Volkswagen has confirmed Australian pricing for the Amarok V6 W600, with the Walkinshaw-developed flagship ute to arrive from $91,990 before on-road costs.

Developed with Walkinshaw Automotive Group, the Amarok V6 W600 builds on the V6-powered Amarok with a locally tuned suspension and chassis package aimed at improving its on-road dynamics. Rather than being an off-road monster, the upgrades are focused on sharper handling and improved body control while maintaining the capability needed for touring, towing and everyday driving.

The Walkinshaw-developed chassis package includes bespoke KONI suspension with Frequency Selective Damping technology, Walkinshaw-specific suspension valve calibration, a newly developed 22mm rear anti-roll bar, 20-inch flow-formed alloy wheels and Michelin Pilot Sport 4 SUV tyres.

The suspension changes deliver improved steering response, cornering stability and driver confidence, particularly on sealed roads where most owners will spend the majority of their time.

“The Amarok V6 W600 is about much more than appearance. It’s a vehicle that has been engineered from the ground up to elevate the driving experience while retaining all the capability, practicality and refinement that customers expect from Amarok,” said Nathan Johnson, Brand Director Volkswagen Commercial Vehicle.

“When you consider the breadth of the package, from the bespoke Walkinshaw-developed suspension and chassis calibration to the premium interior and distinctive exterior enhancements, the W600 offers customers a uniquely engineered performance ute unlike anything else in the segment,” added Johnson.

The Amarok V6 W600 is priced from $91,990 before on-road costs, with metallic paint ($1100) and a factory electric roller cover ($3450) available as options. VW has yet to confirm a local launch date for the Amarok V6 W600, with further details on availability expected closer to its arrival in Australian showrooms. 

1

Standard equipment includes:

• 3.0-litre V6 turbo-diesel engine producing 184kW and 600Nm
• 10-speed automatic transmission
• Permanent 4MOTION all-wheel drive
• IQ.LIGHT LED Matrix headlights
• Harman Kardon premium audio system
• Savona leather interior
• Heated and electrically adjustable front seats
• 360-degree Area View camera
• Adaptive Cruise Control with Travel Assist
• Trailer Assist and towing technologies
• 3.5-tonne braked towing capacity
• 954kg payload

Walkinshaw upgrades

• Unique front-end styling and grille design
• Signature light bar
• Electrically deployable side steps
• Dual side-exit exhaust system
• Walkinshaw badging and detailing
• Bespoke 20-inch alloy wheels
• Embroidered headrests
• Branded sports pedals
• Specialised sill plates and floor mats
• Walkinshaw shield puddle lights

Key questions answered 

Q: Is the Volkswagen Amarok V6 W600 an off-roader?

A: The Amarok V6 W600 is focused on improving on-road performance, with Walkinshaw-developed suspension and chassis upgrades aimed at sharper handling, improved body control and greater driver confidence on sealed roads. It retains the Amarok’s capability for touring, towing and everyday use, but the W600 package is primarily designed around on-road driving. 

Q: What is the price of the Volkswagen Amarok V6 W600?

A: The Volkswagen Amarok V6 W600 is priced from $91,990 before on-road costs. Metallic paint and a factory electric roller cover are available as options.

Q: What engine does the Amarok V6 W600 use?

A: The Amarok V6 W600 is powered by a 3.0-litre V6 turbo-diesel engine producing 184kW and 600Nm, paired with a 10-speed automatic transmission and permanent 4MOTION all-wheel drive.

Q: What upgrades does the Walkinshaw Amarok V6 W600 receive?

A: The W600 receives a Walkinshaw-developed chassis package including KONI suspension with Frequency Selective Damping technology, Walkinshaw-specific suspension valve calibration, a new 22mm rear anti-roll bar, 20-inch flow-formed alloy wheels and Michelin Pilot Sport 4 SUV tyres.

Q: What is the towing capacity of the Amarok V6 W600?

A: The Amarok V6 W600 has a 3.5-tonne braked towing capacity and a 954kg payload.

How cool is this? Range Rover has taken a 1993 Range Rover Classic and restored it to match its new SV Ultra, creating a pairing that blends classic styling with modern luxury.

The project was completed by the brand’s Classic division and took more than 2000 hours, with a US-market 1993 County Edition used as the starting point.

The Classic wears the same Titan Silver paint as the new SV Ultra, while a number of subtle updates help tie the two together. There’s a set of 16-inch three-spoke wheels finished in Satin Platinum Atlas with diamond-turned rims, updated bonnet lettering and the side body mouldings have been removed for a cleaner look. A plaque under the bonnet marks its significance.

1

Inside, the cabin mirrors the SV Ultra’s Orchid White and Cinder Grey interior, becoming the first Range Rover Classic to feature Ultrafabrics upholstery. The seats use the same laser-cut pattern and mosaic perforation design as the flagship SUV, while the dashboard, steering wheel and door trims have all been finished to match. Under the bonnet is a 3.9-litre V8 paired with a four-speed automatic transmission.

The restoration also went beyond the cosmetic changes, with the engine, transmission, suspension, steering and braking systems rebuilt to improve reliability and refinement while retaining the vehicle’s original character.

9

“This Range Rover SV Ultra matched pair shows how it is possible to create a truly individualised Range Rover with our bespoke service, whether it’s a custom colour palette, interior trim or personalised details,” said Dominic Elms, Director, Land Rover Classic. “Range Rover SV Ultra is the pinnacle of tailored distinction, and this commission is a reflection of how our process can elevate any generation of Range Rover while maintaining its essence.”

The Range Rover Classic will make its public debut alongside the new SV Ultra at Monterey Car Week, held in California from August 7 to August 16, 2026, before the pair head to auction together.

What you need to know

Q: What engine powers the 1993 Range Rover Classic?

A: The restored Range Rover Classic is powered by a 3.9-litre V8 engine paired with a four-speed automatic transmission.

Q: How long did the Range Rover Classic restoration take?

A: The restoration took more than 2000 hours and included work across fabrication, paint, trim and final assembly, along with rebuilding the engine, transmission, suspension, steering and braking components.

Q: Why was this Range Rover Classic built?

A: The 1993 Range Rover Classic was created as a matched-pair commission with the new Range Rover SV Ultra, showcasing the personalisation options available through Range Rover’s Classic division.

Q: What makes this Range Rover Classic different?

A: The Classic features SV Ultra-inspired styling, including Titan Silver paint, 16-inch three-spoke wheels, updated bonnet lettering, a bespoke interior and the first use of Ultrafabrics upholstery in a Range Rover Classic.

Q: Will the Range Rover Classic be available to buy?

A: The restored Range Rover Classic and Range Rover SV Ultra will be offered for auction together as an exclusive matched pair.

Every new dual-cab ute launches with the same question hanging over it: Is this finally the one that can knock the HiLux off its perch?

Most don’t. The new Nissan Navara deserves the conversation. At around $66,000 to $68,000 drive-away, the Navara ST-X and Toyota HiLux SR5 are separated by little more than a couple of grand. Both promise around a tonne of payload, a 3500kg towing capacity and enough versatility to spend Monday on a worksite before disappearing into the bush on the weekend. They’re built for fleets, tradies and small business owners buying with an ABN; the people who rely on a ute, not just own one.

Nissan has never looked better placed to challenge Toyota. The new Navara shares its underpinnings with Mitsubishi’s impressive Triton, benefits from Premcar-developed suspension tuning and backs it all with full-time four-wheel drive, a 10-year warranty and longer service intervals. On paper, it’s the strongest case Nissan has made against the HiLux in years.

We’ve already driven the new Navara at launch, sampled the latest Pro-4X Warrior and spent plenty of time behind the wheel of Toyota’s evergreen HiLux, including comparing it with Ford’s Ranger V6 and documenting our own HiLux build. This wasn’t another first drive. We put the two back-to-back over the same bitumen, the same gravel roads and the same off-road obstacles to answer one simple question.

Has Nissan finally built a ute good enough to make buyers walk past the Toyota dealership?

JUMP AHEAD

• Why compare the Navara and HiLux? 
• Under the skin: Two very different approaches 
• The numbers that matter: Towing, payload, GVM and performance
• Which ute drives better? 
• Comfort, tech and everyday usability 
• Which ute is more capable off-road?
• Ownership costs, warranty and reliability 
• Verdict: Has Nissan finally built a HiLux rival? 
• Specs compared

Why compare the Navara and HiLux? 

At first glance, these two don’t look like direct rivals. Although they’re separated by little more than a couple of thousand dollars at around $66,000 to 68,000 drive-away, they occupy different places in their respective line-ups.

The HiLux SR5 is Toyota’s volume seller, sitting below lifestyle-focused variants like the Rogue and GR Sport. The Navara ST-X, meanwhile, sits just beneath the flagship Pro-4X, bringing leather-accented trim, a power-adjustable driver’s seat and a tub liner as standard; features Toyota reserves for higher grades or the options list. That’s exactly why they’re worth comparing.

These are the utes Australia’s fleets, tradies and small businesses actually buy. They need to tow 3.5 tonnes, carry a tonne in the tray and spend Monday on a worksite before disappearing into the bush for the weekend. Features matter, but whole-of-life ownership costs matter more. The real question isn’t which one has the longer equipment list; it’s which makes the stronger business case once the paperwork is signed.

1

Under the skin: Two very different approaches 

They compete for the same buyers, but these two utes have arrived there by very different routes.

The HiLux is the product of continual refinement. Toyota knows exactly what the HiLux is, and it hasn’t tried to reinvent it. The MY26 model builds on a platform that’s been steadily developed over many years, with incremental improvements to the drivetrain, suspension and technology, most recently adding a 48-volt mild-hybrid system. It’s a recipe Toyota has been refining for decades, and behind the wheel that maturity shows.

The Navara takes a very different approach. Underneath, it’s closely related to Mitsubishi’s latest Triton, sharing its chassis, driveline and much of its engineering through the Renault-Nissan-Mitsubishi Alliance. But Nissan hasn’t simply swapped badges and called it a day. Instead, it handed the platform to Premcar.

That matters because we’ve already seen what Premcar can do with a dual-cab ute. The previous D23 Navara Pro-4X Warrior remains one of our favourite factory-enhanced four-wheel drives, so there was every reason to be interested in what the company could achieve with the new model.

