4X4 Australia

Imagine sliding down into Gunshot Creek in Cape York, or tackling that almost impossible climb up a sheer rock face, only to find your roof rack system parting ways with your 4×4. Ouch.

Then consider alternative racks that howl like a dingo at any speed above walking pace. How about not being able to stand on the cross beams for fear of bending them, not being able to simply tie your gear down, or not being able to fit into underground car parks because high-legged racks make you too tall in too many scenarios? Surely not. Surely none of the above could happen.

Yes, they have all happened with inferior racks. Given my need for a platform rack to suit my 2013 N70 HiLux, I went about my due diligence to sort the trash from the cash. It seems some rack systems are attached to the turret via pop rivets. Some have generous on-road load limits, but these diminish greatly in off-road situations. These are not the type of racks I wanted on my HiLux.

Although I won’t be loading my rack up with every kilo available in the ratings, I wanted peace of mind that I could carry enough gear for extended trips and not have to remove weight every time I went off-road. That’s insane and totally not doable while out and about.

1

Roof rack installation challenges 

Gone are the days of simply doing up a few nuts, bolts or Allen-key attachments to install or remove a set of crossbars, then easily attaching a basket on top.

Nope, the latest trend of vehicles featuring smooth rooflines is ideal for reduced wind resistance, but it creates difficulties when attaching racks. Most have an inbuilt track to which rails or various fittings are attached, allowing a rack, basket or platform to be mounted.

It’s these initial roof fittings that are important when it comes to allowing the maximum carrying weight. It’s also these very fittings that are, for some brands, pop-riveted to the roof – far from ideal.

1

Why I chose this rack 

Once I’d understood the failings of some other brands, my choice was simple. The ARB Base Rack system (↗) incorporates metal plates, acting as washers, secured on the underside of the roof. This means the roof lining needs to be dropped for access.

These metal plates are secured with nuts and bolts, making for a much sturdier mounting system that doesn’t lose load ratings when used off-road. I didn’t want to be bound by lighter loads while driving off-road, so the ARB system came out as a clear winner, even before considering its many other features.

Given each crossbeam is rated to 25kg, my rack, which incorporates five beams, can carry a theoretical 125kg – plenty enough for my needs and more than the roof load rating.

It’s important to understand the difference between dynamic and static loads and their ratings, which is outside the realm of this article, but suffice to say, this ARB system exceeds what can be loaded up top.

1

Cross beam design and strength 

ARB has chosen to manufacture its racks with the beams running east-west, across the vehicle, rather than north-south, from front to rear. This reduces the length of each beam, therefore reducing the chances of flexing or bending.

While most other racks and beams have inbuilt upper-surface slots to attach accessories, ARB has taken a different approach by utilising a dovetail design on each edge of every beam, as well as on the front, side and rear surrounds. This dovetail allows accessories to be fitted without taking up real estate on the top of each beam, and allows them to be easily slid along each beam to suit the load being attached.

Each beam is an extruded aluminium, hollow, single-seam section, complete with internal bracing for added strength and rigidity, while retaining light weight. The shape of the dovetails also enhances rigidity, so it serves more than just attachment purposes.

All crossbeams, the surrounding frame and integrated parts are welded together, with removable plastic end caps to help hide wiring looms if you choose to include lights on the rack. It’s a clever design that can expand, grow and adapt to your needs.

Roof rack accessories and mounting options 

While I opted for a flat rack design, guard-rail options allow for partial or full basket designs that can be added later if needed.

A multitude of product-specific brackets allow for easy fitting of items such as spare wheels, gas bottles, Hi-Lift jacks and traction boards. I’ve opted for a HiLux-dedicated wind deflector, a couple of tie-down eyebolt kits, a pair of spring-loaded tie-down kits, a pair of dedicated ratchet-strap kits and the wiring loom to suit a pair of side-mounted work lights, which I’ll use as camping lights.

1

Final verdict

I’m happy with my chosen rack system and accessories. I may add to the cache of extras as needed, such as a bracket to carry an LPG bottle.

The wind deflector does its job of reducing wind noise; however, it doesn’t eliminate it altogether. Being directly above the driver’s and front passenger’s heads makes it more noticeable. Regarding fuel consumption, I’ve noticed no appreciable difference between the previous two oval-shaped crossbars fitted to my HiLux and this ARB system – and that’s a good thing.

The complete system is a clever stroke of engineering, plus the build quality is superb. I reckon I’ve chosen the best rack system for my intended purpose and wouldn’t go back to anything lesser. While my system fits perfectly to my N70 HiLux, there are plenty of sizes available to suit smaller and larger dual-cabs, wagons and even a few vans. It’s best to check out the ARB website (↗) to find the perfect fit for your vehicle.

Given that the rack sits low and close to the cab, hand-washing is a little hard, which I accept. If I ever need to remove the rack, it’s only four bolts to separate the platform from the mounts, plus one waterproof Deutsch connector to unplug, then the whole thing can be lifted off. The only things left are four solidly mounted brackets, which are secured from under the cabin’s roof lining.

1

Frequently asked questions

Q: How is the ARB Base Rack mounted to the HiLux?

A: The system uses metal plates secured with nuts and bolts on the underside of the roof, creating a sturdier mounting system that doesn’t lose load ratings when used off-road.

Q: How much weight can the rack carry?

A: Each crossbeam is rated to 25kg. With five beams, the rack has a theoretical carrying capacity of 125kg, which is more than the roof load rating.

Q: What makes the crossbeam design different?

A: The beams run across the vehicle rather than front to rear, reducing their length and the chances of flexing or bending. They also feature dovetail designs for fitting accessories.

Q: What accessories can be fitted to the rack?

A: Product-specific brackets can be used for items including spare wheels, gas bottles, Hi-Lift jacks and traction boards. Guard rails can also be added to create partial or full basket designs.

Q: Does the ARB Base Rack increase wind noise or fuel consumption?

A: The wind deflector reduces wind noise, although it doesn’t eliminate it altogether. No appreciable difference in fuel consumption was noticed compared with the previous oval-shaped crossbars.

Q: How much does the ARB Base Rack system cost?

A: The RRP is $952 for the 1255 x 1285mm rack, $407 for the N70 HiLux mounting system and $188 for the wind deflector. 

MORE ARB news, products and reviews!

Remember the first time you tackled a steep hill climb off-road? I do, and I was petrified.

I was in my mate Beddo’s short-wheelbase Series II Land Rover and the climb in front of us seemed impossibly steep. He showed me how to engage low-range four-wheel drive by pulling back on the red lever, and then told me to select second gear. As I eased out the clutch, the little Landy leapt forward, surprising me with its low gearing, and it climbed that steep hill like a mountain goat, with me giggling nervously behind the steering wheel the whole way up.

The key to safely and successfully tackling any steep incline is to have a mechanical understanding of your 4×4 and how to best operate it, as well as to understand the characteristics of the hill climb itself. That mechanical understanding can be as basic as whether the vehicle has a manual or automatic transmission, or a single- or dual-range transfer case, or whether it is a part-time four-wheel drive with manual or auto free-wheeling hubs, or a full-time four-wheel drive with a locking centre diff.

It’s also important to know what kind of mechanical and/or electronic traction aids it’s armed with, and you should be aware of the available ground clearance, and understand how approach, departure and ramp-over angles will affect the vehicle’s capability, as well as what type of suspension it has and what tyres it’s fitted with.

When it comes to understanding the terrain, you need to know much more than how steep the hill climb is, including what the surface consists of, how much (or how little) traction is available, whether there are deep ruts or other obstacles, whether there are other hazards about, and whether there is somewhere safe to stop or turn around if you need to.

You should also be aware of suitable anchor points, such as big trees in case your initial attempt at the hill climb is unsuccessful and you need to use a winch. The best way to gauge what’s ahead of you on the track is to get out of your vehicle and walk it. Of course, you’re not going to do this for every steep hill climb you come across; but in the case of extreme climbs, it’s always best to err on the side of caution and have a look first.

While you’re looking, keep an eye out for obstacles and hazards, and cast your eyes beyond the track itself; if, for example, you’re on the saddle of a mountain range, be wary of off-camber sections of the track and long drop-offs on either side.

Tyre pressures for steep hill climbs

As with just about all off-road driving scenarios, setting the correct tyre pressures is critical for success when climbing steep hills.

The right pressure will depend on the vehicle, the tyres being run and the terrain type being tackled, but as a general rule, if you’re running light truck (LT) construction tyres and you drop pressures to around 22psi for steep rocky climbs or muddy hills, you will have a lot more traction available to you than if you run road pressures of 35psi or more.

How to set up your 4×4 for a steep climb

Choosing the right vehicle settings for any steep climb is vitally important to success.

If you drive an old-school part-time 4×4 with manually locking hubs, before you tackle a steep hill climb, you’ll need to lock the hubs, engage low range and (depending on the overall gearing of the vehicle) select second gear. Why not first gear low-range? If overall gearing is too low, you can end up with unwanted wheelspin and a loss of traction, so you’re better off selecting second gear low-range, which will hopefully provide low enough gearing that you can safely and smoothly tackle the incline without the engine stalling.

If the hill is exceptionally steep, however, you may have to select first gear low-range to make it up, in which case you should go easy enough on the throttle that you don’t end up spinning the wheels. If you drive an auto 4×4, you can simply select low-range and Drive for steep hill climbs and rely on the transmission to choose the best gear for you. Keep in mind, however, that if the transmission suddenly drops down to first gear at an inopportune time, you could still end up with unwanted wheelspin.

