4X4 Australia

Walk into a ute showroom in the last fortnight of June and you can feel the maths happening in real time.

The salesperson wants the deal signed before the books shut. The buyer wants a number their accountant will nod at. Between them sits a Ranger, a HiLux or a D-MAX wearing a drive-away price a fair bit sharper than it looked back in March.

In 2026 there is more reason than usual to be in that room. Diesel is at record prices, a clutch of big nameplates are mid model-change, and the newer brands are knocking five figures off stickers to buy their way onto driveways. Kia has just cut up to $13,000 off the Tasman. Ford has taken almost $15,000 off parts of the Ranger Hybrid range. The deals are the real thing. So are the traps, and the biggest one is the tax story almost everybody gets wrong.

JUMP AHEAD

Before you sign: the EOFY ute tax reality in 60 seconds

Sort this out before you fall for a discount, because the most repeated EOFY tip is simply wrong.

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Ford Ranger

Ford is leaning on fuel cards and big cuts to the Hybrid range rather than touching the core diesel sticker. The Ranger is still the best-selling vehicle in the country, though its 4×4 sales slipped 7.4 per cent over the first four months of 2026 as rivals piled in. Ford’s EOFY headline is a $5000 fuel card on selected models, a direct answer to record diesel prices and arguably worth more to a high-kilometre tradie than a token discount.

On top of that, Ford has taken up to almost $15,000 off the new Ranger Hybrid range, with the XLT Hybrid now from around $62,000 drive-away and the Ranger Sport Hybrid (PHEV) from around $66,000 drive-away. The Wildtrak Hybrid sold out as fuel prices climbed and returns for the MY26.5 update at about $70,000 drive-away in the September quarter. There is run-out value on existing diesel stock, too.

For a high-kilometre operator, the fuel card or the Hybrid is the smart choice right now. For the cheapest Ranger, hunt the run-out diesel sitting in the yard.

Finance offer (↗)

Ford is offering competitive EOFY finance across selected Ranger (and Everest) models. Ranger Platinum and Ranger Raptor buyers can access a 6.99% p.a. finance offer for approved ABN holders, while selected Everest and Mustang variants are available with a 5.92% p.a. interest rate and 6.99% p.a. comparison rate.

Fuel card offer (↗)

Ford is throwing in prepaid fuel cards worth up to $5000 across selected Ranger and Everest variants. MY26 and earlier models score up to $5000, while selected MY26.5 variants receive up to $4000.

MY26.5 Ranger driveaway offer (↗)

Ford’s updated MY26.5 Ranger range is available with driveaway deals including the Ranger Wolftrak V6 4×4 Double Cab from $73,000 driveaway.

Toyota HiLux

Toyota almost never blinks on HiLux pricing, so your leverage is at dealer level on stock that is already run-out. The HiLux is the one nameplate where you should temper your expectations. Demand has always been strong enough that Toyota seldom runs aggressive factory drive-away campaigns, and that has not changed.

The diesel 4×4 range opens around $57,990 before on-road costs for the SR and tops out near $71,990 for the Rogue and Rugged X, now with a 48-volt mild-hybrid in the mix. The new electric HiLux BEV lands from $74,990 before on-roads and is squarely aimed at fleets and mine sites.

The wrinkle worth knowing: an all-new HiLux on a fresh platform is due late 2026 or early 2027, which makes current stock effectively run-out. An in-stock HiLux gives you something to negotiate on, but do not sit on your hands waiting for Toyota to gut the price. It is not that kind of brand.

There are currently no specific EOFY deals running for the new HiLux

Toyota Tundra

Toyota is backing the Tundra with a simple EOFY package aimed at new and demonstrator stock, combining on-road cost relief with a cash bonus on eligible vehicles.

Buyers can access free on-road costs plus a $10,000 EOFY bonus on new and demonstrator Tundra models built up to July 2025. The offer is designed to move existing inventory rather than change list pricing, with value applied at the point of purchase on qualifying stock.

The campaign runs from 1 May 2026 through to 30 June 2026, giving a short, targeted window to secure the bonus on available Tundra vehicles before EOFY wraps up.