The brief wasn’t to reinvent the Triton. It was to make it feel like a Nissan. After spending time behind the wheel, I’d say they’ve succeeded. The new Navara has its own character. It doesn’t drive like a Triton wearing different sheetmetal; it drives like a Navara.

1

The numbers that matter: Towing, payload, GVM and performance 

On the spec sheet, these two are remarkably close. Both tow 3500kg, carry around a tonne in the tray and cost about the same. It’s only when you start digging into the finer details that the differences begin to appear.

Take GVM and GCM. The HiLux SR5 offers a 3120kg GVM and a 6300kg GCM, while the Navara ST-X counters with a slightly higher 3190kg GVM but a marginally lower 6250kg GCM. That means both can legally carry around a tonne, but the Toyota hangs on to a little more payload once a heavy trailer is hitched.

Tow a 3500kg trailer and the numbers become more meaningful. Based on each vehicle’s kerb weight and GCM, the HiLux still has around 645kg of payload in reserve before reaching its legal combined limit. The Navara retains about 579kg. It’s hardly a deal-breaker, but for anyone regularly towing at the limit, it’s another small advantage in Toyota’s favour.

1

Engine outputs are equally close. Both produce 150kW, but they go about it differently. Toyota’s 2.8-litre turbo-diesel, now backed by a 48-volt mild-hybrid system, develops 500Nm between 1600 and 2800rpm. Nissan’s 2.4-litre bi-turbo diesel delivers 470Nm from 1500 to 2750rpm.

Those figures only tell part of the story. Behind the wheel, the HiLux consistently feels stronger than the spec sheet suggests. The Navara performs exactly as you’d expect from a modern twin-turbo diesel: Smooth, responsive and easy to drive. But Toyota’s engine and transmission calibration extract a little more from the available torque. The Lux just moves with more gusto; it feels quick, the spec sheet says there’s only 30Nm between them. You’d swear it was more.

Of course, none of these numbers exist in isolation. Ball weight, GVM, GCM, GTM and your caravan’s ATM all affect what you can legally and safely tow once everything is loaded. Understanding how they interact is just as important as the headline 3500kg towing figure.

1

Which ute drives better? 

The biggest surprise of this comparison wasn’t the HiLux. I’ve driven enough of them over the years to know exactly what to expect. It was the Navara.

Within the first few kilometres of gravel I found myself carrying more speed than I expected. Not because I was trying to, but because the Navara immediately felt settled underneath me. Premcar deserves plenty of the credit. After transforming the previous D23 Pro-4X Warrior into one of our favourite factory-enhanced dual-cabs, its suspension tuning has once again elevated the base vehicle into something that’s genuinely rewarding to drive.

1

Then you climb back into the HiLux. It immediately reminds you why it’s been the benchmark for so long. There’s no single standout quality; it simply does everything well. The steering is light but accurate, the suspension stays composed over corrugations, and the 2.8-litre turbo-diesel always feels stronger than the numbers suggest. There’s only 30Nm between these two engines. Again, from behind the wheel, it feels like more.

Inside, the Toyota extends its advantage. The Navara’s front seats are excellent and arguably offer better support than the HiLux’s cloth pews, but Toyota still has the edge for overall fit and finish. The switchgear feels more substantial, the cabin feels tighter, and there are virtually no squeaks or rattles.

Neither ute puts a foot wrong on a fast gravel road. But after a full day swapping between them, I kept coming back to the same conclusion. The HiLux isn’t necessarily more exciting to drive; it just feels more resolved. Everything works together with a polish that only comes from years of continual refinement.

1

Comfort, tech and everyday usability 

Modern dual-cab utes spend as much time commuting, towing and running between jobs as they do off-road, and both are easy vehicles to live with.

Wireless Apple CarPlay and Android Auto come standard, the infotainment systems are intuitive, and there’s plenty of storage for phones, paperwork and everything else that accumulates during a working week. So the biggest difference isn’t what they offer, it’s how they go about it.

The Navara is packed with driver monitoring and safety technology that’s constantly keeping an eye on you. That’s reassuring in theory, but over a full day behind the wheel the beeps, chimes and warnings start to wear thin. Some drivers will appreciate the extra oversight; others will find themselves diving into the settings menu every time they start the engine. The HiLux takes a lighter touch. Its safety systems still intervene when they need to, but they rarely feel intrusive or as though they’re second-guessing the driver.

1

Equipment levels also reflect where each model sits in its respective range. The Navara ST-X comes generously equipped with leather-accented trim, a power-adjustable driver’s seat and a tub liner as standard, while the HiLux SR5 keeps things simpler unless you venture into the options list.

Even so, the Toyota feels like the more cohesive product. It’s the touch points that stood out to me. The HiLux’s gear selector has a more substantial action, the buttons surrounding it click with reassuring precision, and after swapping between the two all day those little interactions kept reminding me how well screwed together the cabin feels. By the end of the day, that’s what stayed with me. Not the extra equipment in the Navara, but the sense that the HiLux had been engineered to keep feeling this tight long after the new-car smell had disappeared.

1

Which ute is more capable off-road?

To keep things as fair as possible, both utes tackled the same obstacles on their factory-fitted tyres at the manufacturer’s recommended placard pressures.

The Navara wore Maxxis Bravo H/T 790s, while the HiLux ran Yokohama Geolandar A/T G31s, both in 265/60R18. Neither is the sort of aggressive all-terrain tyre many owners will eventually fit, but that was the point. We wanted to know how these vehicles perform the day they leave the dealership.

The surprise wasn’t that they completed every obstacle. It was how differently they did it. The Navara always found a way through, but it asked more of the driver. Its traction control allowed noticeably more wheelspin before intervening, often requiring extra throttle and momentum to maintain progress. The HiLux simply got on with the job. Toyota’s traction control calibration remains the benchmark, keeping the vehicle moving with remarkably little fuss. Both utes are capable off-road, but the Toyota consistently made difficult terrain feel easier.

1

That became obvious on one steep hill climb. After losing momentum in the Navara, I instinctively reached for the rear differential lock, only to discover it wouldn’t engage while the vehicle was still moving. By the time I’d slowed enough for the system to allow engagement, the ute had already rolled back several metres. Not cool, Nissan.

I understand why Nissan has calibrated the system this way. Engaging a diff lock at high wheel speeds isn’t good practice; things can go boom. But that wasn’t what was happening here. I was simply trying to recover a climb after traction had been lost; the exact situation where many experienced four-wheel drivers instinctively reach for the locker.

Climbing into the HiLux, I already had a feeling I wouldn’t need the rear locker, even on its road-biased Yokohamas. I’ve driven enough HiLuxs over the years to know Toyota’s traction control calibration is about as good as it gets. Sure enough, it walked the same climb on traction control alone, never asking for the locker. Engaging the rear diff lock afterwards simply turned an already straightforward obstacle into a complete non-event.

Both utes would benefit from a quality set of all-terrain tyres, better underbody protection and rock sliders if regular off-road work is on the agenda. But in standard showroom trim, the HiLux didn’t necessarily feel more capable. It inspired more confidence. It demanded less thought, less intervention and less effort from the driver whenever the terrain became challenging.

1

Ownership costs, warranty and reliability 

For many buyers, this is the section that matters most.

Historically, around three-quarters of Australian HiLux sales have gone to fleets, businesses and ABN holders rather than private owners. If a ute is there to earn a living, leather trim and larger screens quickly become secondary to uptime.

A ute sitting in a dealership isn’t earning anyone money. Every scheduled service, unexpected repair or warranty claim means downtime, disrupted jobs and staff who can’t do the work they’re being paid to do. Viewed through that lens, the Navara makes a compelling business case.

Its 10-year/300,000km warranty (when serviced through Nissan), 10 years of roadside assist and 12-month/15,000km service intervals represent more than generous ownership credentials. They mean fewer workshop visits, less disruption to the working week and potentially lower operating costs across the life of the vehicle.

1

Of course, servicing is only one part of the ownership equation. Resale value, reliability and parts availability carry just as much weight, and those are areas where Toyota has spent decades building an enviable reputation. It’s difficult to assign a dollar value to the confidence that comes from knowing almost every mechanic is familiar with a HiLux and parts are rarely far away, but for many businesses that’s enough to offset the extra time spent in the dealership.

Ultimately, it comes down to where you place the most value. If your priority is minimising downtime and ownership costs over the warranty period, the Navara presents a genuinely compelling alternative. But if you’re buying for long-term reliability, resale value and the confidence that comes with Australia’s best-established work ute, it’s easy to understand why the HiLux remains the default choice.

Verdict: Has Nissan finally built a HiLux rival? 

If I were spending my own money tomorrow, I’d still buy the HiLux.

Not because the Navara isn’t good (it genuinely is) but because Toyota continues to deliver the more complete package. There’s enormous reassurance in buying a ute that every mechanic knows, every aftermarket supplier supports and every country town can service.

That doesn’t diminish what Nissan has achieved. The new Navara has finally earned its place on the shortlist, and for fleet buyers in particular, its 10-year warranty, longer service intervals and lower projected ownership costs make it a genuinely compelling alternative.

But after driving them back-to-back over bitumen, gravel and challenging off-road terrain, I kept arriving at the same conclusion. The HiLux never asked more of me than it needed to. It simply got on with the job. And that’s exactly why it’s still the benchmark.

43

Specs

Replacement wheels can make or break the look of your 4×4, so it pays to do your research and select a wheel that not only looks the part but is also made for the type of driving you have planned. 

There are thousands of choices out there, and you’ll either love scrolling though the endless designs or pull your hair out trying to settle on a product. Alloy wheels offer a lighter option than steel wheels and are available in myriad styles and colours to suit any and all vehicles. If you can’t find a wheel for your 4×4 after looking at all the available options, then you probably need professional help.

When we went looking for new wheels for our HiLux build, we were looking for something tough but modern, and a wheel that would be easy to keep clean. The wheels needed to look good, remain functional and meet all the required standards.

While scrolling through the range of wheels from Dynamic Wheel Company, we came across its own-branded DWC Sentinel alloys (↗). Not only do the Sentinels look great and fit the bill, they also offer the versatility and serious off-road capability of the brand’s EzyLok system.