1

Some modern automatic transmissions have a second gear-start function that locks out first gear, enabling the vehicle to accelerate gradually on slippery surfaces such as ice without unwanted wheelspin; this first-gear lock-out also works well on steep inclines. Another option with some autos is to use the manual-shift function to select second gear which, depending on the transmission, should prevent it dropping down to first gear. Many modern computer-controlled automatic transmissions work in harmony with other vehicle systems like electronic traction control, and with Drive selected they will select the most appropriate gear for the hill climb and minimise the risk of unwanted wheel spin.

For those with a full-time 4×4 vehicle, ensure the centre diff is locked before you set off; this will ensure equal drive is apportioned between front and rear axles. Likewise, if you have across-axle diff locks, engaging these for steep climbs with deep ruts will prevent unwanted wheelspin if you lift a wheel in the air, but bear in mind that locking the front diff will make it more difficult to steer the vehicle, so if there are tight turns on the hill climb get ready to disengage the front locker if needed.

For those with 4x4s equipped with driver-selectable off-road modes, make sure you select the appropriate mode for the conditions ahead of you. If the steep climb is muddy and full of ruts, select the ‘Mud & Ruts’ mode, or whatever the equivalent mode is in your specific vehicle model, or if it’s a rocky climb select ‘Rock’ mode or equivalent. The different off-road mode settings tailor the way in which the vehicle behaves to suit different terrain types and, depending on the vehicle, these modes alter throttle response, power delivery, transmission response, traction-control sensitivity and various other parameters, so it really pays to set the mode to match the terrain.

1

How to safely tackle a steep 4×4 hill climb

With the track ahead surveyed and the vehicle set up to tackle the hill climb, you’re ready to go.

In a convoy, wait for the preceding vehicle to clear the track before setting off in case it becomes stuck or has to reverse down the hill for another attempt. And watch the vehicle ahead as it makes the climb; if successful, you could follow in its tracks, but if it becomes stuck, you’ll know what part of the track to avoid.

As you begin the climb, build up enough speed to maintain momentum as you climb over track irregularities and, in the case of manual vehicles, not stall the engine, but don’t go so fast or you could damage the vehicle. If you think you’re going too fast for the selected gear, make a quick upshift, but try to do so where the track is not at its steepest, and be ready to downshift if the engine starts to labour.

1

As you tackle the climb, you’ll need to adjust the steering angle and speed to suit changing track conditions. If not too deep, follow existing wheel ruts; if they’re deep and you think you might run out of ground clearance, straddle the ruts, but be careful if the ground is slippery as you could slide into the ruts anyway.

Sometimes you won’t be able to see what’s ahead, such as when climbing obstacles or cresting drainage mounds, so take it easy in case there’s a steep drop on the other side. On a positive note, drainage mounds on long steep climbs, such as those in alpine regions, can offer a chance for a rest stop … but be sure not to block the track if driving in a convoy with vehicles coming up behind, and, if you do stop, alert other vehicles via the UHF, letting them know where you’ve stopped and on what side of the track.

On steep sections or climbing obstacles, always try to keep the vehicle pointed straight up the track; and if traversing sideways across an incline, you could get in strife or even a rollover. What goes up must come down, and on most steep climbs there’s always a chance of facing oncoming traffic. Mostly, the vehicle climbing should give way to those descending, because going down a steep, slippery track you won’t often be able to pull up safely. Always look well-ahead for oncoming vehicles and for wider parts of track where it will be safe to pass.

What to do if your 4×4 won’t make the climb

Occasionally you might tackle a difficult hill climb that you won’t safely ascend on the first attempt, in which case you’ll come to a stop.

If you’re in a convoy, alert following vehicles to your predicament, and advise that they await further instruction/information (tell them to ‘standby’) while you assess the situation. If you stall a manual transmission 4×4 on a steep climb, and you need to back up; with the engine off select reverse (low range), let out the clutch, take your foot off the brake (the vehicle will not roll as it’s in gear) and, when you’re ready, turn on the ignition.

The engine will fire up and the vehicle will then commence a controlled descent in reverse gear. Regardless of the vehicle you are driving (manual or auto), if you need to reverse down a steep hill, use the vehicle’s engine braking to keep speed in check rather than relying solely on the brakes.

1

Most of the vehicle’s weight will be on the rear wheels as you reverse down the hill and if you stomp on the brake pedal you could lock up the front wheels and lose the ability to steer. If your vehicle is equipped with Hill Descent Control, activate it before reversing down the hill. If you need to continue reversing, try to find a safe place to turn around. It is much easier (and safer) to drive forwards down a hill than reverse down it. But don’t attempt to turn around on a steep or unstable section of track that could put your vehicle at risk of rolling over.

If your ascent was interrupted because you ran out of traction or ground clearance, and if it is safe to do so, sometimes the best way to make it over a difficult section of track is to back up a bit and have another go at it. If this is not an option, or you don’t feel safe doing so, it could be time to drag out the recovery equipment.

If a vehicle in front can safely back down to where you are, a snatch recovery might get you over the immediate obstacle, or if you have a winch and there is a handy anchor point, winching might be the best course of action. Sometimes you might just need to do a bit of track building by placing some rocks under the wheels or use a set of recovery boards to get out of your predicament.

How to 4x4 up steep hills
1

Whatever you do, take your time, and make a considered decision rather than rushing into it. Don’t forget to let the rest of the convoy know when you’re on the move again, and advise following vehicles what obstacle is ahead of them and the best way to manage it, so they will have a better chance of getting through without becoming stuck.

Once you’ve made it to the top of a steep hill climb, alert other vehicles in the convoy that it’s safe for them to proceed, and make sure you leave them enough space to safely stop once they have completed the ascent. Once at the summit, grab your camera and start taking photos of the spectacular vista before you.

Recovery gear for steep 4×4 hill climbs

Whenever you drive your vehicle off-road, you should always carry appropriate recovery gear. For steep hill climbs a winch is always handy, and it should be complemented with:

Your vehicle will need to be fitted with suitable recovery points front and rear. If you are tackling difficult terrain, Light Truck (LT) tyres with either an all-terrain or mud-terrain tread pattern will improve capability, as will a suspension lift. Under-vehicle protection is also a sound investment.

1

How a spotter can help on steep 4×4 climbs

On any difficult section of track, it pays to have a ‘spotter’ on the outside of the vehicle who can direct the driver and help out if any track building is required.

Clear and concise communication is key to a good driver/spotter relationship, whether that be via UHF radio, hand signals or a combination of both. When it comes to hand signals, ensure both the driver and spotter are on the same page and keep signals as simple as possible, such as using hands to indicate steering angle, whether to stop or whether to inch forwards. Before placing rocks under wheels, or setting up any recovery equipment, make sure the driver knows what is going on and that the vehicle is stationary with the brakes on.

What to do

  • Know your vehicle and how to best to use it
  • Understand the terrain ahead of you
  • Use momentum to your advantage
  • Lower tyre pressures to suit the terrain
  • Carry recovery equipment and comms gear

What not to do

  • Traverse sideways across steep tracks.
  • Drive until preceding vehicles have cleared the track
  • Stop without alerting other vehicles
  • Floor it in low-range first and spin wheels
  • Rush decisions if you get stuck.

Frequently Asked Questions

Q: What tyre pressures should you use for steep hill climbs?

A: The right pressure depends on the vehicle, tyres and terrain, but around 22psi can provide more traction than road pressures of 35psi or more when using LT construction tyres on steep rocky climbs or muddy hills.

Q: What gear should you use for a steep hill climb?

A: In an old-school part-time 4×4 with manually locking hubs, lock the hubs, engage low range and, depending on the vehicle’s overall gearing, select second gear. First gear low-range may be needed on exceptionally steep hills, but care should be taken to avoid wheelspin.

Q: Should you use low range for steep hill climbs?

A: Yes. Low range is used for steep hill climbs, with the appropriate gear selected according to the vehicle and terrain.

Q: Should you lock the centre diff for steep climbs?

A: If you have a full-time 4×4, ensure the centre diff is locked before setting off. This ensures equal drive is apportioned between the front and rear axles.

Q: When should you use diff locks on a steep climb?

A: Across-axle diff locks can help prevent unwanted wheelspin on steep climbs with deep ruts if a wheel lifts off the ground. However, locking the front diff can make the vehicle more difficult to steer.

Q: Should you use an off-road driving mode on a steep hill?

A: If your 4×4 has driver-selectable off-road modes, select the mode appropriate for the terrain. For example, use ‘Mud & Ruts’ for muddy, rutted climbs or ‘Rock’ mode for rocky climbs.

Q: What should you do if your 4×4 cannot make it up a steep hill?

A: If it is safe to do so, back up a bit and have another go at the difficult section. If this is not possible or you don’t feel safe doing so, use appropriate recovery equipment such as a snatch recovery, winch or recovery boards.

Q: Is it safe to reverse down a steep hill?

A: If you need to reverse down a steep hill, use engine braking to keep your speed in check rather than relying solely on the brakes. If equipped, Hill Descent Control can also be activated before reversing down the hill. If possible, find a safe place to turn around, as it is easier and safer to drive forwards down a hill than reverse down it.

Q: What recovery gear should you carry for steep hill climbs?

A: Useful recovery equipment includes a winch, winch extension strap, tree trunk protector, snatch blocks, shackles, snatch strap, long-handle shovel and recovery boards. Gloves should always be worn when using recovery equipment.

Q: Do you need a spotter for steep 4×4 climbs?

A: On difficult sections of track, a spotter can direct the driver and help with track building if required. Clear communication between the driver and spotter is important, using UHF radio, hand signals or a combination of both.

MORE Advice from the experts!