Tundra EOFY offer (↗)

Toyota is offering free on-road costs plus a $10,000 EOFY bonus on new and demonstrator Tundra models built up to July 2025.

Isuzu D-MAX

The benchmark work ute, where the six-year warranty and flat-price servicing are as much the deal as the drive-away number. The D-MAX is the tradie and fleet favourite for good reason, and the ownership package is hard to argue with: a six-year, 150,000km warranty, five years of flat-price servicing and seven years roadside assistance.

Drive-away pricing has been running across the range, from the SX 4×2 single-cab chassis (2.2-litre) at $36,990, to the X-RIDER 4×4 crew at $56,990, up to the TOUR MATE LS-U at $72,990 and LS-U+ at $75,990.

The new 2.2-litre is the volume engine. The 3.0-litre starts attracting penalties under the New Vehicle Efficiency Standard from 2026, which may nudge pricing on those variants, so watch that space. The SX single-cab carries up to 1,350kg of payload, which clears the one-tonne line that matters for the commercial-vehicle tax treatment. Worth confirming whether the current drive-away campaign, scheduled to run to 31 May, has rolled into June.

Test drive gift card offer (↗)

Test drive a new 2.2-litre D-MAX (or MU-X) and receive a $50 digital gift card after completing a short survey.

Mitsubishi Triton

The most improved ute in the class is also among the sharpest on price, and the new Raider is the standout. The current-generation Triton is selling strongly, with 4×4 sales up 10.4 per cent year-on-year in 2026 while bigger rivals went backwards.

The headline for EOFY is the new Raider flagship at $74,990 drive-away, with suspension and steering tuned by local engineering firm Premcar and a chosen wheel-and-all-terrain-tyre package. That price undercuts the Ford Ranger Tremor and the Toyota HiLux Rugged X once on-road costs are added to the rivals. Mitsubishi has historically sweetened EOFY with bonus cash cards on Triton, so ask what is current, and its conditional warranty runs up to 10 years or 200,000km when the ute is serviced on schedule within the Mitsubishi network.

For a tough-spec dual-cab without stepping up to V6 money, the Triton is the rig that makes the others justify their premium.

MY25 Triton runout sale (↗)

Mitsubishi’s MY25 Triton runout campaign includes promotional driveaway pricing across the range, plus a $2,000 fuel card on selected variants.

Triton EOFY event (↗)

The latest Mitsubishi Triton lineup is also available with EOFY driveaway pricing, with selected GLX-R and GLS variants including three years of free servicing.

Mazda BT-50

The same hardware as the D-MAX in a sharper suit, often with a slightly keener deal, so cross-shop the two. Mechanically the BT-50 is a D-MAX, which means proven underpinnings and the same 3.5-tonne braked towing. Mazda’s EOFY sale runs to 30 June, with dual-cab drive-away pricing from around $53,990, plus Mazda Assured finance options sitting near a 2.99 per cent rate with balloon structures aimed at business buyers. New Thunder and Boss variants have arrived for 2026.

If you are looking at a D-MAX, get a BT-50 quote on the same spec before you decide. The Mazda often comes in a touch sharper, and the cabin finish is a step up for the family-and-work crossover buyer.

BT-50 finance offer (↗)

Business buyers can access a 2.99% APR finance offer on eligible Mazda BT-50 XS Dual Cab models over a 36-month term.

GWM Cannon and Cannon Alpha

The value pick, where a seven-year warranty and a cash-or-finance choice do the heavy lifting. GWM has gone after the segment with a seven-year, unlimited-kilometre warranty and aggressive drive-away pricing. The Cannon Alpha Ultra has been listed from $56,990 including $2000 off, with Cannon Alpha PHEV variants carrying up to $6000 off. National offers have included a choice of an extra $2000 cashback or a 1.99 per cent comparison-rate finance deal over three years with no deposit and no balloon.

As with several brands, the campaign deadline was 31 May with finance settling by mid-June, so confirm the June position before you bank on it. The Cannon Alpha PHEV is the cheapest established way into a plug-in ute, and for a buyer who leads with the budget and can live with a newer brand, the numbers do a lot of the talking.