When you head off-road in your 4×4, you will want to drop the tyre pressures to suit the terrain you are travelling on. Drop them just a little when you hit gravel roads, and more if you are driving on the beach, sand or soft snow. Lower tyre pressures increase the footprint the tyre has on the terrain, giving you better grip and improved traction. Dropping the tyres down to 15psi or lower is not uncommon in tough muddy conditions or soft sand, but drop them too low or drive aggressively on them and you risk pulling the tyre off the wheel itself.

This is where beadlock wheels come in. As the name suggests, beadlock wheels lock the tyre bead to the wheel so it can’t pull off the rim. This is done using a beadlock ring that clamps the tyre bead to the rim to secure it.

While this is great for serious off-road driving, most beadlocks are illegal to use on the street, and it’s hardly convenient to use two different sets of wheels for every trip – a conventional set to get you to the location and then swapping to beadlocks for the fun stuff.

DWC’s EzyLok wheels go a long way to offering the best of both worlds – conventionally fitted tyres for on-road use, and beadlocked tyres for off-road use – both from the same set of wheels.

2

How do EzyLok wheels work?

EzyLok-equipped wheels from DWC have threaded holes around the outer wheel rim. These holes have grub screws in them for normal road use to prevent mud and grit from getting into the threads.

To convert them to beadlock wheels, you need to remove these grub screws, deflate the tyre, pull the tyre bead to the outside of the rim and then clamp it back on using the optional beadlock ring and associated hardware. The tyre is then clamped to the wheel and should not come away from it, no matter how low you go with tyre pressures.

The catch is that before you get back on the road, to do it legally, you need to reverse the procedure by removing the beadlock rings and putting the bead back inside the wheel rim before reinflating it. It’s not a procedure you want to be doing every time you head off-road, but it’s nice to know you have the option to run with a beadlock should you need it.

The DWC Sentinel alloy wheels (↗) are available in four different colour choices, and we have gone with gloss black for the HiLux, contrasting nicely with the silver paintwork. The beadlock rings can be had in black or machined finish.

FAQs

Q: What are the benefits of DWC Sentinel alloy wheels?

A: DWC Sentinel alloy wheels combine modern styling with practical off-road capability. They offer a lighter alternative to steel wheels, are easy to keep clean, and feature DWC’s EzyLok system, allowing them to be converted to beadlock wheels when required.

Q: What is the DWC EzyLok system and how does it work?

A: The EzyLok system allows the same wheel to be used as a conventional alloy wheel for everyday road driving or converted to a beadlock wheel for serious off-road use. EzyLok-equipped wheels feature threaded holes around the outer rim, which are sealed with grub screws during normal road use. To convert them, the grub screws are removed, the tyre is deflated, and an optional beadlock ring is fitted to clamp the tyre bead securely to the wheel.

Q: Are beadlock wheels legal on Australian roads?

A: Most beadlock wheels are not legal for use on public roads. With the EzyLok system, the beadlock rings must be removed and the tyre returned to its conventional position before driving on the road.

Q: Why would you want beadlock wheels off-road?

A: Running lower tyre pressures improves grip and traction on gravel, sand, mud and snow, but very low pressures can allow the tyre to come off the rim. A beadlock wheel clamps the tyre bead to the wheel to help prevent this from happening.

Q: How much do DWC Sentinel alloy wheels cost?

A: DWC Sentinel alloy wheels have an RRP of $370 per wheel (↗), while the optional EzyLok beadlock rings are priced at $170 each.

Australia’s ute market is heading into a busy period, with a steady influx of new 4×4 models joining the segment across both established brands and new entrants.

Much of the focus is shifting toward plug-in hybrid and electric variants, alongside updated diesel offerings that continue to serve traditional work and touring buyers. From familiar nameplates moving into electrification to all-new global utes entering the local market, the next few years will broaden choice across capability, efficiency and technology without moving away from core 4×4 functionality.

JUMP AHEAD

• JAC Hunter PHEV
• Chery Stockman
• Nissan Frontier Pro PHEV
• VW Amarok W600
• LDV eTerron9
• Chevrolet Silverado EV
• Rivian R1T
• Riddara RD6
• Isuzu D-MAX EV
• JAC T9 EV
• Ford F-150 Lightning EREV
• BYD Shark 2.0
• Ford Ranger Super Duty Pick-Up and XLT
• KGM Musso
• Mahindra Pik-Up
• Ford Ranger PHEV update
• Ram TRX

JAC Hunter PHEV: August 2026

The JAC Hunter PHEV is shaping up as a high-output entrant in Australia’s hybrid ute segment, built around a plug-in hybrid system that prioritises outright performance.

Early specifications point to a turbocharged petrol engine paired with dual electric motors, delivering combined outputs of around 385kW and up to 1000Nm. This setup suggests a dual-motor AWD configuration rather than a purely mechanical 4×4 system.

Energy is supplied by a high-capacity lithium-ion battery (31.2kWh), supporting an electric-only driving range of roughly 100km under mixed real-world conditions. Multiple drive modes are expected including EV-only operation for urban use, hybrid for efficiency and full-performance modes that deploy maximum combined output. Regenerative braking and an integrated power control unit manage energy flow to balance efficiency with sustained performance.

Despite the focus on power, the Hunter is being engineered with typical ute duties in mind. A braked towing capacity target of 3500kg aligns it with segment benchmarks, while the chassis is expected to retain a ladder-frame construction for durability. Off-road capability will likely rely more on electronic traction systems and motor-driven torque distribution than traditional low-range gearing.

Chery Stockman: Late 2026

The Chery Stockman takes a genuinely unique direction as the world’s first ute to pair a diesel engine with a plug-in hybrid system.

At its core is a 2.5-litre turbocharged diesel combined with electric assistance in a parallel hybrid layout, allowing the electric motor to supplement torque delivery under load while also enabling engine-off driving in low-demand situations. The result is a system designed to maximise diesel’s strengths – strong low-end pulling power and efficiency at sustained loads – while addressing its traditional weaknesses in refinement and responsiveness.

Chery claims a standout 47-per-cent thermal efficiency for the diesel engine, along with around 10-per-cent better fuel economy compared with a conventional diesel setup. The electric motor provides instantaneous torque fill, improving drivability and reducing lag, while also contributing to a claimed 30-per-cent reduction in vibration levels.

A lithium-ion battery (expected 20 to 30kWh) supports an electric-only driving range likely in the 80 to 100km range, with multiple operating modes including EV, hybrid assist, and engine-priority for highway or towing conditions. It’s expected to ride on a ladder-frame chassis with full 4×4 hardware, while offering a 1000kg payload and a 3500kg braked towing capacity.

Nissan Frontier Pro PHEV: Early 2027

Nissan Frontier has long been known for tough, no-nonsense 4×4 capability, and a plug-in hybrid version is increasingly likely as part of Nissan’s electrification push.

The Frontier Pro PHEV is expected to pair a 1.5-litre four-cylinder petrol engine with a transmission-mounted electric motor, producing around 320kW and 800Nm. A 33kWh battery is claimed to deliver up to 135km of electric-only range (CLTC), with fuel use rated at 6.9L/100km.

Utility remains a focus, with a 3500kg braked towing capacity keeping it competitive with diesel rivals. Timing is still unconfirmed, though an early 2027 window is widely anticipated.

VW Amarok W600: Q3, 2026

Volkswagen has unveiled its 2026 Amarok range, led by the new W600 special edition, developed in collaboration with the Walkinshaw Automotive Group.

The W600 will bring Australian-engineered performance, enhancing Amarok’s dynamic capability for local conditions. Positioned at the top of the MY26 range, this halo model will deliver enhanced off- and on-road performance tailored to Australian enthusiasts. Full details on the W600 will be released later this year.

Joining the W600 at the top of the line-up is the limited-run Amarok Dark Label V6, capped at 200 units nationally. The Dark Label pairs V6 performance with an exclusive black-accented styling package. Highlights include 20-inch matte black ‘Bendigo’ wheels, black IQ.Light LED Matrix headlights, darkened taillights, black sports bar, side steps, mirrors, door handles, rear bumper, black front skid plate, matte black roof rails and B-pillar foil, a spray-in tub liner, black tonneau cover, and a bespoke Dark Label sticker pack. Pricing and arrival timing will be announced closer to launch.

LDV eTerron9: TBC

The LDV eTerron 9 is set to arrive in Australia in 2026 or 2027 as the brand’s flagship battery-electric ute.

It will offer both single‑motor rear‑wheel drive and dual‑motor all‑wheel drive, with the AWD system producing 325 kW combined and the RWD version delivering 200kW. A 102kWh LFP battery is expected to provide up to 430 km of range, while braked towing capacity reaches 3.5 tonnes, matching the diesel Terron9.

The eTerron 9 shares the same dimensions as its diesel counterpart: 5500mm long, 1997mm wide, 1,860 mm high, with a 3,300 mm wheelbase and a ground clearance of 230mm. Pricing for Australia has not been confirmed, but details will be released closer to its 2026 launch.

Chevrolet Silverado EV: TBC

The Chevrolet Silverado EV is a full-size all-electric ute built on GM’s Ultium platform, offering dual-motor all-wheel drive with up to 541kW and 1051Nm in performance trims.

Depending on the battery and variant, it can deliver up to around 780km of range and supports heavy-duty towing of roughly 4500 kg, making it suitable for work or lifestyle use. Global trims include the fleet-focused Work Truck, the retail-oriented RST/Max Range, and the off-road Trail Boss, with features such as 350kW DC fast charging, adaptive air suspension, four-wheel steering, configurable tailgate and Midgate, and exportable onboard power.

The Silverado EV is not officially sold through Australian dealers, but right-hand-drive conversions by specialist importers like Autogroup International make it accessible for local buyers seeking a full-size American electric ute experience.

1

Rivian R1T: TBC

The Rivian R1T is an all-electric mid‑size ute available overseas in dual‑motor and quad‑motor all-wheel-drive configurations.

The quad-motor setup provides advanced torque vectoring, while adjustable air suspension raises clearance to 381 mm. Acceleration is brisk, with 0-97 km/h in the low-three-second range depending on battery and motor choice. Battery options span 105kWh, 135kWh and 149kWh, delivering 370-645 km of range under WLTP/EPA testing. The cabin features a 12.3‑inch digital cluster, 15.6‑inch touchscreen, multiple drive modes, and utility options such as the Gear Tunnel.