I thumbed the controller joystick and the drone responded, climbing higher, but the view didn’t change all that much as all I could see was a vast expanse of water where none was supposed to be.

We were on the Tallawana Track in the northern part of the Little Sandy Desert, about 10km west of Windy Corner, where water – any water – was a darn-sight rarity. Our little convoy of keen desert travellers had ground to a halt on what was, as it turned out, the edge of an enormous inland lake. The moral of this little snippet? Be prepared for anything, including turning back and finding another way … which was what we did!

Viv and I had first travelled these far-flung roads, known as the ‘Bomb Roads’ or the ‘Beadell Roads’, in 1984 and ’85, on two separate trips that took in all of the roads constructed by the legendary Len Beadell and his Gunbarrel Road Construction Party (GRCP).

These ‘Beadell Roads’ cover the vast desert country of western South Australia and adjoining Western Australia, north of the Indian-Pacific railway line and south of the Kimberley. They were constructed in the 1950s and ’60s to provide a road network and access for the Woomera rocket tests and the atomic bomb trials carried out at what we know as Emu and Maralinga.

1

Len Beadell had chosen the site of Woomera and its rocket range after WW2 when Britain wanted to test its long-range rocket capability and its A-bomb-making and detonation competence. The Woomera rocket range once covered 270,000sqkm and stretched from Woomera to the Indian Ocean north of Port Hedland. Today, managed by the RAAF, it’s still testing missiles and drones but only covers 122,000sqkm, though it is still the largest land-based missile testing range in the western world.

In all, there were more than 6000km of desert tracks constructed by the GRCP, the most important being the east-west Gunbarrel Highway. While the Gunbarrel was the first link across central Australia from east to west, others followed, including the Anne Beadell Highway and the Gary Junction Road, along with an interconnecting grid of north-south roads.

While a few other graded roads now cut across this huge landscape, many are restricted in use to mining exploration companies and Aboriginal communities. The one big exception to that is the Great Central Road (GCR), which takes in sections of the original Gunbarrel and is a well-maintained dirt road from Laverton in the west to Yulara in the heart of the country. Today, with ever-increasing sections of bitumen, this road is transforming access to this once-remote region.

1

Before you go: Permits, preparation and recovery

You’ll need permits for all the Beadell Roads and the GCR, and while most are easy and quick to get, make sure you do it in plenty of time just in case there is a hiccup.

They can be closed after wet weather, for Aboriginal Men’s Business and for weapons testing from Woomera, among other reasons. See each track info section below for details on permits.

We won’t go into too much detail here on what experience you need, how your vehicle should be maintained and set up, and what you need to carry. Suffice to say you’ll need to think seriously about fuel and water requirements, communication equipment, a comprehensive first-aid kit and a toolkit suitable for your vehicle. The latter should include, for modern vehicles, an OBD2 diagnostic scanner suitable for your vehicle.

Lastly, but most importantly, have an emergency plan if you break down and can’t fix it. Recovery insurance is a great backstop. For any actual recovery, we’d recommend Andy from Outback Tilt Tray & Recovery Services in Laverton, phone 0428 196 306. There are other recovery services scattered across the region.

1

Gunbarrel Highway

The Gunbarrel Highway was built in the mid-1950s, linking the Stuart Highway to Carnegie Station and Wiluna.

While parts of the original route have been bypassed or are now closed, most adventurous travellers love the 830km stretch from Warburton to Carnegie. There are no fuel or supplies between these two places. Warburton has fuel, a store and camping. From the Great Central Road, head via the Heather Highway to join the Gunbarrel. The track has no sand dunes but can be rough, with corrugations and washouts.

Highlights include the many Beadell plaques along the way, Camp Beadell (a good spot to stop), Mt Beadell and its monument, Everard Junction where the Gary Highway heads north, and Geraldton Bore (good water, camp and birdlife). Near Mungili Claypan (detour around the southern edge if wet), a track to the south leads to distant Empress Springs.

Conditions improve west of the claypan, though corrugations remain to Carnegie, where fuel and camping are available. From there, it’s 340km to Wiluna on a generally well-maintained gravel road, with fuel, supplies and the Canning-Gunbarrel Discovery Centre worth a visit.

1

Anne Beadell Highway

This east–west route offers a more remote and challenging alternative to the Gunbarrel or Gary Junction Road. Stretching 1380km from Coober Pedy to Laverton, conditions vary from smooth to heavily corrugated, while the Serpentine Lakes near the WA-SA border can be slippery and boggy after any rain.

The track mainly follows the interdunal valleys, though it does cross some dunes that can be tricky. This year, the section east of Emu Junction has been graded, improving that part of the drive. You need four separate permits to travel this route, so apply for them well beforehand. Fuel and limited supplies are only available at Ilkurlka Roadhouse, so check ahead.

Highlights include Tallaringa Conservation Park, Len Beadell’s plaques and the Totem-1 and Totem-2 atomic test sites near Emu Junction. West of the border, track conditions improve toward Ilkurlka, and along the way there are a couple of pleasant camp spots. West of Ilkurlka is Neale Junction where the Connie Sue Highway crosses the Anne Beadell. Here you’ll find a Beadell post and marker, with pleasant camping nearby.

Beyond there, the road stays much the same, passing Bishop Riley’s Pulpit and entering the Yeo Lakes Nature Reserve before arriving at the Yeo Homestead, its hut and a reasonable camping area. Further west again, you’ll come into an area of more recent mining activity, with numerous tracks here and there, and pass the ruins of the Yamarna HS. From Yamarna, a better dirt road continues to Laverton.

1

Connie Sue Highway

This is a fabulous drive through remote desert country.

But sadly many of the highlights that lay some distance off the road, and had previously been open for travellers to visit, have been closed by Aboriginal TOs in recent years. Still, there’s much to enjoy as you turn off the Great Central Road and head south to distant Rawlinna, or head north from the railway line.

In all, it is about 635km from Warburton to Rawlinna, but there is no fuel or services at Rawlinna, the closest being Cocklebiddy on the Eyre Highway, 160km south.

Gary Highway

This north-south route begins at Everard Junction on the Gunbarrel Highway and meets the Gary Junction Road 355km north and east of Kunawaritji.

The closest places for fuel are Warburton and Carnegie HS in the south, and Kunawaritji in the north, which means you’ll travel more than 600km between fuel stops. The southern section of the route from Everard Junction to Windy Corner has been the most traversed in recent years. You’ll pass some burnt-out vehicles along the way from spinifex-induced fires and skirt along the edge of Lake Cohen, which is a great spot to camp at any time and is magical if it has water in it.

North of Windy Corner, the route is more overgrown for some sections of the track and has been flooded for long periods. Not sure what the latest cyclones have done to the route, but it was challenging a couple of years back. Veevers Meteorite Crater and McPhersons Pillar are worthwhile detours, but the track to Veevers is pretty overgrown these days from what I’ve heard.

1

Gary Junction Road

This long-distance route, often called the Kintore-Kiwikurra Road, leads from the west coast north of Port Hedland to Central Australia and Alice Springs, and is a favoured drive of ours. In all, it covers some varied and delightful desert country, so take your time and enjoy the route.

From Marble Bar, inland from Port Hedland, to Alice Springs it is around 1700km, depending on which way you go between Alice and the Aboriginal community of Papunya. In all, there is about 1500km of unsealed road, varying from smooth and sandy to badly corrugated, especially east and west of Papunya.

Our favourite camps are Well 33 just out of Kunawaritji, Jupiter Well, Mount Tietkens in the Buck Hills, Liebig Bore west of Mt Liebig and the Finke River at the 2-Mile, at the western end of the MacDonnell Ranges. There are a number of Len Beadell plaques along this route, as well as his burnt-out ration truck at Kiwikurra.

1

Sandy Blight Junction Rd

Probably my favourite road in the region, this route, constructed in 1960, heads south from the Gary Junction Road near Kintore to the Great Central Road near Docker River, some 230km west of Yulara. In all, it is about 350km from one end of the Sandy Blight Road to the other.

At the northern end, Mt Leisler dominates the scene and we love camping close to where the now-lost Tietken Tree once stood, with Mt Leisler rearing up close behind us. Heading south, there are a number of Len’s blazed trees and plaques to discover, while some of the stands of whispering desert oaks are pure magic to camp among.

A sidetrack to a high vantage point in the Sir Frederick Range is not to be missed. Further south again, a track to the west leads a short distance to Bungabidy Rockhole, tucked in among the rugged hills of the Walter James Range.

Voakes Hill Road

Voakes Hill Road runs south for 275km from the Anne Beadell at Voakes Hill Junction to the railway town of Cook on the Trans-Australian Railway line. While the Voakes Hill Road drive itself is a relatively easy one, this is extremely remote country and the route is little used.

Callawa Track and Nyangumarta Highway

For all intents and purposes, the Wapet Road, come Kidson Track, now called the Nyangumarta Highway, has superseded the Callawa Track, which was first completed by Len and the GRCP in 1963.

The Callawa Track is no longer used and is overgrown. The Nyangumarta Highway, which has taken its place, runs from Kunawaritji to the Great Northern Highway just south of Sandfire Flat RH, a total distance of 650km. It is very remote country and little traversed.

1

Maralinga A-bomb site

No wandering on the Beadell Roads is complete without a visit to Maralinga, where seven A-bombs were detonated along with a heap of lesser nuclear trials between 1957 and 1963.

Len had selected the site for the tests at Maralinga in 1953 and the road from Emu to the new bomb site was built in 1955. Sadly, this road has been closed to travellers for many years. However, today you can join a tour and camp at Maralinga village before taking a tour to the bomb sites. It might sound expensive, but it is well worth it.

