-neutral tyre company and the first tyre company to support breast cancer research. It has also chalked up some competition-proven credibility with entries in the Baja 1000, one of the world’s most gruelling off-road endurance races.

If there’s anything that improves the look of a 4×4 more than a set of aggressive rubber, we’re yet to find it. The Renegade RT+ tyres were initially a bit of a worry, feeling vague on-road and not particularly planted through corners, but a quick call to Radar revealed the pressures were far too high for the compound.

After dropping them to 34psi up front and 36psi at the rear, the ride improved markedly. Still, we decided to reserve judgement until we’d wheeled with them.

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Off-road performance

With our nose pointed down a medium-difficulty track, low range engaged and the tyres aired down to around 16psi, we were ready to rock.

Our test trail is a mixture of scrabbly rock gardens, loose dirt, sill-deep bogholes and some pretty nasty muddy sections – perfect for testing some fresh rubber. The first thing we noticed was that the Radars bagged nicely over the rocks without sacrificing much in the way of high-speed dirt handling. They also provided better-than-decent grip on the rocks, which was a pleasant surprise given their price point.

While the skull-and-crossed-pistons sidewall design may not be everyone’s cup of premix mojito, the tyres provided a fair bit of lateral grip in the ruts. Again, they exceeded our expectations in that regard.

As for mud performance, well, we got bogged. A quick winch recovery had us on our way and, to be fair, it was probably more a case of driver error – not enough jandal – than any lack of performance from the tyres. Still, they’re not dedicated muddies, so expecting them to deliver mud-tyre levels of grip in the slop was probably asking too much. Everywhere else, they more than proved themselves up to the task.

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Final thoughts

The Radar Renegade RT+ (↗) is a budget tyre that delivers better-than-expected off-road performance while remaining civilised enough on-road. The key to getting the best from it is dialling in the pressures to suit your vehicle.

It took us a few tweaks to get them just right, and any significant change in weight – such as carrying a heavy load, towing a large trailer or driving completely empty – will require a little more or less air. That doesn’t make them difficult to live with; it simply means you need to pay attention to what they’re telling you.

They’re built for wheeling, with stone-ejector technology, three-ply sidewalls and a relatively soft compound. We’re not necessarily expecting exceptionally high mileage from them, so we’ll be paying close attention to rotation intervals. That said, we’d do the same with more expensive tyres, and the trade-off is worthwhile for the off-road performance – especially at this price.

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FAQs

What type of tyre is the Radar Renegade RT+?

The Renegade RT+ is a hybrid all-terrain tyre that sits somewhere between traditional all-terrains and muddies.

What features does the Radar Renegade RT+ have?

The tyres feature stone-ejector technology, three-ply sidewalls and a relatively soft compound. They are built for wheeling and provide a fair bit of lateral grip in the ruts.

How does the Radar Renegade RT+ perform on-road?

The Renegade RT+ initially felt vague on-road and not particularly planted through corners, but the ride improved markedly after the pressures were dropped to 34psi up front and 36psi at the rear.

How much do the Radar Renegade RT+ tyres cost?

The RRP for the LT265/70R17 Radar Renegade RT+ is $339 per tyre.

Auxiliary battery systems are nothing new in touring 4x4s.

The premise is simple: A second battery powers accessories such as camp lights and a fridge while remaining isolated from the vehicle’s starter battery, eliminating the risk of draining it and becoming stranded.

Just as the number and type of electrical accessories people carry in their vehicles have changed over the years, so too have auxiliary battery set-ups. What once involved simply adding a second lead-acid battery, isolated from the starter battery by a solenoid or even a heavy-duty switch, has evolved into far more sophisticated systems.

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Today’s 12V set-ups can include DC-DC chargers, solar inputs, AC chargers, smart shunts, relays and large inverters capable of powering 240V appliances on the road. Many set-ups have one or two display panels for monitoring and controlling the system, while others allow you to do so wirelessly via a phone or other handheld device.

There are plenty of products available to do the job, but getting everything to work reliably and in harmony is the real trick. When it came time to install a 12V system in our 2026 HiLux, we chose Projecta because the company had some new technology we were keen to try. Projecta calls this system its Intelli-iQ Power Hub (↗). It is a fully integrated package of components designed to work together for the best result.

Our Projecta Intelli-iQ Power Hub set-up

Our Projecta set-up starts with a pair of 100Ah lithium batteries.

We chose two 100Ah units rather than a single 200Ah battery for packaging reasons, tucking them into what would otherwise be wasted space behind the wheelarches. They are mounted in MSA 4X4 battery boxes alongside the MSA drawers. Battery charging is controlled by a 50A DC-DC charger with solar input. This unit manages charge from the vehicle’s alternator and the 155W solar panel mounted on the roof rack, while the system is monitored and configured via a 50mm touchscreen.

While the screen might sound small, it’s a clever inclusion that saves space inside the vehicle. All set-up and monitoring functions can also be accessed through the Projecta Intelli-iQ app. The touchscreen can still be used when needed, but the app is generally easier and more convenient, provided your handheld device remains within Bluetooth range of the system.

A 2000W IntelliPower pure sine wave inverter supplies power for appliances such as electric cooktops and microwave ovens, as well as battery chargers and other high-draw devices.

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Smart relays and app control

While the auxiliary battery and charging technology is similar to what we’ve seen before from Projecta and other brands, the new part of this system is its use of smart relays to control accessories through the Intelli-iQ app.

Not only does this allow users to switch accessories on and off via a phone, but if the phone is connected to the vehicle through Apple CarPlay or Android Auto, the Intelli-iQ app appears on the multimedia screen, putting all the controls within easy reach. We’ve fitted two iQ smart relays to the HiLux: a multi-channel unit for the lights and accessories in the canopy and a single-channel relay for the Ironman Raid light bar on the roof.

As well as switching the canopy lights and accessories on and off, we can adjust the light brightness, switch between amber and white modes and set the reversing lights to operate either manually or automatically when reverse gear is selected. It’s clever stuff and, at a time when new vehicles have next to no space in the cabin for additional switches or control panels, it places everything on the factory multimedia screen where it can be operated by the driver or front-seat passenger.

I and others have been critical of manufacturers moving commonly used vehicle functions into multimedia screens, but I’ve had no problem selecting and using the Intelli-iQ app through the HiLux’s display. The accessories managed through the app aren’t ones we need to switch frequently anyway, and most are set-and-forget.

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Installation

All the components of our Projecta Intelli-iQ Power Hub (↗) are mounted in a side storage compartment in the Ironman Raid canopy, where they are easy to access. We can also leave devices in there charging from the inverter.

The Intelli-iQ Power Hub is a comprehensive collection of components designed to work together and provide reliable power when we’re off the grid. Better still, it’s simple and intuitive to use.

The system was expertly installed in the HiLux by Sean Pinder at Pro Charge Performance & Tuning (↗) in Bayswater, Victoria. The workmanship is top-notch and the installation is beautifully laid out. Look him up for auto-electrical work and vehicle tuning in Melbourne.

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Pricing (RRP)

• Intelli-Power Pure Sine 2000W inverter (↗): $2990
• 100Ah Lithium Battery (↗): $1750
• DC-DC/SOLAR 50A Charger (↗): $699
• 2-inch IQ Smart Display (↗): $236
• IQ Smart Multi-Channel Relay (↗): $99
• IQ Smart Single Channel 40A relay (↗): $99
• 12v 155W fixed monocrystalline solar panel (↗): $350