In Australia, the R1T is not officially sold and no RHD consumer version exists. A small number of left-hand-drive units have been imported for mining and industrial use by WA-based MEVCO, and a test mule was spotted on Melbourne roads in late 2025. These vehicles are typically limited to private sites and aren’t road-legal for general public use.

Riddara RD6: TBC

The Riddara RD6, an all-electric dual-cab ute from Geely’s Radar brand, is poised to enter the Australian market.

It offers RWD and AWD variants, with power ranging from 200kW/384Nm (RWD) to 315kW/594Nm (AWD), and 0 to 100 km/h times of around 7.3 and 4.5 seconds respectively. Battery options deliver 385-500 km of range (CLTC), and AWD models can tow up to 3000 kg braked.

Inside, the RD6 features a 14.6‑inch touchscreen, digital instrument cluster, dual‑zone climate, and utility-oriented comfort for work or off‑road use. Right‑hand-drive production has been confirmed, and the RD6 has launched in Thailand, making an Australian release possible in 2026, though pricing and full specifications are yet to be announced.

1

Isuzu D-MAX EV: TBC

The Isuzu D‑MAX EV is a fully electric version of the popular midsize ute, with right-hand-drive units expected in Australia in 2026.

While Isuzu Ute Australia has not confirmed local availability or pricing, the EV features a dual-motor full-time 4×4 system producing 140kW and 325Nm, paired with a 66.9kWh battery delivering about 263km WLTP range. Payload is listed at 1010kg and braked towing capacity 3500kg, matching the diesel D‑MAX.

In 2025, Isuzu UK announced pricing will start from £59,995. That works out to around $117,000 AUD before on-road costs. First deliveries in the UK are expected in March 2026, following an official launch in February. However, there’s been no confirmation yet for an Australian release.

JAC T9 EV: TBC

The JAC T9 EV is a fully electric dual‑cab 4×4 ute showcased in Australia, though local sales and pricing have not yet been confirmed.

JAC has also begun mining-industry trials in Western Australia to test performance and battery durability under harsh conditions. It pairs an 88 kWh LFP battery with a dual-motor AWD system producing 220 kW and 516 Nm, offering an estimated 330 km WLTP range. Practicality is retained with a 900 kg payload, a tub sized for a standard Australian pallet, and vehicle-to-load functionality for powering tools or campsite gear.

While timing for a full Australian rollout is unclear, the T9 EV remains one of the more realistic near-term electric 4×4 ute options for tradies, fleets, and off-road enthusiasts.

Ford F-150 Lightning EREV: 2027

The next-generation Ford F-150 Lightning Extended Range Electric Vehicle (EREV) is expected to arrive in Australia in 2027, as a right-hand-drive conversion model sourced from the US in left-hand drive and converted locally before being released to market, rather than being officially sold by Ford Australia.

The EREV moves away from a pure battery-electric setup, using electric motors to drive the wheels alongside a smaller battery and a petrol engine that acts only as a generator. The engine does not provide direct drive, instead extending range by replenishing the battery on the move. While full specifications are still to be confirmed, US figures suggest a combined driving range of more than 1125km, significantly up on the current Lightning’s 386km to 515km depending on variant.

Key capabilities are expected to continue, including dual-motor all-wheel drive, strong towing capacity, DC fast charging, and vehicle-to-load functionality that allows the ute to power tools and equipment.

BYD Shark 2.0: Late 2026

The BYD Shark 6 is set to gain a more powerful 2.0-litre plug-in hybrid variant, forming an upgraded “Shark 2.0” line-up for Australia.

The revised model builds on the existing Shark 6 formula, retaining the dual-motor PHEV system but replacing the 1.5-litre turbo petrol engine with a larger 2.0-litre unit for improved load and towing performance. Combined outputs are expected to rise to around 345kW and 700Nm, alongside a significant boost in braked towing capacity to 3,500kg, addressing one of the current model’s key limitations.

The upgrade also focuses on maintaining performance under heavy load, with revised motor tuning and a stronger hybrid system designed to improve real-world towing and long-distance capability when the battery is depleted. While pricing and final Australian timing are yet to be locked in, the Shark 2.0 is expected to join the existing range as a more capable flagship variant, further strengthening BYD’s growing presence in the dual-cab ute segment.

Ford Ranger Super Duty Pick-Up and XLT: Mid-2026

Ford is set to expand its heavy-duty ute offering with the arrival of the Ranger Super Duty XLT and Pick-Up variants in mid-2026.

Built around a reinforced chassis and upgraded running gear, the Super Duty is powered by a 3.0-litre turbo-diesel V6 producing 154kW and 600Nm, paired with full-time 4WD and engineered for extreme towing and payload demands.

The headline change is the introduction of the factory Pick-Up body style alongside cab-chassis options, giving buyers a ready-to-go tray setup straight from the factory. The XLT grade adds a more touring-focused specification, including 18-inch alloy wheels, leather-accented heated and ventilated front seats, carpet flooring and all-weather mats, positioning it as a more comfortable long-distance and recreational option without sacrificing core capability.

Across the range, the Ranger Super Duty is engineered for serious workloads, with 4500kg braked towing capacity, 4500kg GVM and 8000kg GCM, supported by heavy-duty axles, brakes and reinforced underbody protection. The Pick-Up variant is expected to broaden its appeal beyond fleet and trade users into the touring and towing market when it lands locally.

2026 KGM Musso: Mid 2026

The 2026 KGM Musso range is set to arrive in Australia as a refreshed version of the brand’s long-running dual-cab ute. The line-up is expected to include multiple grades, with updated styling, improved interior tech and a more refined equipment spread across entry, mid and flagship variants.

Power continues to come from a 2.2-litre turbo-diesel engine producing around 133kW and up to 441Nm, paired with a six-speed automatic transmission and part-time 4×4 system with low-range gearing. Capability remains a key focus, with a 3500kg braked towing capacity, solid payload figures and a ladder-frame chassis designed for trade and touring use.

Equipment upgrades include a larger digital display setup, improved infotainment with smartphone integration, and expanded driver assistance features, while higher grades add more comfort-focused features to lift long-distance usability.

Mahindra Pik-Up: Late 2026

The next-generation Mahindra Pik-Up is expected to arrive in Australia around 2026, marking a full redesign of the brand’s long-running dual-cab ute.

Codenamed Z121, the new model shifts to an all-new ladder-frame platform with a stronger focus on safety compliance, refinement and broader appeal, addressing the shortcomings that saw the previous generation phased out locally.

Under the bonnet, the Pik-Up is expected to continue with a 2.2-litre turbo-diesel engine, tuned for improved performance and torque delivery, with reports also pointing to a hybrid variant joining the range later in the cycle. Capability remains central to the formula, with a traditional part-time 4×4 system, low-range gearing and a payload and towing focus aimed at both trade and recreational users, while a major upgrade in safety tech is expected to bring it in line with modern Australian standards.

Ford Ranger PHEV update: Q3, 2026

Ford’s 2026 Ranger PHEV will arrive in Australia later this year with a three-grade lineup comprising XL, Sport and Wildtrak variants. Priced from $59,000 driveaway, the entry-level XL undercuts key rivals including the BYD Shark 6 once on-road costs are factored in.

All Ranger PHEV models are powered by a 2.3-litre EcoBoost petrol engine paired with a 10-speed modular hybrid transmission, 75kW electric motor and 11.8kWh battery. The system produces a combined 207kW and 697Nm, while a 3500kg braked towing capacity is standard across the range.

The XL comes equipped with features including alloy wheels, a digital instrument cluster, 12-inch infotainment screen, dual-zone climate control, adaptive cruise control, steel underbody protection and a bedliner. The Sport adds upgraded styling, leather-accented trim, wireless charging, a 360-degree camera and Pro Trailer Backup Assist, while the Wildtrak gains premium features including Matrix LED headlights, powered roller shutter, heated seats, ambient lighting and a Bang & Olufsen audio system.

Australian deliveries are scheduled for the third quarter of 2026, with full specifications to be confirmed closer to launch.

Ram TRX: TBC

Ram Trucks Australia is exploring the possibility of bringing the high-performance Ram 1500 TRX back to local showrooms following its relaunch in the USA.

While a local return has not yet been confirmed, the Australian distributor says it is working through the details, including the engineering and remanufacturing requirements required for local conversion.

The latest TRX returns with a supercharged Hemi V8 producing 777hp (579kW), along with upgraded off-road hardware including Bilstein dampers and oversized wheels and tyres. However, pricing is expected to remain high, with the model previously selling in Australia for around double its US$100,000 home-market price.

My entire body tenses as I walk towards the cool water. I feel bolts of lightning shoot up my spine as I wade knee-deep into the crystal-clear water and sense something is very wrong.

Lush green ferns drape over the water, providing plenty of shade from the scorching midday sun, while enormous lily pads on the surface complete the somehow familiar scene. Despite never having set foot here in my life, I have an overwhelming sense of déjà vu. My entire being is telling me I need to get out of Dodge, and I need to go now. 

This isolated riverbank in the far north is eerily similar to the scene in Crocodile Dundee where Linda Kozlowski attempts to fill her water bottle before having a very up-close-and-personal meeting with a monster saltwater crocodile.

As I climb into the canoe and push off from shore, I am assured there’s nothing to worry about. To be perfectly clear, there are plenty of crocs in the water, but they’re just little freshies and nothing to worry about. They don’t really attack people. Well, except the one at the waterfall we’re going to, but other than that, she’ll be right.

We’re aiming to travel a few thousand miles right across the top of the continent from northern Queensland, across the top of the Northern Territory and into Western Australia and, as I’m quickly learning, this kind of indifference to crocs is perfectly normal.

1

Natural hot springs 

After the scorching heat and humidity of Cape York, we thoroughly enjoy the fresh air provided by the elevation of the tablelands directly inland from Cairns. Night-time temperatures are genuinely cold, and hiking through the low mountains is a great way to warm up and enjoy the brisk morning air.