Great Central Road: the modern route across central Australia

Using sections of the original Gunbarrel Highway, this now-major route links Yulara and Central Australia to Laverton and the Goldfields region of WA.

All told, it is 1130km from Yulara to Laverton on what is generally a well-maintained unsealed road that is slowly but surely being covered in bitumen. Make sure you enjoy the drive along the southern edge of the Schwerin Mural Crescent, east of Warakurna, which we think is some of the finest desert country in Australia. Warakurna itself is worth an overnight stop, with Len’s grader housed nearby, while each morning the nearby Giles Weather Station releases a high-altitude weather balloon that is worth viewing.

While you mightn’t travel the whole route of the Great Central Road, you’ll probably end up doing sections of it depending on what other, more adventurous route you are going to drive. Remember, you do need permits for this road, but they are generally automatically issued once you apply.

*The Mt Davies Road, which once ran from the Gunbarrel Highway to Surveyor Generals Corner, is badly overgrown and permits to use it are impossible to obtain.

MORE WA travel yarns!

Dirt roads are part and parcel of four-wheel driving. After all, more than 60 per cent of all gazetted roads in Australia are still unsealed.

That means there are hundreds of thousands of kilometres of unsealed roads and tracks on which you can drive, ranging from well-formed gravel roads through to rough bush tracks and everything in-between. Driving on dirt roads is very different to driving on sealed roads and, when doing so, you need to take in to account all sorts of variables including differing levels of grip, obstacles, uneven surfaces, dust and, when it starts to rain, mud.

Not only is it important to adapt your driving style to suit the different conditions you’re likely to encounter when driving on dirt, but also to tailor your vehicle to suit the conditions.

How to prepare your 4WD for dirt-road driving

If you’re going to be regularly driving on dirt or you have a big outback trip planned, you’ll want to flick those standard Passenger (P) construction tyres fitted to your vehicle in favour of some Light Truck (LT) tyres.

Dirt roads can be hell on tyres, with sharp stones being flicked up from the front tyres and fired into the tread faces of the rear tyres like a shotgun blast; while surface irregularities such as corrugations, cattle grids and sharp-edged causeways are all potential problems for tyre sidewalls.

The tougher construction of LT tyres means they have more rubber across the tread face and more plies in the sidewalls, so are better able to cope with the harsh conditions presented by dirt-road driving. No matter whether you opt for an all-terrain or a mud-terrain tread pattern, make sure there’s an ‘LT’ marked on your tyres. Another advantage of LT tyres is that, thanks to their tougher construction, you can reduce air pressures for dirt-road driving more so than with P tyres.

The next thing you’ll want to ensure when driving on dirt is that your vehicle’s suspension is in good condition. Sagging springs and worn shock absorbers will not cope with big bumps, potholes and corrugations, and will adversely affect your vehicle’s handling, and therefore your ability to keep it on the straight and narrow when driving on dirt. A well-sorted suspension system with springs that match the load and good quality shock absorbers, will soak up bumps and handle big hits without throwing the vehicle off line – and the bonus is ride quality will be better which in turn minimises driver fatigue.

1

Dust ingress is another important consideration when driving on dirt. Keeping dust out of a 4×4’s cabin is usually pretty easy; run the air vents on ‘fresh’ when there’s no dust in front of you and flick over to ‘recirculate’ when you spot dust up ahead from preceding or oncoming vehicles. Running on ‘fresh’ will pressurise the cabin and stop dust from being sucked in through vents at the rear of the vehicle, while running on ‘recirculate’ when driving in a dust cloud will minimise dust ingress through the front vents.

For those who drive a ute, keeping the dust out of the tub is a more involved process. Even if you have a hard lid or canopy fitted, dust can still get in through the various holes in the tub and through the gaps around the tailgate. Plugging these holes and fitting a tailgate dust-sealing kit will help, as will fitting a roof vent for those with canopies. A vent will pressurise the canopy to keep dust out.

You also need to keep dust away from your engine’s air intake. Fitting a snorkel can minimise the dust entering the air intake; the theory is that a driver will allow the dust to settle below their line of sight so they can see where they are going, and that a snorkel draws clean air well above this point. Of course, in extremely dusty conditions, air can still be drawn down a snorkel, but the engine will still be breathing cleaner air than if no snorkel is fitted. In extreme conditions, a snorkel sock can be fitted over the snorkel head to further minimise dust ingress.

Don’t be afraid to regularly check the condition of your air filter; a dirty filter will not only reduce engine performance, it will also result in increased fuel consumption, so give it a blast with compressed air to blow some dust out, or replace it with a spare filter if it’s unserviceable. Finally, make sure your wiper blades are in good nick and your windscreen washer bottle is full; after all, you need to see where you’re going.

1

Tyre pressures and 4WD settings for dirt roads

One of the first things to do when you hit the dirt is to lower tyre pressures.

There is no one-specific dirt-road pressure to suit all vehicles and all roads, but as a general guide, if you normally run 35psi on your moderately loaded 4×4 on sealed roads, for example, you’ll want to drop this down to as low as 26psi or so for dirt-road driving, especially on rough and/or corrugated roads.

Lowering tyre pressures for dirt-road driving offers several benefits. Firstly, it allows the tyres to conform more easily to uneven surfaces, so they are less likely to be damaged (chipping or even puncturing) by protrusions such as sharp-edged rocks. Secondly, it lengthens each tyre’s footprint, which provides more grip when driving on slippery surfaces, resulting in better steering control when cornering and better stability when accelerating and braking. Thirdly, it makes the sidewalls more compliant which improves vehicle ride quality, and this is beneficial to both you and your vehicle.

How do you know what the ‘correct’ tyre pressure is? Trial and error. You’ll be able to feel when you get it right, both through the way the vehicle responds to steering, accelerator and brake inputs, and through overall ride quality.

MORE 4WD tyre pressures explained: Your off-road guide
1

One important thing to bear in mind when driving on lowered tyre pressures is that the tyres will generate more heat, so don’t go belting along at high speeds on low pressures. Also take care when cornering so that you don’t ‘peel’ a tyre off a rim or cause sidewall damage.

The next adjustment to make for dirt-road driving is to your vehicle’s 4×4 system. If you drive a vehicle with a part-time four-wheel drive system (such as employed on many 4×4 utes), engage ‘4H’ (high-range 4×4) when you hit the dirt. This will give you more grip, resulting in more control when accelerating, cornering and even braking. If your vehicle is equipped with a full-time four-wheel drive system, engaging the centre diff lock will also provide the aforementioned benefits through improved grip levels.

Many modern 4x4s feature driver-selectable modes that tailor the vehicle’s engine, transmission and chassis controls to suit different conditions. If your vehicle is so equipped, for dirt-road driving select the dirt mode, often labelled ‘gravel’. If you’re unsure, have a look in your owner’s manual.

1

How to handle hazards when driving on dirt roads

The key to driving on dirt roads is to look (and plan) well ahead.

With reduced grip levels, braking distances will be longer and your vehicle won’t corner as well as it does on sealed roads. Keep an eye out for holes, rocks, washouts, deep wheel tracks, fallen branches and, of course, wildlife. If you see a potential hazard up ahead, adjust your speed accordingly so you’re prepared for it, either by avoiding it altogether or, in the case of unavoidable obstacles, driving over them at a reduced speed so as not to damage your vehicle.

By planning ahead you’ll be able to avoid having to make just-in-the-nick-of-time sudden manoeuvres that can result in a slide … or worse. Many drivers have veered off dirt roads trying to avoid impacts with road-surface irregularities and wildlife.

Gradually decrease vehicle speed when approaching corners rather than stomping on the brake pedal at the last second; the latter of these two approaches can upset vehicle balance when you most need it.

Modern vehicles equipped with electronic stability-control systems are much easier to drive on loose surfaces such as dirt than vehicles with no such systems. Even these have their limitations and, if you exceed them, you could still end up in a ditch if you don’t plan ahead.

1

If you’re driving on outback dirt roads, chances are you’ll eventually be confronted with bulldust. Bulldust is essentially made up of dust particles with a consistency akin to talcum powder, and bulldust sections can be long and deep. You can usually spot bulldust sections as you approach them by looking for subtle colour variations in the road surface.

If you can safely avoid bulldust, it’s best to do so, but if not, slow down a bit on approach, keep the vehicle pointing where you want it to go and accelerate out the other side. But don’t fight the steering wheel in the middle of bulldust patches, and try to avoid sudden changes of direction and braking.

Cattle grids and causeways can also catch out unwary drivers; while you may have driven over several relatively smooth examples without problem, the next one could have a harsh edge on it that could damage a tyre or suspension component if you hit it too fast. Always err on the side of caution.

1

How to deal with dust and poor visibility

One of the biggest problems when driving in dusty conditions is reduced visibility, and this usually occurs when following other vehicles or when passing oncoming vehicles.

If you end up in the dust cloud of a vehicle ahead of you and you’re unable to see clearly, your best bet is to slow down enough so that you are back in clear air. If that vehicle is a large truck and it’s not travelling very fast but is generating a lot of dust, perhaps it’d be a good time to pull up for a cuppa rather than trying to blindly navigate through the dust cloud to overtake. If you can’t see where you’re going, you could end up leaving the road or hitting another vehicle.

When you’re confronted with an oncoming vehicle, reduce speed to prepare for limited visibility when driving through that vehicle’s dust cloud. Also try to move as far to the left as is safe to do so, to minimise the risk of windscreen damage to both your vehicle and the oncoming vehicle. In other words, drive courteously … and hopefully that attitude will be exhibited by other drivers to you.