Trade-in and loyalty offers (↗)

Existing GWM owners and their families can access a $3,000 trade-in bonus on selected models including the Cannon Alpha PHEV and Tank 500 PHEV. Current GWM owners can also claim a $1,000 garage loyalty bonus.

BYD Shark 6

Australia’s best-selling plug-in ute now has a cheaper entry point, a tougher flagship, and finance that undercuts the diesel establishment.

The Shark 6 has muscled into the top five best-selling utes on the strength of its plug-in hybrid drivetrain. For 2026 the range has grown to three. The new Dynamic cab-chassis opens from $55,900, the Premium pickup holds at $57,900 (about $63,838 drive-away in Sydney), and a Performance flagship tops it at $62,900, all before on-road costs. EOFY brings $3000 cashback on the Premium and a 1.88 per cent comparison-rate finance offer over three years with no deposit or balloon, running to 29 June with settlement by 30 June. Warranty is six years or 150,000km on the vehicle and eight years or 160,000km on the battery, with vehicle-to-load to run tools straight off the tray.

Two caveats for work buyers. The Premium tows 2500kg where the diesel establishment and the new Performance hit 3500kg, and payload sits under one tonne (roughly 760 to 825kg), which means the Shark 6 is most likely taxed as a “car” rather than a commercial vehicle. Brilliant around town and on fuel, but read the towing and payload before you assume it replaces a diesel one-for-one.

Cashback offer (↗)

Receive $3000 cashback on selected new BYD plug-in hybrid models.

Finance offer (↗)

BYD is also offering a sharp 1.88% p.a. comparison rate finance deal across selected plug-in hybrid models on a 3-year loan term, with no minimum deposit and no balloon payment.

Kia Tasman

Slow sales have triggered the biggest discounts in the segment, and the flagship is now genuinely sharp. The Tasman’s styling splits opinion and its sales started slowly, with about 1,658 registrations to the end of April 2026 against a 20,000 annual target. Kia’s answer is heavy drive-away cuts of up to $13,000, valid to 30 June 2026.

The flagship X-Pro 4×4 dual-cab is now $64,990 drive-away, down $13,000 from its $74,990 before-on-roads launch price. The X-Line sits at $59,990, the SX+ at $54,990 and the SX at $51,990, with the S 4×4 holding at $49,990 and a $1,000 deposit contribution on Kia Finance across the range. At $64,990 the X-Pro undercuts the Isuzu D-MAX X-Terrain 3.0 and the Toyota HiLux SR5.

The 2.2-litre diesel is among the most fuel-efficient in the class, the cabin is best in class, and Kia’s seven-year warranty applies. A redesign has already been flagged. Ignore the styling debate and look at the value: for $65,000 drive-away the X-Pro is one of the most equipped utes you can buy, and on these numbers it is a serious EOFY play.

Deposit contribution offer (↗)

Kia is offering a $1000 deposit contribution through Kia Finance across all in-stock new and demonstrator vehicles.

Tasman driveaway offers (↗)

Kia dealers are advertising EOFY driveaway pricing across the Tasman ute range, with the Tasman X-Line listed from $59,990 driveaway and the flagship X-Pro from $64,990 driveaway.

Nissan Navara

The deepest run-out discounting of the established players. The past-gen Navara is at the end of its life, with an all-new, Triton-based model landing earlier this year. Nissan has reworked the work-focused variants and offered existing-owner finance near 1 per cent. Expect the sharpest clearance numbers of the mainstream pack here, because the brand is moving on old stock.

As a price-led work hack the Navara can stack up, but you are buying yesterday’s ute and resale will reflect that. Go in with eyes open and let the discount do the talking.

Navara finance and driveaway offers (↗)

Nissan is running EOFY deals across the MY26 Navara lineup, including low-rate finance offers for ABN holders, driveaway pricing on selected Navara SL variants, and deferred repayments for up to six months on eligible finance contracts.

Ineos Grenadier

INEOS is leaning into EOFY with a straightforward finance deal across the Grenadier range, targeting ABN holders looking to lock in a low-rate commercial purchase before 30 June.