After a tip from a local, we set out in search of the elusive tree kangaroo – which, to my surprise, is actually real and not just a hoax like drop bears or so many other exaggerated Aussie critters. Somehow, I’ve lost track of which made-up-sounding animals are actually real. Exactly as the name implies, they look like small kangaroos but prefer to live high in the treetops. Native to Papua New Guinea, Indonesia and this tiny region of northern Queensland, the highly endangered tree kangaroo is extremely difficult to spot.

Soon we’re standing around with a few other people craning our necks, and I can’t believe it when we actually spot a small family of three high in the towering trees. Obviously aware of our presence, they watch us carefully and clearly have no intention of coming down for a closer meeting. It’s always fun to spot odd Australian wildlife, and I never imagined seeing a kangaroo that lives in a tree.

Later in the afternoon we roll into Innot Hot Springs, another honest-to-goodness natural hot spring. Plenty of scorching-hot water bubbles to the surface in a small sandy river, which I much prefer to the modern concrete swimming pools nearby. Camping on site means we can enjoy a soak and stargaze long into the night and again at sunrise. Once again, I’m shocked to learn Australia really does have plenty of natural hot water bubbling to the surface – you just have to go looking.

1

Lawn Hill National Park’s croc country

Surrounded by thousands of miles of red dirt and dust, the paradise of Lawn Hill National Park is a spectacular red-rock gorge complete with striking blue water and lush vegetation.

The best way to experience the gorge is in a canoe, so after overcoming my fear of winding up in the next Crocodile Dundee, we push off from shore for a few hours on the water. After a short and stunning paddle upstream, we arrive at Indarri Waterfall, almost the perfect place for a quick swim. The water and view are top notch, but sadly the locals are a little unfriendly.

We’ve been warned the large freshie that lives here is extremely territorial, and recently a few people have been bitten. Given he is only a freshie, it’s not like they lost limbs or anything, though it still feels very strange to swim in water with a crocodile that is known to have bitten people. The scorching heat is too much, and I jump in despite the risk. Truth be told, I was in the water for less than a second before making a hasty exit.

After dragging the canoe up and over the falls, we continue further upstream where the canyon becomes overgrown, wild and clearly not often visited. Eventually, the canyon narrows until we find ourselves in a small, fast-flowing creek and we can go no further.

Not surprisingly, Lawn Hill is a very popular spot, and upon discovering the campground is full we decide to push on before making camp on the side of a random dusty track. With enormous distances to cover, the auxiliary tank in the Jeep is essential, and transferring 70L with the push of a button sure is a nice way to go.

1

Boabs, red dirt and remote tracks 

After thousands of miles of rough tracks, fine red dust eventually works its way inside the canvas cover on the Gladiator bed, and a fine layer coats everything from our clothes and bedding to our plates and bowls. Washing off with a quick shower from the world’s simplest shower bag at sunset is always worthwhile, and many nights I fall deeply asleep the second my head hits the pillow.

I’m not usually one to get caught up naming birds or plants, though I have to say the mighty baobabs of Africa are etched strongly in my mind. They have an enormous presence and majesty, and some of my favourite wild camps were surrounded by these giants. While a few different types of baobabs are native across Africa, a small pocket of the Kimberley and eastern NT is home to the boab tree, which looks virtually identical.

With an enormous swollen trunk and stunted branches, the silhouette of these giants is unmistakable. With soft, pulpy flesh, they are actually a type of succulent that can live for thousands of years by storing water in their enormous trunks. Boabs of all shapes and sizes are a regular feature of the Kimberley landscape and, with the endless red dirt and scorching sun, I have to constantly remind myself I am not back in Africa.

1

Exploring Limmen National Park’s lost cities 

After a quick visit to a ranger station, we get the code to a combination lock that grants access to the Western Lost Cities, an enormous rock formation well off the beaten path in remote Limmen National Park.

The access track is slow going, with sandy sections, dry riverbeds and plenty of corrugations to rattle our teeth. I air down to 22psi all around, not so much for added traction but to dampen the vibrations and make travel easier on man and machine.

Formed roughly 1500 million years ago, these giant sandstone pillars were part of an ancient seabed that cracked and split as it was exposed. Millions of years of erosion from wind and water have carved the incredible pillars, which defy belief. Each pillar is a stunning display of various colours caused by mineral deposits in the sandstone and millions of years of sun exposure. We spend hours wandering around the entire site, discovering hidden Aboriginal rock art, caves and beautiful trees and roots climbing all over the rock.

Putting the drone in the air, I simply can’t believe my eyes – we had only been able to see a tiny fraction of the formation, which is many kays in length and width. Leaving the stunning formation at sunset, we see a herd of wild water buffalo on the track, another terrible Australian tale of an introduced species turned feral that now wreaks havoc on the native plants and animals.

1

Ivanhoe Crossing and hidden waterfalls 

After a quick resupply in Kununurra, we set out early in the morning to check out one of Australia’s most infamous river crossings.

At Ivanhoe, the Ord River cascades over a curved concrete dam wall, and concrete blocks mark the edges of the driving surface. At this time of year the water is no deeper than a foot, although it is flowing fast enough that I concentrate carefully. Putting a tyre wrong would result in a very bad day, especially given the river is teeming with salties waiting below for any wayward fish or four-wheel driver.

With low mountains in the background and boabs on the water’s edge, the scene is spectacular and inviting, and I have to constantly remind myself this is not the place for a swim. I’m also not sure about the group of locals standing on the bank fishing. The crocs are a constant concern, they say, but the fishing makes up for it. I think it helps to be nuts.

After promising we won’t give up the location, a local tells us about a nearly ‘secret canyon’ full of waterfalls and swimming holes, so we immediately set out to explore. The access track has a few river crossings that lap at the bonnet, and a couple of steep, loose rock scrambles that require low-range 4×4.

The canyon and surrounds are everything promised, and we spend the entire day swimming and climbing all over the waterfalls in the hot sun. The elevation change and rocky waterfalls mean there should be no crocs to worry about, and I’m very happy not to see one for the entire day.

16

The mighty north of Australia 

We spend a week resupplying and doing odd maintenance jobs in and around steamy Darwin, which feels more like South-East Asia than Australia.

Growing up in Victoria, it feels strange to be only a stone’s throw from a dozen other countries. Reflecting on our time across the top of Australia, we have explored well over 5000km on remote, dusty and corrugated roads to see stunning natural wonders, plenty of beautiful wildlife and more crocs than I care to count – both freshies and salties.

Though we are months from the peak of summer, the heat and humidity have been intense, and the red earth has taken on a special hue that makes sunsets brighter than ever before. All of this, combined with tropical fruit, natural hot springs, waterfalls and monster lizards, makes me feel like we’ve been exploring some exotic land far from where I grew up in Vic. While the distances are huge, the rewards are equally big across the top of this enormous continent.

Frequently Asked Questions

Q: What kind of vehicle do you need to travel across the top of Australia?

A: The remote tracks across northern Australia require a capable 4×4 that can handle long distances, corrugations, sand, river crossings and rough terrain. In this journey, a Jeep Gladiator was used, with an auxiliary fuel tank proving essential for covering the enormous distances between resupply points.

Q: How remote are the tracks across northern Australia?

A: The distances across the top of Australia are enormous, with this journey covering more than 5000km on remote, dusty and corrugated roads. Travellers need to be prepared for long stretches without services and plan fuel, supplies and vehicle requirements accordingly.

Q: Do you need extra fuel capacity for travelling across northern Australia?

A: Extra fuel capacity can be essential when travelling remote routes. During this trip, the auxiliary tank in the Jeep was crucial, allowing an additional 70L of fuel to be carried and transferred with the push of a button.

Q: What tyre pressures are suitable for remote outback tracks?

A: Lowering tyre pressures can help improve comfort and reduce the impact of corrugations. On the track to the Western Lost Cities, the vehicle was aired down to 22psi all around, not only for traction but also to reduce vibrations and make the journey easier on the vehicle and passengers.

Q: Are there crocodiles in northern Australia’s waterways?

A: Yes. Northern Australia is home to both freshwater and saltwater crocodiles. The journey encountered plenty of freshwater crocodiles, while areas such as Ivanhoe Crossing are known for saltwater crocodiles. Even freshwater crocodiles can be territorial, so caution is required around waterways.

Q: What are the roads like when travelling through remote northern Australia?

A: Remote tracks can vary significantly, with this journey encountering sandy sections, dry riverbeds, corrugations and rocky sections requiring low-range 4×4. Conditions can change quickly, so vehicle preparation and sensible driving are essential.

Q: What are some highlights of a 4×4 trip across northern Australia?

A: The top of Australia offers some of the country’s most spectacular remote landscapes, including Lawn Hill National Park’s red-rock gorges, natural hot springs, the boab-filled Kimberley landscape, Limmen National Park’s Western Lost Cities and remote waterfalls hidden off the beaten track.

Q: When is the best time to explore northern Australia by 4×4?

A: The journey described took place outside the peak of summer, but conditions were still extremely hot and humid. Travellers should be prepared for intense heat, long distances and challenging conditions when exploring northern Australia.

Toyota sure knows how to build a tough midsize 4×4 ute, and that’s why the HiLux has been a world leader for nine generations now. 

Toyota also realises that people who buy HiLuxes for off-road use are going to swap the tyres out as soon as possible, so it fits all its HiLuxes with everyday road tyres instead of all-terrains. Toyota knows enthusiasts have their own ideas of what tyres they will want on their vehicles, so it leaves the choice up to you.

The Toyota-fitted tyres on our 2025 HiLux were some of the first parts we wanted to swap out for our build, and we looked to Radar Tyres for solutions. Radar manufactures a range of 4×4 tyres in styles from all-terrains to muddies, with the Renegade X as the most aggressive of its off-road offerings.

We didn’t want anything as aggressive as the X, as we spend a fair amount of time on-road with the HiLux. We went back to the middle of the Renegade range and selected the Renegade RT+ (↗) for the Lux. There have been a few tyre companies producing R/T, or rugged-terrain, tyres now, to give that happy medium between an all-terrain and a mud-terrain tyre.

1

Radar describes the Renegade RT+ as being “made for the wild but knows how to behave on the bitumen. Tough on the outside. Quiet and controlled on the move.” That’s just the kind of tyre we were looking for, more aggressive than an all-terrain but not as rugged or noisy as a muddy.