1

How to drive on corrugated dirt roads

Some heavily corrugated dirt roads can be terrible to drive on, but there are ways to minimise the impact of corrugations on you and your vehicle.

First up, finding the right tyre pressures for corrugations is critical. The advantages of lowering pressures (longer tyre footprint for more grip and softer sidewall for more compliance) will make long stretches of corrugated dirt roads much more bearable.

The second major factor in how your 4×4 will behave on corrugations is vehicle speed. Corrugations vary in amplitude and frequency; the amplitude is the height of each corrugation and the frequency is the distance between each corrugation, and ideally you want your vehicle’s suspension to oscillate (move up and down) in tune with the corrugations.

Eh? Put simply, there will be a certain vehicle speed that will be the sweet spot, where your tyres will skip over the top of the corrugations, from one peak to another. This speed might be 80km/h, it might be 90km/h or even 100km/h, and you will know when you’ve hit the sweet spot because you will feel ride quality improve markedly when you get there. But don’t go too fast in the hunt for the sweet spot, at least not to the point where you might damage your vehicle or lose control.

1

How to drive on wet and muddy dirt roads safely

We talked about mud driving in greater detail here, but for now we still need to mention the obvious: add water to dirt and it turns in to mud.

When dirt roads are wet, they can become even more slippery than when they are dry, so you will need to adjust your speed to suit the conditions. On outback roads in particular, rain can present some big challenges.

Many outback roads cannot be traversed in wet weather, and if conditions are sketchy you will need to check with local authorities to see if roads are open or closed. If a road is signposted as closed, or you have been informed by authorities that it is closed, you must not attempt to drive on it. Not only could you become hopelessly stuck, but you could also cause damage to said road … and cop a hefty fine in the process.

If you do happen to be driving on an open outback road and it starts to rain, conditions can deteriorate rapidly, with bulldust patches quickly transforming in to vehicle-sucking quagmires. If you can’t avoid long, sticky stretches of mud, you’ll need to keep your momentum up; don’t drive so fast that you could lose vehicle control, but don’t back off the throttle in boggy mud either.

What to do when returning to sealed roads

Assuming you have tailored your vehicle to suit dirt-road driving, you’ll need to make a few adjustments once you get back on to sealed roads.

Firstly, don’t forget to put part-time 4×4 vehicles back in to two-wheel drive, and disconnect the centre diff lock on full-time 4×4 vehicles. For vehicles with different drive modes, select ‘normal’ or ‘road’ mode. You’ll also need to reinflate tyres to normal road pressures. If there are only a few kilometres of blacktop before you’ll be back on dirt again, you can leave tyres deflated, but don’t forget to keep your speed in check.

While you’re pulled up and reinflating the tyres, take the time to have a good look over your vehicle. Inspect the tyres for any damage such as nicks or cuts, check the windscreen and lights for chips or cracks, and make sure the licence plates are clean and legible.

What to do

  • Adjust tyre pressures to suit dirt roads
  • Select 4×4/lock centre diff
  • Be smooth when cornering, accelerating and braking
  • Look and plan well ahead
  • Slow down for oncoming vehicles

What not to do

  • Drive too fast for conditions
  • Perform abrupt cornering/braking moves
  • Drive in other’s dust clouds
  • Drive on closed roads
  • Forget to reset/reinflate for sealed roads

Dirt-road driving FAQs

Q: What tyre pressure should I use on dirt roads?

A: There is no one-specific dirt-road pressure to suit all vehicles and all roads. As a general guide, if you normally run 35psi on a moderately loaded 4×4 on sealed roads, you’ll want to drop this down to as low as 26psi or so for dirt-road driving, especially on rough and/or corrugated roads.

Q: Should I use 4H on dirt roads?

A: If your vehicle has a part-time four-wheel drive system, engage 4H (high-range 4×4) when you hit the dirt. This will give you more grip, resulting in more control when accelerating, cornering and even braking.

Q: How should you drive on corrugated dirt roads?

A: Finding the right tyre pressures is critical, while vehicle speed is also a major factor. There will be a certain vehicle speed that acts as a sweet spot, where your tyres will skip over the top of the corrugations. However, don’t go too fast in the hunt for the sweet spot to the point where you might damage your vehicle or lose control.

Q: How should you drive through bulldust?

A: If you can safely avoid bulldust, it’s best to do so. If not, slow down a bit on approach, keep the vehicle pointing where you want it to go and accelerate out the other side. Avoid sudden changes of direction and braking.

Q: How do you deal with dust when driving on dirt roads?

A: Run the air vents on ‘fresh’ when there’s no dust in front of you and flick over to ‘recirculate’ when you spot dust up ahead from preceding or oncoming vehicles. If you end up in the dust cloud of a vehicle ahead and you’re unable to see clearly, slow down enough so that you are back in clear air.

Q: Can you drive on dirt roads when they are wet?

A: Wet dirt roads can become even more slippery than when they are dry, so you will need to adjust your speed to suit the conditions. Many outback roads cannot be traversed in wet weather, so check with local authorities to see if roads are open or closed.

Q: What should you do when you get back onto sealed roads?

A: Put part-time 4×4 vehicles back into two-wheel drive, disconnect the centre diff lock on full-time 4×4 vehicles and select ‘normal’ or ‘road’ mode where applicable. You’ll also need to reinflate tyres to normal road pressures and check the vehicle for damage.

MORE Advice from the experts!

The Ford Ranger Super Duty delivers what is, to us, the only new vehicle segment in recent memory. 

It might be based on an existing vehicle, but there’s nothing else like it on the market right now; certainly in Australia and possibly globally. And it was conceived and developed right here on home soil.

The Super Duty delivers levels of load-carrying and towing capacity that have, until now, never been seen in the midsize 4×4 category. Its capacities exceed what some full-size American pick-ups can haul in some markets, and it does it all while maintaining a footprint close to the standard Ranger.

While the Super Duty was conceived following Ford talks with fleet owners, tradespeople, workers and farmers, its capabilities make it equally valuable to the recreational 4×4 tourer and off-roader. The 4500kg towing capacity and 8000kg GCM will put it on the shopping list of many people who tow heavy trailers.

The larger tyres fitted to it as standard open the door to legal 35-inch tyres, subject to local regulations, while the inclusion of front and rear locking diffs and proper underbody protection make it a four-wheel driver’s dream ute.

The cab-chassis variants have been on sale for six months now and include the options of single-, double- and extra-cab bodies. Now the double-cab pick-up model has arrived on the scene with a traditional ute tub, while the XLT grades add cabin niceties the base models were missing. Again, this new specification will appeal to many recreational 4×4 buyers.

Queenslander Joe Evans saw the potential in the Ranger Super Duty and was an early customer with his aluminium-bodied rig. Joe has given it a comprehensive build with top-shelf parts and is already enjoying the fruits of his labour for touring and as a work vehicle.

We’ve also reviewed the XLT and pick-up models after taking them to the spectacular Bendleby Ranges. And keep an eye out for our next Club 4×4 comparison between the Super Duty and the vehicle it targeted from the outset, the LandCruiser 79 Series.

Ford Australia didn’t just create a new vehicle in the Ranger Super Duty, it created a winner, as it truly exceeds expectations. I’ll go as far as saying it’s the best new 4×4 offering we have seen in decades.

MORE Ford confirms more Ranger Super Duty XLT variants for 2027

Joe Evans has had his share of Toyota four-wheel drives over the years, but when it came time to update to his new rig he strayed from the Big T.

As a builder in south-east Queensland, Joe has used 70 Series LandCruisers and HiLuxes for work and play, but when it came time for the new build he went down a different track with Ford’s new Ranger Super Duty. The Ford and Toyota 4×4 camps are akin to rugby league’s State of Origin rivalry: you’re either one or the other, and you’ll die on the field supporting your brand. So, what did it take to get Joe to switch sides?

“We purchased the Super Duty as we were in the market for a ute better suited to our touring setup towing our 21ft caravan, with better GVM and GCM ratings without having to purchase a big 2500 American ute,” Joe told us.

Those factory 4500kg GVM and 8000kg GCM ratings are the Ranger Super Duty’s key points of difference over other midsize 4×4 utes, and they make the model unique in the local market. The Ranger SD ticked all the boxes for Joe’s needs, but he had a plan to take it to another level.

1

Custom Canopy and Touring Setup 

To achieve its heavy-duty capacities, the Super Duty is built quite differently to any regular Ford Ranger. It has a bigger, heavier chassis and larger differentials to haul heavy loads, and even the wheels and tyres are different spec to a regular Ranger.

As one of the early adopters of the Super Duty, Joe faced a few delays when it came to equipping his new rig, but by teaming up with the right businesses, the finished result was well worth the wait. Once Joe took delivery of his new Ford, it went straight to the workshop of Offroad Creative to start the fit-out and have its custom canopy fabricated.

With its bespoke chassis and suspension, a canopy made for a regular Ford Ranger does not fit straight on to a Super Duty cab-chassis. Offroad Creative’s usual builds are on full-size American pick-ups, so building the canopy for the SD was new to them as well.

As a custom build, the team at Offroad Creative worked closely with Joe to create a body that would suit his needs. The aluminium chassis-mount canopy includes all the usual accessories, including a storage pantry, internal lighting, sliding drawers on each side, a 120-litre water tank underneath, an 85-litre Dometic fridge, underslung toolboxes, a slide-out table and plenty of power outlets.

1

Feeding the power in is a 400Ah ultra-slim battery from Custom Lithium, managed by a Victron system featuring a 3000W Victron Multiplus inverter/charger. A pair of 150W Enerdrive solar panels harvest that Queensland sun to help keep everything charged and ready to go. As well as the fridge and internal lighting, there’s an air fryer and hotplate in the canopy for bush cooking, and an ARB air compressor in one of the toolboxes for tyre inflation. All of the electronics are controlled by a Switch Pros panel in the vehicle and remotely via a phone app.