Approved business buyers can access 1.99 per cent finance over 36 months on selected MY25 and MY26 stock, covering the Grenadier Station Wagon, Quartermaster, Cab Chassis and Black Edition. It is a clean, no-frills structure aimed at buyers prioritising cash flow over upfront discounting, particularly in the commercial and small business space.

The offer runs from 1 April 2026 through to 30 June 2026, giving a limited window to secure the rate across the core Grenadier line-up before EOFY conditions reset.

Grenadier finance offer (↗)

EOFY finance deals are available across the INEOS Grenadier range, with approved ABN holders eligible for 1.99% finance over 36 months on selected MY25 and MY26 vehicles.

Ram 1500

RAM is keeping its EOFY push focused on finance, offering a straightforward low-rate deal on its flagship full-size ute for eligible buyers.

The RAM 1500 Rebel is available with a 4.99 per cent finance offer and no deposit required for a limited time, aimed at approved buyers looking to spread the cost without an upfront payment. The structure is designed to support business and lifestyle buyers who want predictable repayments rather than headline cash discounts.

The offer runs from 1 April 2026 through to 30 June 2026, giving a defined EOFY window to secure the finance rate on the Rebel before the campaign period closes.

Mates Rate finance offer (↗)

The RAM 1500 Rebel is available with a 4.99% finance offer and no deposit required for a limited time.

VW Amarok

Volkswagen is continuing its driveaway pricing strategy across the Amarok range, with a broad MY25 campaign covering the full lineup from work-focused variants through to flagship models.

The Amarok range is available with driveaway pricing from $55,990, spanning Core, Life, Style, PanAmericana and Aventura variants. The offer effectively sets a floor price across the range, with final driveaway cost varying by grade, spec and dealer stock rather than separate short-term bonuses.

The program runs through to 30 June 2026, giving an extended window for buyers to access consistent pricing across the MY25 Amarok line-up leading into EOFY.

Amarok driveaway offers (↗)

Volkswagen’s MY25 Amarok range is available with driveaway pricing from $55,990, spanning Core, Life, Style, PanAmericana and Aventura variants.

The wildcards worth a quote

Three more utes that will deal hard if your decision is led by the bottom line, not the badge. The JAC T9 is following Ford’s lead with a $4,000 fuel card. The KGM Musso (formerly SsangYong) offers diesel value, with a Musso EV from around $60,000 drive-away. The LDV T60 remains the budget benchmark. None of them carry the dealer network or the resale of the majors, but on price alone they force the conversation, and at EOFY that is leverage you can use elsewhere.

JAC T9 EOFY offer (↗)

Every JAC T9 ute purchased during EOFY comes with a $4,000 fuel card, with the deal available across the full T9 range.

LDV T60 MAX driveaway offer (↗)

Selected LDV T60 MAX variants are available with driveaway pricing from $36,990 and include a free tow bar, with savings of up to $2,500 off RRP.

MGU9 savings offer (↗)

MG’s EOFY campaign includes savings and cashback offers ranging from $500 to $3,000 across a broad selection of models.

MGU9 free servicing offer (↗)

Selected MG models are also available with five years of free scheduled servicing on new and demonstrator vehicles.

How to actually land the deal before 30 June

The buyers who win at EOFY are the ones who sort the tax and the delivery before they ever talk price.

EOFY ute deals 2026: quick answers

The questions every tradie and business buyer asks at this time of year, answered straight.

Q: Can I claim the $20,000 instant asset write-off on a new ute?
A: In almost all cases, no. New utes cost more than $20,000, so they do not qualify for the instant write-off. They are depreciated through the small business pool instead, at 15 per cent in the first year and 30 per cent each year after.

Q: What is the car depreciation limit for 2025-26?
A: $69,674. If your ute is classed as a “car”, that is the most you can use to calculate depreciation, and the most GST you can claim back is $6,334.

Q: Do dual-cab utes avoid the car limit?
A: Only if they are built to carry one tonne or more and are not designed mainly to carry passengers. Many diesel utes qualify, but some, including most plug-in hybrid utes, sit under the line once accessorised. Check the payload on the build plate.

Q: Do I have to take delivery before 30 June?
A: Yes, to claim the deduction in 2025-26. The ute must be delivered, registered and ready for use by 30 June 2026, not merely ordered.