We chose the RTs in LT285/70R17 size to go on our DWC Sentinel wheels, and had them fitted at our local tyre shop. The LT designates the tyre as having a Light Truck construction, which means it will be heavier than a passenger tyre but more durable and better able to cope with the rigours of gravel roads and bush tracks. The Renegade RT+ looks like an aggressive all-terrain, which is what we were after, and its chunky tread pattern should serve us well on muddy Victorian tracks.

So far our only use on the Renegade RT+ tyres (↗) has been on-road while we ferry the HiLux around from one workshop to another, plus a photo opportunity. In these conditions the tyres are noisier than expected for this style of tyre. The on-road noise and ride are more akin to a mud-terrain from our past experience with many different styles and brands of 4×4 tyres. Of course, this won’t be an issue off the sealed roads and on the bush tracks, where the tyres will be more at home.

1

Frequently asked questions

Q: Why did you replace the factory tyres on the Toyota HiLux?

A: The Toyota-fitted tyres on our HiLux were some of the first parts we wanted to swap out for our build. Toyota fits HiLux models with everyday road tyres, leaving enthusiasts to choose the tyres that best suit their intended use.

Q: What tyres did you fit to the HiLux build?

A: We fitted Radar Renegade RT+ tyres in LT285/70R17 size to our DWC Sentinel wheels.

Q: What type of tyre is the Radar Renegade RT+?

A: The Radar Renegade RT+ is a rugged-terrain (R/T) tyre, designed to provide a middle ground between an all-terrain and a mud-terrain tyre.

Q: Why did you choose the Renegade RT+ over the Renegade X?

A: We didn’t want anything as aggressive as the Renegade X because we spend a fair amount of time on-road with the HiLux. The Renegade RT+ offered a more aggressive option than an all-terrain while remaining less rugged than a mud-terrain tyre.

Q: Are the Radar Renegade RT+ tyres noisy on-road?

A: Our first impressions are that the Renegade RT+ tyres are noisier than expected for this style of tyre. The on-road noise and ride are more akin to a mud-terrain from our past experience with different styles and brands of 4×4 tyres.

Q: How much do Radar Renegade RT+ tyres cost?

A: The Radar Renegade RT+ tyres have an RRP of $349 each, plus fitting. 

The next few years are shaping up to be huge for Australia’s 4×4 market, with a stack of new models set to hit local showrooms.

Traditional diesel-powered utes and wagons will be joined by an expanding range of plug-in hybrids and EVs, as manufacturers look to combine improved efficiency with the capability Australian buyers demand. From workhorse utes and family-friendly adventure wagons to more specialised off-roaders, the latest arrivals will bring new technology, updated platforms and fresh competition to one of the country’s most fiercely contested vehicle segments.

We’ve rounded up the new and updated 4x4s confirmed or expected to arrive in Australia, including models that are set to challenge the established favourites and broaden the options available to touring, towing and off-road enthusiasts.

JUMP AHEAD

• LDV eTerron9
• JAC Hunter PHEV
• BYD Yangwang U8
• Nissan Y63 Patrol
• Chery Stockman
• KGM Musso
• Ram TRX
• Tank 300 update
• Ford Ranger Super Duty XLT update
• Mitsubishi Pajero
• Ford Ranger PHEV update
• Chery-Land Rover Freelander 8
• Nissan Frontier Pro PHEV
• VW Amarok W600
• Chevrolet Silverado EV
• Rivian R1T
• Riddara RD6
• Isuzu D-MAX EV
• JAC T9 EV
• Ford F-150 Lightning EREV
• Mahindra Pik-Up

LDV eTerron 9: TBC

The all-electric eTerron 9 is expected to launch in Australia, while the turbo-diesel Terron 9 is already available locally.

The eTerron 9 is expected to offer either a single 200kW rear motor or a dual-motor setup producing a combined 325kW. The Terron 9 is powered by a 2.5‑litre turbo-diesel engine delivering 163.5kW.

Both models are said to share identical dimensions: 5500mm long, 1997mm wide, 1860mm high, with a 3300mm wheelbase. Ground clearance is 230mm for the electric variant and 220 mm for the diesel, and both can tow 3500 kg braked and 750kg unbraked. Release dates and pricing for the eTerron 9 are yet to be confirmed.

JAC Hunter PHEV: August 2026

JAC has confirmed Australian pricing for its Hunter PHEV ute, with the range set to arrive in August 2026 from $49,988 plus on-road costs. Available in two variants, the Hunter Pro is priced from $49,988, while the higher-spec Hunter X starts at $54,844.

Ahead of launch, JAC says the Hunter has completed more than 100,000km of Australian testing, including towing, load carrying, hot-weather evaluation, and on- and off-road testing. The plug-in hybrid system combines a 2.0-litre turbo-petrol engine with front and rear electric motors, producing claimed outputs of 360kW and 1010Nm. JAC quotes a 1.6L/100km combined fuel consumption figure (NEDC), a 1005km combined driving range, and up to 100km of EV-only range. Both variants feature a 915kg payload and 3500kg braked towing capacity.

The Hunter X adds features over the Pro including front and rear differential locks, black exterior styling upgrades, heated front seats, a powered passenger seat, 360-degree camera, front parking sensors, power-folding mirrors, roof rails, rear privacy glass, puddle lamps and a rear 220V outlet. Optional extras include a front and rear differential lock package for the Hunter Pro ($1888) and a power sunroof for the Hunter X ($1500).

BYD Yangwang U8: Unconfirmed

The luxury plug-in hybrid SUV from BYD’s premium Yangwang sub-brand is expected to launch in Australia, with RHD development said to be underway.

The U8 features a quad-motor setup delivering a combined output of up to 880kw, enabling exceptional off-road capabilities and performance. The U8 boasts a 37kWh battery, offering an electric-only range of more than 100km, and includes advanced features such as 360-degree tank turns, crab mode, and the ability to float on water, thanks to its IP68-rated waterproofing. Inside, the cabin is equipped with multiple screens, premium materials, and advanced infotainment systems.

Nissan Y63 Patrol: Late 2026/ Early 2027

The all-new Y63 Nissan Patrol is expected to arrive in Australia in late 2026, with right-hand-drive production set to commence earlier in the year.

The V8 will be gone, but the upcoming Y63 Nissan Patrol won’t be lacking in power. It will feature two V6 engine options: a 3.5-litre twin-turbo V6 producing 425hp (317kW) and 700Nm, and a naturally aspirated 3.8-litre V6 making 236kW and 386Nm. While it won’t have V8 muscle, the Y63 will become the most powerful factory Patrol ever offered. Early pricing estimates put the Patrol at about $90,000.

Chery Stockman: Q4, 2026

The Chery Stockman plug-in hybrid ute is due to arrive in Australia in the fourth quarter of 2026, launching with a 2.5-litre turbo-diesel PHEV powertrain producing a claimed 350kW and 800Nm. It will offer up to 100km of electric-only range (NEDC) and claimed fuel consumption of 2.0L/100km.

The Stockman will feature a 3500kg braked towing capacity, 750kg unbraked towing, and off-road equipment including four-wheel drive, all-terrain tyres, triple differential locks, crawl control and tight-turn assist. Ground clearance is rated at 247mm.

Measuring 5450mm long, 2010mm wide and 1890mm tall, the Stockman has a 3250mm wheelbase and a 1560mm x 1560mm cargo tub. It uses double wishbone front suspension and leaf springs at the rear, with locally tuned suspension and driver assistance systems planned for Australian models.

Interior features include leather upholstery, heated and ventilated front seats, wireless charging, dual-zone climate control and premium audio. A petrol-powered variant will join the lineup in 2027, with Australian pricing, model grades and final specifications to be confirmed closer to launch.

2026 KGM Musso: Q3, 2026

The 2026 KGM Musso range is set to arrive in Australia as an updated version of the brand’s long-running dual-cab ute. The line-up is expected to include multiple grades, with revised styling, upgraded interior technology and a broader equipment spread across entry, mid-range and flagship variants.

Power is expected to continue to come from a 2.2-litre turbo-diesel engine producing around 133kW and up to 441Nm, paired with a six-speed automatic transmission and part-time 4×4 system with low-range gearing. Capability remains a focus, with a 3500kg braked towing capacity, competitive payload figures and a ladder-frame chassis suited to both trade and touring applications.

Equipment updates include a larger digital display setup, improved infotainment with smartphone integration and expanded driver assistance technology, while higher-spec variants will add further comfort features.

Ram TRX: TBC

Ram Trucks Australia is exploring the possibility of bringing back the high-performance Ram 1500 TRX to local showrooms following its relaunch in the USA.

While not yet confirmed, the Australian distributor says it is working through the details, including the engineering and remanufacturing requirements needed for local conversion.

The latest TRX returns with a supercharged Hemi V8 producing 777hp (579kW), along with upgraded off-road hardware including Bilstein dampers and oversized wheels and tyres. However, pricing is expected to remain high, with the model previously selling in Australia for around double its US$100,000 home-market price.

Tank 300 update: TBC

The updated GWM Tank 300 has been revealed with exterior, chassis and powertrain changes previewed.

The refreshed model gains a redesigned front end with large ‘TANK’ lettering, a revised bumper with more prominent recovery points, and updated A-pillar trim with additional mounting points for accessories. The updated Tank 300 is reported to be larger than the current model, measuring 4886mm long, 1984mm wide and 1927mm tall, with a 3010mm wheelbase. Chassis revisions include a relocated front axle and shorter front overhang to improve approach angle and off-road capability.

Powertrain options are expected to expand with the addition of a new Hi4-Z plug-in hybrid system, featuring a 60kWh battery and up to 200km of electric driving range. Existing petrol, diesel and Hi4-T hybrid options are expected to continue, with Australian timing and specifications yet to be confirmed.

Ford Ranger Super Duty XLT update: 2027

Ford is expanding the Ranger Super Duty XLT line-up with new Single Cab Chassis and Super Cab Chassis variants as part of the MY27 update.

Priced from $88,990 before on-road costs for the Single Cab Chassis and $92,490 before on-road costs for the Super Cab Chassis, both sit above their standard Super Duty equivalents and are sold without a tray.