On top of the canopy and the Ranger’s cab are roof racks made by Offroad Creative, accessed via a ladder at the back. A 270-degree Bushwakker awning is mounted on the passenger side of the canopy to protect against sun and rain when camping.

Under the back of the Ford Ranger Super Duty you will usually see a low-hanging bar that mounts all of the sensors for the ADAS systems. This is in a vulnerable position for off-road driving, so the team at OC relocated it higher under the back of the canopy.

The front of the Super Duty chassis is different too, so it requires its own bullbar. Offroad Creative made the low-hoop front bar for Joe’s truck and tucked a Warn Evo 12 winch in behind it, along with Stedi cube lights in the front. A Stedi light bar sits atop the roof rack, while Stedi rock lights are used at the back and underneath.

1

Powertrain, wheels and suspension

The powertrain for Joe’s Super Duty remains the 3.0-litre V6 diesel engine, 10-speed auto transmission and full-time dual-range 4×4 system that all SDs come with.

Joe wanted to improve the air intake over the standard snorkel but, again, as the Super Duty has a unique bonnet, guards and intake, and he was an early adopter of the new model, he had trouble getting the snorkel he wanted. Fabulous Fabrications came to the rescue with a 5-inch stainless steel snorkel and corresponding airbox in the engine bay. An EVC throttle controller was added to sharpen up engine response when needed.

Even the wheels on the Super Duty are different to a regular Ranger, so finding replacements wasn’t easy. With its heavy-duty axles, the Ranger SD has 8-stud hubs requiring corresponding wheels. The stud pattern isn’t totally unique globally, and Joe was able to settle on a set of DMC Mayhems from Dynamic Wheel Company, shod with 295/70R18 Mickey Thompson Baja Boss all-terrains.

The Mickey Thompson tyres are fitted with Apex Designs valves for quick deflation when hitting the beach. Joe commented when he hit the sand for our photos that they “lowered our pressures from 42psi to 22psi in about three to five seconds per tyre, which was surprising and extremely impressive!”

Heavy-duty suspension is part and parcel of the Super Duty package, but some owners towing large vans were complaining of sag in the rear end when loaded. Joe was on the front foot to combat this before his SD was finished, and had SNC Automotive bolster the rear end with a reset leaf pack that includes an extra leaf, plus a set of Boss airbags to level things out when towing.

1

Towing and daily duties

Following our photo shoot on the beach, Joe and his wife Kylie hooked up their 3.5-tonne dual-axle caravan and set off to Coffs Harbour for a shakedown run.

After which he said: “We couldn’t be happier! Resetting the leaf pack and adding an extra leaf made a hell of a difference, and there was no need to add air into the bags when hooked up as there is absolutely no sag under load now and you hardly know the caravan is there.”

As for the other accessories fitted to the SD, he said: “We are absolutely loving the canopy setup! Having 400Ah of lithium power to play with is very comforting, knowing we have plenty of juice to use at all times.”

Joe has also been using the truck for work duties and reports that it performs well there, too. “I also run the Super Duty daily for work, loaded with tools and equipment, and it is extremely easy to work out of as a builder and super comfortable to drive. The tech is very impressive compared to my HiLux.”

Could the acquisition of the Ranger SD signal a changing of the guard in the Evans garage? It’s looking that way.

15

Upgrades and accessories

MORE Ranger news and reviews!

For generations, Australia’s affinity for trail exploration and remote‑area travel has made four‑wheel‑drive vehicles a staple of national life. Diesel engines, robust ladder‑frame construction and mechanical low‑range gearboxes defined the archetype of a capable 4×4 for decades.

Now, a new force is transforming that landscape: Plug‑in hybrid (PHEV) technology. Combining internal combustion engines with electric motors and high‑capacity batteries, PHEVs promise significant electric‑only driving for everyday use while preserving the ruggedness, towing strength and off‑road ability that buyers demand. 

As of 2026, Australia’s PHEV 4×4 segment – utes and SUVs alike – is evolving rapidly, and the models below show just how diverse and capable that future is becoming.

JUMP AHEAD

BYD Shark: Out now

The BYD Shark 6 was one of the first plug‑in hybrid dual‑cab utes to make a meaningful impact in the Australian market, attracting attention from both tradies and lifestyle buyers looking for a capable 4×4 that also cuts down on fuel costs. 

At its heart is a 1.5‑litre turbo‑charged petrol engine paired with dual electric motors and a multi‑mode hybrid system that together deliver a combined output of around 321kW and 650Nm. The Shark’s 51.9kWh battery gives it a practical electric‑only range of roughly 90 to 100km under typical Australian driving conditions, meaning many owners can cover a full week of commuting and errands in EV mode alone. That electric capability also significantly reduces fuel consumption on urban trips, while regenerative braking and smart hybrid management further enhance efficiency.

Unlike conventional diesel utes, the Shark’s electrified drivetrain doesn’t use a mechanical low‑range transfer case. Instead, it relies on the dual motor setup – one electric motor per axle – to deliver instant torque to all four wheels. On paper, the Shark’s PHEV setup doesn’t match the deep crawl ratios of traditional low‑range gearboxes, but in real‑world conditions its electric torque and traction control systems allow it to perform capably on fire trails and moderate off‑road terrain. 

Ford Ranger PHEV: Out now

Australia’s perennial best‑selling ute received its plug‑in hybrid makeover with a clear goal: retain what buyers love about the Ranger while adding electrified performance and efficiency.

The Ranger PHEV combines a 2.3L turbocharged petrol engine with a single electric motor and a 11.8kWh battery, producing a combined 207kW and 697Nm. This setup delivers smooth acceleration in urban driving and responsive torque when heading off the bitumen.

Ford has retained the Ranger’s 3500kg braked towing capacity and more than 800kg payload, ensuring it meets the practical needs of tradies and touring families. The electric-only range sits at approximately 50km, enough for short commutes and errands without engaging the petrol engine, reducing fuel use while maintaining rugged utility.

GWM Cannon Alpha PHEV: Out now

The Cannon Alpha PHEV brings a performance-focused edge to the electrified ute segment, combining a turbocharged petrol engine with an integrated electric motor in a parallel hybrid setup.

The system delivers strong combined outputs (300kW and 750Nm), with the electric motor providing instant torque to improve throttle response, low-speed control, and towing performance. A high-voltage lithium-ion battery enables a real-world electric driving range of over 100km, supported by multiple drive modes including EV-only, hybrid, and charge sustain. This allows most daily driving to be completed առանց fuel use, while still retaining long-distance flexibility.

Importantly, the Alpha keeps proper off-road hardware: a dual-range transfer case, selectable low range, and front/rear locking differentials on a ladder-frame chassis. Combined with the electric motor’s precise torque delivery, this setup provides better crawl control and load management than systems relying purely on electronic traction aids. It also comes with DC fast-charging capability, strong thermal management for the battery, and a braked towing capacity of 3500kg.

JAC Hunter PHEV: August, 2026

The JAC Hunter PHEV will arrive in Australia in August 2026, with the two-variant range priced from $49,988 plus on-road costs. The Hunter Pro starts at $49,988, while the flagship Hunter X is priced from $54,844.

JAC says the Hunter has undergone more than 100,000km of testing in Australia ahead of its launch, covering towing, load carrying, hot-weather conditions and a mix of on- and off-road driving.

Power comes from a 2.0-litre turbo-petrol engine working with electric motors on both axles. Combined outputs are claimed at 360kW and 1010Nm, with the PHEV system delivering up to 100km of electric-only driving range and a claimed 1005km total range. JAC quotes fuel consumption of 1.6L/100km on the NEDC cycle. Both versions carry a 915kg payload and are rated to tow up to 3500kg with a braked trailer.

The Hunter X builds on the Pro with front and rear differential locks, black exterior styling, 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 220V outlet in the tub. A front and rear differential lock package is available for the Hunter Pro for $1888, while the Hunter X can be fitted with an optional power sunroof for $1500.

Chery Stockman: Q4, 2026

Chery is preparing to launch the Stockman plug-in hybrid ute in Australia in Q4 2026, with a 2.5-litre turbo-diesel PHEV powertrain producing a claimed 350kW and 800Nm. Electric-only range is rated at up to 100km under the NEDC cycle, while claimed combined fuel consumption is 2.0L/100km.

The Stockman will be capable of towing up to 3500kg braked and 750kg unbraked. Its off-road hardware includes four-wheel drive, all-terrain tyres, triple differential locks, crawl control and tight-turn assist, with 247mm of ground clearance.

At 5450mm long, 2010mm wide and 1890mm tall, the Stockman rides on a 3250mm wheelbase and has a 1560mm x 1560mm cargo tub. Suspension comprises double wishbones up front and leaf springs at the rear, with Chery planning locally tuned suspension and driver assistance systems for Australian-market models.

Inside, the Stockman is set to offer leather upholstery, heated and ventilated front seats, wireless smartphone charging, dual-zone climate control and a premium audio system. A petrol-powered version is expected to join the range in 2027. Australian pricing, variant details and final specifications are yet to be confirmed.

Nissan Frontier Pro PHEV: Out 2026‑2027

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.

Land Rover Defender 110 P400e: Out now

For buyers who want electrification without giving up serious 4×4 muscle, the Land Rover Defender 110 P400e remains one of the most compelling options on sale.