The new variants retain the same 3.0-litre turbo-diesel V6, producing 154kW and 600Nm, paired with a 10-speed automatic transmission and full-time 4WD. Capability remains unchanged, with 4500kg braked towing, 4500kg GVM and 8000kg GCM, while payload is rated at up to 1982kg for the Single Cab and 1885kg for the Super Cab.

Equipment mirrors the existing XLT, including leather-accented seats, heated and ventilated front seats, carpet flooring, all-weather mats and 18-inch alloy wheels, giving trade and fleet buyers a more premium option without moving to a dual-cab layout.

Mitsubishi Pajero: TBC

Mitsubishi has confirmed the Pajero nameplate will return, with an all-new model set to be unveiled in Japan in late 2026. The revived SUV marks the return of the iconic badge after overseas sales ended in 2021, with Australian run-out stock finishing in 2022.

The new-generation Pajero will be based on a ladder-frame platform derived from the Mitsubishi Triton, with bespoke suspension and body development targeting a balance of off-road ability and improved on-road refinement. It is expected to compete against the Toyota LandCruiser Prado, Ford Everest, Isuzu MU-X and Nissan Patrol.

Mitsubishi has yet to confirm Australian specifications or arrival timing, with the world premiere scheduled for Japan’s autumn 2026 period (September-November).

Ford Ranger PHEV update: Q3, 2026

Ford’s 2026 Ranger PHEV will arrive in Australia later this year with a three-grade lineup comprising XL, Sport and Wildtrak variants. Priced from $59,000 driveaway, the entry XL undercuts key rivals including the BYD Shark 6 once on-road costs are factored in.

All Ranger PHEV models use a 2.3-litre EcoBoost petrol engine paired with a 10-speed modular hybrid transmission, 75kW electric motor and 11.8kWh battery, producing a combined 207kW and 697Nm. A 3500kg braked towing capacity is standard across the range.

The XL includes features such as alloy wheels, a digital instrument cluster, 12-inch infotainment screen, dual-zone climate control, adaptive cruise control, steel underbody protection and a bedliner. The Sport adds upgraded styling, leather-accented trim, wireless charging, 360-degree camera and Pro Trailer Backup Assist, while the Wildtrak gains premium features including Matrix LED headlights, powered roller shutter, heated seats, ambient lighting and a Bang & Olufsen audio system.

Australian deliveries are scheduled for the third quarter of 2026, with full specifications to be confirmed closer to launch.

Chery-Land Rover Freelander 8: 2027

The Freelander 8, the first model from the revived Freelander brand created through a Chery and Jaguar Land Rover joint venture, has been detailed through Chinese regulatory filings. The large SUV will launch in China later this year, with right-hand-drive testing underway and an Australian arrival targeted around 2027.

Measuring more than 5.1m long with a 3040mm wheelbase, the Freelander 8 will be offered with electric, plug-in hybrid and range-extender powertrains based on an 800V architecture developed by Chery. The range-extender version uses a 1.5-litre petrol engine as a generator, with CATL battery technology supporting DC fast charging up to 350kW.

The SUV will feature premium hardware including twin-chamber air suspension, an electronic limited-slip differential, all-terrain drive modes, roof-mounted LiDAR and Huawei driver assistance technology. Inside, it will offer a six-seat 2-2-2 layout with a large dashboard display, secondary touchscreen and physical controls.

Nissan Frontier Pro PHEV: 2027

The Nissan Frontier has built a reputation for tough, no-nonsense 4×4 capability, and a plug-in hybrid variant is becoming increasingly likely as part of Nissan’s broader electrification strategy.

The Frontier Pro PHEV is expected to combine a 1.5-litre four-cylinder petrol engine with a transmission-mounted electric motor, delivering around 320kW and 800Nm. A 33kWh battery is claimed to provide up to 135km of electric-only range (CLTC), with fuel consumption rated at 6.9L/100km.

Utility remains a priority, with a 3500kg braked towing capacity allowing it to compete with diesel-powered rivals. Timing remains unconfirmed, although an early 2027 launch window is widely anticipated.

VW Amarok W600: Q3, 2026

The new Amarok W600 special edition will headline Volkswagen’s 2026 Amarok range, with the model developed in collaboration with Walkinshaw Automotive Group.

Positioned as the flagship of the MY26 lineup, the W600 will introduce Australian-engineered performance upgrades aimed at enhancing Amarok’s on- and off-road capability for local conditions.

Joining the W600 at the top of the range is the limited-run Amarok Dark Label V6, with 200 units available nationally. The special edition combines V6 performance with a black-themed styling package, including 20-inch matte black Bendigo wheels, black IQ.Light LED Matrix headlights, darkened taillights, black exterior trim, a spray-in tub liner, black tonneau cover and a bespoke Dark Label sticker pack. Pricing and arrival timing will be confirmed closer to launch.

Chevrolet Silverado EV: TBC

The Chevrolet Silverado EV brings full-size American ute capability into the electric era, using GM’s Ultium platform with dual-motor all-wheel drive producing up to 541kW and 1051Nm in performance-focused variants.

Battery and variant choice determine its claimed driving range, with some versions capable of up to around 780km, while towing ability remains a key strength with a capacity of approximately 4500kg. The global lineup includes the work-focused Work Truck, retail-oriented RST/Max Range and off-road Trail Boss variants, with available features such as 350kW DC fast charging, adaptive air suspension, four-wheel steering, a configurable tailgate and Midgate, and onboard power export.

While the Silverado EV is not officially available through Australian dealerships, specialist importers including Autogroup International offer right-hand-drive conversions, allowing local buyers to access a full-size electric American ute.

1

Rivian R1T: TBC

The Rivian R1T is an electric mid-size ute sold overseas in dual-motor and quad-motor all-wheel-drive configurations, combining strong performance with off-road capability.

The quad-motor system features advanced torque vectoring, while adjustable air suspension can provide up to 381mm of ground clearance. Depending on the battery and motor configuration, acceleration from 0-97km/h is achieved in the low three-second range, with battery options including 105kWh, 135kWh and 149kWh units delivering 370-645km of range under WLTP/EPA testing. Interior features include a 12.3-inch digital instrument cluster, 15.6-inch touchscreen, multiple drive modes and practical storage solutions such as the Gear Tunnel.

The R1T is not officially available in Australia, with no right-hand-drive consumer model currently offered. A limited number of left-hand-drive vehicles have been imported for mining and industrial applications by WA-based MEVCO, while a test mule was spotted on Melbourne roads in late 2025. These vehicles are generally restricted to private sites and are not available for public road use.

Riddara RD6: TBC

The Riddara RD6 is an all-electric dual-cab ute from Geely’s Radar brand that is expected to arrive in the Australian market.

Available in rear-wheel-drive and all-wheel-drive configurations, the RD6 produces between 200kW/384Nm and 315kW/594Nm, with claimed 0-100km/h acceleration times of around 7.3 seconds for the RWD model and 4.5 seconds for AWD variants. Battery options provide between 385km and 500km of range (CLTC), while AWD versions offer up to 3000kg of braked towing capacity.

The cabin features a 14.6-inch touchscreen, digital instrument cluster, dual-zone climate control and a practical layout aimed at both work and off-road applications. Right-hand-drive production has been confirmed, and following its launch in Thailand, an Australian introduction is possible in 2026. Pricing and full specifications are yet to be announced.

1

Isuzu D-MAX EV: TBC

The Isuzu D-MAX EV brings fully electric power to the popular mid-size ute, with right-hand-drive examples expected to arrive in Australia in 2026 or 2027.

Powered by a dual-motor full-time 4×4 system, the D-MAX EV produces 140kW and 325Nm and uses a 66.9kWh battery to deliver around 263km of WLTP range. It retains similar work-focused capability to the diesel model, with a 1010kg payload and 3500kg braked towing capacity.

Isuzu UK confirmed pricing from £59,995 in 2025, equivalent to around $117,000 AUD before on-road costs. UK deliveries are scheduled to begin in 2026, although Isuzu Ute Australia has not yet confirmed local availability or pricing.

JAC T9 EV: TBC

The JAC T9 EV is a fully electric dual-cab 4×4 ute that has been showcased in Australia, although local sales timing and pricing have not yet been confirmed.

It uses an 88kWh LFP battery paired with a dual-motor all-wheel-drive system producing 220kW and 516Nm, with an estimated WLTP range of 330km. Designed to retain ute practicality, the T9 EV offers a 900kg payload, a tub capable of carrying a standard Australian pallet and vehicle-to-load capability for running tools or campsite equipment.

JAC has also commenced mining industry trials in Western Australia to assess performance and battery durability in harsh conditions. While a full Australian launch remains unconfirmed, the T9 EV is positioned as one of the more achievable near-term electric 4×4 ute options for tradies, fleets and off-road users.

Ford F-150 Lightning EREV: 2027

The next-generation Ford F-150 Lightning Extended Range Electric Vehicle (EREV) is expected to arrive in Australia in 2027 through a right-hand-drive conversion program, with US-sourced left-hand-drive vehicles converted locally before release rather than being officially sold by Ford Australia.

Unlike the current battery-electric Lightning, the EREV uses electric motors to drive the wheels alongside a smaller battery pack and a petrol engine that operates solely as a generator to recharge the battery while driving. While final specifications are yet to be confirmed, US figures indicate a combined driving range of more than 1125km, a significant increase over the current Lightning’s 386km to 515km range depending on variant.

The EREV is expected to retain key F-150 Lightning capabilities, including dual-motor all-wheel drive, strong towing ability, DC fast charging and vehicle-to-load functionality for powering tools and equipment.

Mahindra Pik-Up: Late 2026

The next-generation Mahindra Pik-Up is expected to arrive in Australia around 2026, introducing a complete redesign of the brand’s long-running dual-cab ute.

Known internally as the Z121, the new model will move to an all-new ladder-frame platform designed to improve safety compliance, refinement and overall appeal, addressing key shortcomings of the previous-generation model that was phased out locally.

Power is expected to continue from a 2.2-litre turbo-diesel engine with improvements to performance and torque delivery, while reports suggest a hybrid variant could join the lineup later. Maintaining its workhorse focus, the new Pik-Up is expected to retain a part-time 4×4 system, low-range gearing and strong payload and towing capability for trade and recreational use, alongside a significant upgrade in safety technology to meet modern Australian standards.

For most 4WD owners, tyres sit in that awkward middle ground between necessity and expense. You know you need good ones, but it’s not always clear how much you actually need to spend.

It’s easy to default to the big-name brands, the ones you see on tour builds heading up to Cape York or sitting under heavily modified rigs. But there’s been a steady shift in recent years, with more drivers questioning whether premium pricing always translates to better outcomes on the road.

That’s where Radar’s 4WD tyre range (↗) has started to gain attention. Not as a flashy alternative, but as a sensible option that challenges what people expect from a tyre often unfairly filed as a budget offering.

1

Why this matters

Tyres are the only contact point between a 4WD and the road or track, which makes them one of the most consequential decisions an owner will make.

Despite that, there’s still a strong assumption that higher price equals better performance, and that lesser-known brands can’t handle Australian conditions. That assumption doesn’t hold up well against how most 4WDs are actually used.

Most spend their lives moving between highways, gravel roads and the occasional off-road trip. They don’t need competition-level capability, they need balance. Radar’s approach leans into that middle ground, positioning the range as an alternative worth considering.

1

What is Radar?

Radar Tyres (↗) is a global manufacturer producing 4WD tyres for everyday driving, touring and off-road use. The range covers three categories:

• All-Terrain: General touring and light off-road use
• Rugged Terrain: Added durability and grip for tougher conditions
• Mud-Terrain: Built for more demanding off-road work

Rather than chasing niche performance segments, Radar focuses on versatility; tyres that can handle a wide mix of conditions without forcing owners to pay for capability they’ll rarely use.

The Renegade A/T5 and A/T Sport (↗) balance off-road traction on gravel and dirt with a quieter, more comfortable on-road ride, making them ideal for mixed daily and weekend use. The Renegade R/T+ (↗) adds stronger off-road grip for mud, dirt and gravel while retaining stable road manners for touring and dual-cab applications. The Renegade-X mud tyre (↗) uses an aggressive tread design and reinforced sidewalls to deliver maximum off-road traction in deep mud, soft terrain and demanding 4WD conditions, for drivers who regularly tackle more extreme terrain and require a dedicated mud-terrain setup.

1

Key features

• Capability above its price point: Radar’s strength shows up in how the tyres perform on real Australian roads and tracks, where consistency and predictability matter most. 
• On-road comfort: A key advantage is stable, predictable highway behaviour with reduced harshness, even on long-distance touring setups. 
• Cross-condition versatility: One set of tyres is designed to handle multiple environments, from daily commuting and highway touring through to light and moderate off-road travel, without needing a second set. 
• Mixed-terrain confidence: Wet bitumen, gravel roads and corrugated tracks are handled with consistent grip, which is important for drivers covering long distances across varied terrain.
• Wear life and ownership cost: Durability is central to the value proposition, with solid tread life designed to help reduce long-term running costs. 

1

Real-world application

Radar’s strengths show up most in typical Australian driving conditions, not extreme ones. For touring drivers, the tyres offer stable, comfortable highway performance while still handling long stretches of gravel and remote access roads.

For weekend off-roaders, the All-Terrain and Rugged Terrain options provide capable grip and durability for fire trails, beach driving and moderate off-road conditions. The Mud-Terrain option, meanwhile, is intended for more serious off-road environments where maximum traction and self-clearing performance are required, rather than general touring use.

For everyday owners, predictable handling and comfort make this a set-and-forget option for those running their 4WD year-round, not just on trips away.

This is where Radar (↗) competes most directly with higher-priced brands, not by out-performing them in extreme conditions, but by matching everyday usability and touring comfort at a more accessible price.

3

Frequently Asked Questions

Q: Are Radar tyres good in wet conditions?

A: Yes, they’re built to deliver predictable grip in typical Australian wet-weather conditions.

Q: Are they suitable for off-road use in Australia? 

A: Yes, the Renegade range is designed to handle gravel, dirt and off-road conditions across different severity levels. The Mud-Terrain variant is specifically engineered for more extreme off-road use, particularly deep mud and low-traction environments where aggressive tread patterns and maximum grip are essential.

Q: Are they worth the money?

A: For drivers who don’t need extreme-condition capability, the value case is straightforward. Radar’s 4WD tyre range generally sits in a more accessible price bracket than premium touring and off-road tyres, typically offering savings of around 15 to 30 per cent depending on size and pattern. Entry-level All-Terrain options tend to be the most cost-effective, while Rugged Terrain and Mud-Terrain models sit higher due to added construction and off-road capability.

Q: Radar vs premium brands. Is it worth paying more? 

A: Premium tyres may still have an edge in highly specialised applications, but Radar holds up well across everyday touring and mixed driving, where most owners actually spend their time.

Q: Are they noisy on highways?

A: Road noise is kept to a reasonable level, particularly in the All-Terrain range.

Q: Do they come with warranty coverage? 

A: Warranty terms depend on the retailer and region. Confirm at point of purchase.

Final word

Radar 4WD tyres (↗) occupy a space that’s becoming increasingly relevant for Australian drivers. They’re not trying to win on brand prestige or extreme niche performance, instead they aim for consistent, practical capability across the conditions most 4WD owners actually encounter.

The range spans All-Terrain, Rugged Terrain and Mud-Terrain options, giving drivers the ability to choose a tyre suited to how they actually use their 4WD. All-Terrain models focus on everyday comfort and light off-road versatility, Rugged Terrain steps up durability and grip for heavier touring and tougher conditions, while Mud-Terrain delivers maximum traction and off-road capability for more extreme environments.

The trade-off is simple: You’re not paying for a premium badge, but you are getting a range built around comfort, durability and day-to-day usability. For many buyers, that’s exactly the balance that makes Radar worth a closer look.

In a market where price is often mistaken for performance, Radar makes a simple case: Practical capability doesn’t always need a premium price tag.

Following the launch of the Express Black Edition earlier this year, Ram has expanded its full-size ute line-up with another blacked-out variant, the 1500 Laramie Night Edition.

Much like the Express, but this time based on the 1500 Laramie, the Night Edition gains a ‘power bulge’ Sports Performance Hood, black grille, black badging, black mirror caps, black door handles and 22-inch alloy wheels wrapped in 285/45/22 tyres.

“The Laramie is one of the most popular variants in the Ram 1500 line-up and the new Night Edition is expected to broaden its appeal even further,” said Jeff Barber, General Manager of Ram Trucks Australia.

“We know there are customers who prefer the design of the Sports Performance Hood and black highlights instead of chrome, and the Laramie Night Edition delivers those enhancements as well as a long list of luxury features.”

1

Power comes from Ram’s twin-turbo 3.0-litre inline six-cylinder Hurricane petrol engine, producing 313kW at 5200rpm and 635Nm at 3500rpm. It is paired with an eight-speed automatic transmission and on-demand four-wheel drive.

The Ram 1500 Laramie Night Edition has a 98-litre fuel tank and is rated to tow up to 4500kg when using a 70mm tow ball, or 3500kg with a 50mm tow ball. Payload is rated at 799kg, with a maximum combined tub and towball load of 470kg. The Ram 1500 carries a gross vehicle mass (GVM) of 3505kg and gross combination mass (GCM) of 7711kg.

It is available in three exterior colours: Bright White, Diamond Black and Granite Crystal, with the latter two adding $950 to the purchase price.

Inside, the Laramie Night Edition carries over a high level of standard equipment, including a panoramic sunroof, 19-speaker Harman Kardon audio system, heated and ventilated front seats, leather upholstery, a 14.4-inch infotainment screen and 12-inch digital instrument cluster. For owners using their Ram 1500 for towing or touring, the Night Edition also includes a tri-fold tub cover, spray-on bed liner, power tailgate and Ram Box storage integrated into the rear fenders. LED headlights are also standard as part of the Night Edition package.

14

The MY26 Ram 1500 Laramie Night Edition is priced from $141,950 plus on-road costs. It is due in Australian showrooms this month.

The Laramie Night Edition follows the launch of the Ram 1500 Express Black Edition earlier this year, which became the entry point to Ram’s full-size ute range.

Priced from $109,950 plus on-road costs, the Express Black Edition features its own blacked-out styling package, including a dark grille, badges, mirrors, door handles, side steps and 20-inch alloy wheels, along with a sports bonnet and LED lighting. It misses some of the premium equipment found on higher-spec variants, but retains the Ram 1500’s 4500kg braked towing capacity and offers a 1014kg payload.

Night Edition features

• Sports Performance Hood
• Black grille
• Black badging
• Black side mirror caps
• Black door handles
• Black exhaust tips
• Power-operated retractable side steps
• Black 22-inch wheels
• Body-coloured bumpers
• Spray-in bed liner
• Power tailgate (up and down)
• ‘Kick down’ bed step on passenger side
• Power operated sliding rear window port
• Tinted rear windows
• LED headlights and fog lights
• Cargo area light
• Tri-fold tonneau cover
• ‘Ram Box’ storage compartments in rear fenders
• Leather trimmed upholstery
• Heated and ventilated seats
• Panoramic sunroof
• Black interior highlights
• Large centre console with internal sliding tray
• 14.4-inch infotainment screen
• 12-inch digital instrument display
• Wired and wireless Apple CarPlay and Android Auto
• 19-speaker Harmon Kardon audio
• Sensor key with push button start
• Remote engine start
• Gear selector dial
• Electric park brake
• Rear underfloor covered storage pockets x 2
• Storage space under the rear seats
• Adaptive cruise control
• Forward collision alert with AEB
• Lane-keeping assistance 
• Blind spot monitoring
• Rear cross-traffic alert
• Front and rear parking sensors
• Rear view camera
• Tow bar assembly
• Trailer wiring harness
• Trailer brake control

RRP pricing (July 2026)

• Ram 1500 Express Black Edition: From $109,950 (plus on-road costs)
• Ram 1500 Rebel: From $139,950 (drive-away until 30 Sept 2026, while stock lasts)
• Ram 1500 Laramie Sport: From $139,950 (drive-away until 30 Sept 2026, while stock lasts)
• Ram 1500 Laramie Night Edition: From $141,950 (plus on-road costs)
• Ram 1500 Limited: From $159,950 (plus on-road costs)
• Ram 2500 HD Laramie: From $172,950 (plus on-road costs)
• Ram 3500 HD Laramie: From $177,950 (plus on-road costs)