Land Rover has integrated a plug-in hybrid powertrain while preserving the Defender’s legendary off-road hardware, including a low-range transfer case, full-time all-wheel drive with locking differentials, and the Terrain Response system.

The P400e combines a 2.0-litre turbocharged four-cylinder petrol engine with an electric motor, producing a combined 297kW and 640Nm through an eight-speed automatic transmission. A 19.2kWh battery provides up to around 50km of electric-only driving under WLTP testing, making it practical for short urban trips without using fuel. Despite electrification, the Defender maintains serious capability, with a wading depth of up to 900mm, ground clearance reaching 291mm via air suspension, and a braked towing capacity of 3000kg.

On-road, the hybrid setup adds refinement, offering quiet EV operation in traffic and smoother power delivery; while off-road, the instant torque from the electric motor improves low-speed control on steep or slippery terrain. The result is a Defender that remains true to its heritage while providing meaningful efficiency gains.

GWM Tank 300 Hi4-T: Out now

The GWM Tank 300 Hi4‑T PHEV has quickly set a benchmark for electrified off-road capability.

Built on a ladder-frame chassis with part-time 4WD, low-range transfer case, and locking differentials, it keeps serious off-road hardware while adding hybrid efficiency. The Hi4‑T pairs a 2.0-litre turbo petrol engine with a 120kW electric motor through a 9-speed hybrid automatic, producing 300kW and 750Nm.

A 37.1kWh battery provides around 115km of electric-only range (NEDC) and contributes to a combined range of 955km, with 50kW DC fast charging and Vehicle-to-Load capability enhancing daily practicality. It also retains a 3000kg braked towing capacity, while features like crawl control, all-terrain modes, and adaptive safety systems make it versatile on- and off-road. Interior tech includes a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, dual-zone climate control and wireless charging.

Demonstrating its real-world capability, the Tank 300 Hi4‑T PHEV has successfully climbed Australia’s challenging Beer O’Clock Hill in full production spec.

GWM Tank 500 Hi4-T: Out now

The GWM Tank 500 Hi4‑T PHEV is a larger, touring‑oriented hybrid 4×4 that brings serious capability to the segment alongside the Tank 300 Hi4‑T PHEV.

Like its sibling, it rides on a body‑on‑frame chassis with mechanical 4WD, low‑range gearing and multiple locking differentials, positioning it to compete with established full‑size wagons such as the Toyota LandCruiser Prado. Just like the Tank 300 Hi4‑T PHEV, the GWM Tank 500 Hi4‑T PHEV also conquered Australia’s challenging Beer O’Clock Hill in full production spec.

The Tank 500 Hi4‑T combines a 2.0‑litre turbo-petrol engine with a 120kW electric motor, driving through a 9‑speed hybrid automatic to deliver around 300kW and 750Nm. A 37.1kWh battery supports up to roughly 120km of electric‑only range (NEDC) and contributes to a combined driving range around 950km, with 50kW DC fast charging and Vehicle‑to‑Load (V2L) functionality enhancing flexibility. Braked towing capacity remains at 3000kg.

Denza B5: Out now

The Denza B5 joined the Australian market in early 2026 as a new contender in the large hybrid 4×4 space.

Built on BYD’s DM‑O Super Hybrid platform, the B5 combines a 1.5‑litre turbocharged petrol engine with dual electric motors and a 31.8kWh Blade battery, producing 400kW and 760Nm and offering roughly 90km of electric‑only range (WLTP) with up to 100kW DC fast‑charging support.

Unlike many crossover hybrids, the B5 is underpinned by a body‑on‑frame architecture with selectable low‑range gearing, electrically actuated front and rear diff locks and available adaptive (DiSus‑P) suspension, giving it traction and composure on gravel and more demanding surfaces as well as sealed roads. Its hybrid system is tuned to prioritise electric driving for daily use while seamlessly blending in petrol power for longer trips and challenging terrain, and a claimed combined range approaching 1000 km underscores its touring potential.

Pricing starting around $74,990 before on‑road costs places the B5 in direct sight of rivals such as the Toyota Prado, but it distinguishes itself with modern tech and strong power figures. Just like the Tank 300 Hi4‑T PHEV, the Denza B5 has proven its mettle by tackling Australia’s challenging Beer O’Clock Hill in full production spec.

Denza B8: Out now

The Denza B8 expands on the B5’s formula by adding seven‑seat flexibility, greater size and higher towing potential, making it especially appealing to families and touring enthusiasts.

Built on the same body‑on‑frame “Dual Mode Offroad” hybrid architecture as the B5, the B8 pairs a 2.0‑litre turbo-petrol engine with dual electric motors for a combined 425kW and 760Nm, helping it stand out in the large PHEV SUV space. The 36.8 kWh Blade battery supports over 100km of electric‑only range (WLTC) while enabling a claimed combined range approaching 900 to 950km thanks to its efficient hybrid system.

Underpinning the B8 is serious hardware for varied terrain and towing. It sits on a body‑on‑frame chassis with selectable low‑range gearing and electronically‑actuated diff locks, and seating is available in both six‑seat (6S) and seven‑seat (7S) layouts to suit different needs. Advanced adaptive suspension with DiSus‑P body control helps the B8 manage weight and remain composed on both highways and rougher tracks.

Inside, premium touches like a large touchscreen, high‑end audio and refined cabin materials support comfort on long journeys, while a broad suite of terrain and drive modes supports traction and confidence beyond sealed roads.

Just like the Tank 300 Hi4‑T PHEV, the Denza B8 has demonstrated real‑world capability by tackling Australia’s challenging Beer O’Clock Hill in full production spec.

BYD Yangwang U8: Late 2026 or beyond

The BYD Yangwang U8 is a full-size hybrid SUV built on BYD’s e4 platform with four independent electric motors and a 2.0‑litre turbo petrol engine as a range extender, producing around 880kW and 1280Nm. 

Its 49kWh battery is expected to offer roughly 180km of electric-only range and about 1000km total CLTC range, with individual‑wheel drive and adaptive traction systems enabling precise torque vectoring and advanced maneuvers, including tank turn capability.

Right-hand-drive prototypes have been spotted testing in Australia, supporting a potential late‑2026 or early‑2027 arrival, though no official launch date is confirmed. If it arrives locally, the U8 would be one of the most advanced plug-in hybrid 4×4 SUVs, with its quad‑motor layout and advanced control systems offering capabilities beyond conventional hybrid SUVs.

GWM Cannon Hi4-T PHEV: Late 2026

GWM is preparing to add another plug-in hybrid ute to its Australian range with the Cannon Hi4-T PHEV, which is expected to arrive in 2026. It will sit below the larger Cannon Alpha PHEV and target buyers considering alternatives to established diesel-powered utes.

The Cannon Hi4-T pairs a 2.0-litre turbo-petrol engine with GWM’s Hi4-T plug-in hybrid system, with expected combined outputs of around 300kW and 750Nm. Despite its electrified powertrain, the Cannon Hi4-T is being developed with off-road and towing capability in mind. It will feature four-wheel drive and a confirmed 3500kg braked towing capacity, making it relevant to touring and towing applications.

GWM has yet to confirm Australian-market details including payload, electric-only driving range, pricing and final specifications. More information is expected ahead of its local launch.

Looking ahead

The rise of plug‑in hybrid 4×4 vehicles represents a significant shift for Australian buyers. These are not merely soft‑roader crossovers with AWD badges; they are vehicles engineered to balance electric efficiency with authentic four‑wheel‑drive capability.

For many owners, the appeal is simple: you can drive to work on electric power, then tow a caravan, haul gear or tackle remote tracks with confidence. The blend of hybrid technology and rugged engineering offers a path toward cleaner, more efficient motoring without sacrificing the durability and capability that 4×4 buyers hold dear.

In 2026, the PHEV 4×4 segment is still young, but it’s already delivering a fascinating array of options – from everyday utes and family SUVs to serious off‑road wagons. As battery technology improves and charging infrastructure expands, this electrified chapter in 4×4 history looks set to become one of its most exciting.

MORE Australia’s electric utes: Current models and future launches

Buying a 4WD is just the start.

For many owners, the modifications begin almost immediately. A bull bar, suspension upgrade, driving lights or a set of all-terrain tyres soon lead to a canopy, drawer system, dual-battery setup, rooftop tent and camping gear. Before long, what started as a $65,000 dual-cab can represent an investment well into six figures.

Here’s the question worth asking yourself: Does your insurance still reflect the way you actually use your 4WD? For many owners, the answer isn’t as straightforward as they think.

1

How 4WD modifications affect your insurance

Not every 4WD becomes a fully equipped touring rig overnight. 

Many start life as a daily driver before gradually evolving into something much more capable. A few weekend camping trips often turn into longer adventures, with each trip adding another accessory or modification.

Take a typical dual-cab ute. In its first year it might remain completely standard. By year three it could be running upgraded suspension, a bull bar, winch, canopy, drawers, a dual-battery system, driving lights and a rooftop tent. It’s not unusual for those upgrades to add $30,000 to $50,000 to the overall investment.

Even if your 4WD is still factory standard today, it’s worth thinking about where it might be in a few years. As your vehicle evolves, your insurance should evolve with it.

That’s where specialist insurers such as Club 4X4 (↗) come into their own. Rather than forcing owners to rethink their insurance once modifications begin, policies designed specifically for 4WD enthusiasts can adapt as the vehicle and the way it’s used changes.

1

Are your 4WD modifications properly insured?

For many touring builds, the accessories eventually become one of the biggest investments. 

Bull bars, suspension, winches, long-range fuel tanks, canopies, electrical systems and storage solutions all add value to the vehicle, while professional installation can represent a significant cost in its own right.

Whatever insurer you choose, it’s worth checking exactly how modifications are covered. Are they automatically included? Do they need to be declared? Are they insured at market value or agreed value? They’re questions many owners don’t ask until they need to make a claim, by which point it’s a bit late to be finding out the answer.

Club 4X4, for example, allows owners to insure modifications separately from the base vehicle, recognising that accessories often represent a substantial investment in their own right.

2

Does your policy cover camping and touring gear?

Walk around any touring setup and you’ll quickly realise the accessories bolted to the vehicle are only half the story. 

Portable fridges, recovery gear, camp chairs, awnings, cooking equipment, portable power stations and camera gear can easily add thousands of dollars to the value of your setup.

It’s another reason to read your policy carefully. Some insurers offer cover for portable equipment, while others have different limits or conditions depending on where the equipment is stored or being used. If you’re regularly travelling or camping away from home, it’s worth understanding exactly what’s covered before you leave the driveway.

1

Does your insurance cover off-road driving?

Another question many owners don’t think about is where they’re insured to drive. 

Most 4WDs spend plenty of time away from sealed roads, whether that’s on beaches, forestry tracks, station roads or remote touring routes. Insurance policies can differ when it comes to off-road use, so it’s worth checking exactly where you’re covered and whether any exclusions apply.

The same goes for off-road recovery. Recovering a stranded vehicle from a remote location can quickly become one of the biggest expenses following an incident. Even experienced four-wheel drivers can find themselves needing assistance after mechanical failures, flooding or unexpected track conditions.

It’s worth understanding what recovery assistance your policy includes and, just as importantly, what it doesn’t.

Agreed value vs market value explained

Another decision every 4WD owner should understand is the difference between agreed value and market value. 

Market value reflects what the vehicle is worth immediately before a claim, taking into account its age, kilometres and condition. Agreed value is a figure agreed when the policy is taken out, providing certainty about what the vehicle is insured for during the policy period.

There’s no right or wrong option. It comes down to your individual circumstances. However, once modifications start adding significant value to your vehicle, it’s worth reviewing whether your current policy still reflects what you’ve invested.

Choosing the right insurance for your 4WD

Every 4WD owner uses their vehicle differently. 

Some remain largely stock. Others gradually evolve into dedicated touring rigs over several years. Whatever stage you’re at, it’s worth reviewing your insurance regularly to make sure it reflects both your vehicle and the way you use it. The key isn’t simply finding the cheapest policy. It’s understanding exactly what’s covered before you need to make a claim.

Here at 4X4 Australia, our project vehicles are constantly evolving as new accessories and equipment are fitted throughout the year. That’s one of the reasons we insure them with Club 4X4. They don’t stay standard for long, and we wanted an insurer that understands the realities of modified four-wheel drives, off-road touring and the gear that comes with them.

Whether you choose a specialist insurer or not, the important thing is making sure your insurance keeps pace with your build. After all, your next modification could be just one weekend away.

Frequently Asked Questions

Q: Do I need specialist 4WD insurance for a modified vehicle?

A: It depends on how your vehicle is used and what has been added to it. As a 4WD evolves with accessories such as bull bars, suspension upgrades, winches, canopies, drawer systems and electrical setups, it’s worth making sure your insurance still reflects the vehicle’s true value and how it is used.

Q: Are 4WD modifications covered by standard insurance?

A: Insurance policies can differ when it comes to modifications. Some may automatically include certain accessories, while others may require modifications to be declared or insured separately. It’s worth checking exactly how your modifications are covered before you need to make a claim.

Q: What 4WD modifications should I tell my insurer about?

A: Any modifications that add value to the vehicle should be reviewed with your insurer. This can include bull bars, suspension upgrades, winches, long-range fuel tanks, canopies, electrical systems and storage solutions.

Q: Can accessories be worth more than the vehicle itself?

A: For many touring builds, accessories can represent one of the biggest investments. Items such as bull bars, suspension, winches, canopies, electrical systems and storage solutions can add tens of thousands of dollars to the overall investment.

Q: Does 4WD insurance cover camping and touring gear?

A: It depends on the policy. Portable fridges, recovery gear, camp chairs, awnings, cooking equipment, portable power stations and camera gear can add significant value to a touring setup, so it’s important to understand whether these items are covered and any limits or conditions that apply.

Q: Does 4WD insurance cover off-road driving?

A: Insurance policies can differ when it comes to off-road use. If you regularly drive on beaches, forestry tracks, station roads or remote touring routes, it’s worth checking where you are covered and whether any exclusions apply.

Q: Is off-road recovery covered by 4WD insurance?

A: Off-road recovery cover varies between policies. Recovering a stranded vehicle from a remote location can be expensive, so it’s worth understanding what recovery assistance your policy includes and what it does not.

Q: What is the difference between agreed value and market value insurance?

A: Market value reflects what the vehicle is worth immediately before a claim, taking into account factors such as age, kilometres and condition. Agreed value is a figure agreed when the policy is taken out, providing certainty around what the vehicle is insured for during the policy period.

Q: Should I review my 4WD insurance after adding modifications?

A: Yes. As your vehicle changes, it’s worth regularly reviewing your insurance to make sure it reflects both the vehicle and the way you use it. A stock 4WD and a fully equipped touring rig may require very different levels of cover.

MORE All things Club 4×4!

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 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.

GWM Cannon Alpha 3.0-litre diesel: September, 2026

A new 3.0-litre turbo-diesel engine will join the GWM Cannon Alpha range from September, bringing a sizeable increase in torque over the existing diesel option.

Replacing the current 2.4-litre turbo-diesel four-cylinder, the new engine delivers 170kW and 620Nm, an increase of 35kW and 140Nm. It is matched with GWM’s nine-speed automatic transmission and continues to offer a 3500kg braked towing capacity.

Claimed fuel consumption for the new diesel Cannon Alpha is 7.3L/100km, with the higher torque output aimed at improving towing performance and long-distance touring capability. Before launch, the new powertrain completed more than six months of Australian engineering and validation testing.

Pricing and full specifications will be confirmed closer to the September launch, with expressions of interest now open.

GWM Tank 500 3.0-litre diesel: September, 2026

Like the Cannon Alpha, the Tank 500 will also receive the brand’s new 3.0-litre turbo-diesel engine, adding a higher-torque option to the large seven-seat SUV range.

Designed for buyers who spend time towing and travelling long distances, the new diesel produces 170kW and 620Nm, paired with a nine-speed automatic transmission. It replaces the existing 2.4-litre turbo-diesel and delivers a 35kW and 140Nm increase. The diesel-powered Tank 500 maintains its 3500kg braked towing capacity, while GWM claims fuel consumption of 7.1L/100km.

The new engine has been locally tested for more than six months, with validation covering Australian roads and conditions. It will sit alongside the Tank 500 Hybrid and Hi4-T plug-in hybrid variants, which offer higher combined outputs, but the diesel is targeted at buyers who value torque delivery, towing capability and touring efficiency.

Full pricing and specifications will be revealed closer to the September launch, with expressions of interest now open.

1

GWM Cannon Hi4-T PHEV: Late 2026

GWM is set to expand its electrified ute line-up in Australia with the arrival of the Cannon Hi4-T PHEV, a plug-in hybrid dual-cab aimed at rivals including the BYD Shark and Ford Ranger PHEV.

Sitting below the larger Cannon Alpha PHEV, the Cannon Hi4-T combines a 2.0-litre turbo-petrol engine with GWM’s Hi4-T plug-in hybrid system, delivering expected outputs of around 300kW and 750Nm.

Designed to retain genuine ute capability, the Cannon Hi4-T will offer a four-wheel-drive system and a confirmed 3500kg braked towing capacity, making it a potential option for touring and towing buyers looking to move away from diesel power.

Local specifications, including payload, electric driving range and pricing, are yet to be confirmed, but the Cannon Hi4-T PHEV is expected to arrive in Australia in 2026.

MORE Every new 4×4 ute coming to Australia in 2026 and beyond

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: 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.

GWM Cannon Alpha 3.0-litre diesel: September, 2026

The GWM Cannon Alpha is set to gain a new 3.0-litre turbo-diesel engine from September, bringing more torque for buyers focused on towing and touring.

Replacing the current 2.4-litre turbo-diesel four-cylinder, the new engine produces 170kW and 620Nm, up 35kW and 140Nm, and is paired with GWM’s nine-speed automatic transmission. The Cannon Alpha retains its 3500kg braked towing capacity, while claimed fuel consumption is rated at 7.3L/100km.

GWM says the new diesel has undergone more than six months of local engineering and validation, with testing focused on durability, drivability, towing performance and powertrain calibration across Australian conditions. Joining GWM’s existing petrol, hybrid and plug-in hybrid powertrains, the 3.0-litre diesel is aimed at buyers wanting stronger low-end torque for towing and long-distance touring.

Pricing and final specifications will be announced closer to its September launch, with expressions of interest now open.

GWM Cannon Hi4-T PHEV: Late 2026

The GWM Cannon Hi4-T PHEV is set to arrive in Australia in 2026, bringing another plug-in hybrid option to the growing dual-cab ute market.

The Hi4-T system pairs a 2.0-litre turbo-petrol engine with electric motors, with expected outputs of around 300kW and 750Nm. It will also offer four-wheel drive and a 3500kg braked towing capacity, making it a potential option for caravans, boats and touring setups.

Sitting below the larger Cannon Alpha PHEV, the Cannon Hi4-T will compete with models including the BYD Shark and Ford Ranger PHEV. GWM is yet to confirm local details including battery size, electric driving range, payload and pricing.

MORE Australia’s electric utes: Current models and future launches