Q: Is EOFY actually the best time to buy a ute?
A: Often, for stock already in the yard, because dealers are chasing volume targets. The genuine bargains tend to be on run-out models, and the best total deal is not always the one with the biggest sticker discount.

The end of June rewards the buyer who did the homework in May. Sort the tax, find the stock, then talk price. A deal is only a deal once it survives contact with your accountant.

This article covers general information, not tax advice. Speak to a registered tax agent or accountant about your own circumstances before purchasing.

MORE Australia’s most fuel-efficient diesel utes in 2026

Ford Australia has revamped its locally re-engineered F-150 line-up for 2026. 

The changes are largely cosmetic, but the headline addition is a new Platinum variant at the top of the range. That expands the locally re-engineered F-150 range to three variants, with the Lariat and XLT sitting below the new flagship. 

For this drive we’ve got the mid-spec Lariat, in short-wheelbase (SWB) form, priced at $143,950 plus on-road costs. All three variants are available in either long-wheelbase (LWB) or SWB configurations, and for MY26 there’s no price difference between the two.

JUMP AHEAD

Engine and drivetrain

All F-150 models are powered by the same 3.5-litre twin-turbo petrol V6, delivering a claimed 298kW and 678Nm, backed by a 10-speed automatic transmission.

The ‘EcoBoost’ engine shares its lineage with the Ranger Raptor’s 3.0-litre V6, but with greater capacity comes more power and torque. It also outguns the V8 engines previously offered in the Hemi-powered RAM and Chevrolet Silverado 1500. While it lacks the traditional V8 rumble, Ford has added a synthesised engine note that mimics that familiar soundtrack under acceleration.

The 10-speed automatic is smooth and unobtrusive, while the transfer case offers full-time 4×4 for everyday driving, along with high- and low-range locked modes for off-road use. The base XLT is the only variant to run a part-time 4×4 system with 2WD for on-road driving.

Drive modes include Sport, Eco, Tow, Slippery and Off-road, and all models are equipped with a locking rear differential. The Lariat also features Ford’s Pro Trailer Backup Assist system, which is designed to make reversing a trailer easier for less experienced drivers. A dedicated towing setup and checklist screen is also integrated into the multimedia system.

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What’s new for 2026?

The MY26 F-150 range gets a mild visual refresh, with updates limited to new finishes and revised LED headlight and tail-light designs. 

The biggest exterior change is the Pro Access tailgate, fitted to Lariat and Platinum models. It can be used as a conventional drop-down tailgate or opened via a side-hinged swing-out function to the offside of the vehicle. This is intended to improve access to items in the tray, although it does come at the expense of the integrated step found in the standard tailgate. You’d need to be carrying some very specific loads to fully justify the swing-out design.

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Inside, both the multimedia screen and driver’s display have been upgraded to 12-inch units, giving the cabin a more modern feel. A 14-speaker B&O sound system is also fitted, and it delivers impressive audio quality.

The front seats are wide and comfortable, with power adjustment, heating and ventilation in the Lariat. Both the steering column and pedals have electric adjustment to provide the optimal position, and the range of the column’s reach adjustment allows it to come back far enough to give me a near perfect driving position; something I find very few vehicles can achieve.

The rear seat is similarly spacious and accommodating, but the large panoramic glass roof lowers the headlining slightly. At 185cm, I found headroom to be just adequate, and taller occupants may find it a tight fit.

On- and off-road performance

We had the Lariat for a couple of weeks, using it for day-to-day duties on road, along with a day in the hills to get a feel for its off-road chops. 

Once you’re accustomed to its size, the Effie is a pleasure to drive around town and on the highway. It’s spacious and comfortable, with plenty of performance on tap, which is exactly what you want for long stints behind the wheel.

For a vehicle that’s rated to tow 4500kg, the Lariat is softly suspended, making the ride comfortable and forgiving, while the handling is what you’d expect of a full-size American pick-up. The suspension remains comfortable on gravel roads, and a simple switch to the ‘Slippery’ drive mode helped with traction in the wet mud. This also worked well for a steep hill climb, but we switched to low range for better control on the descent.

Being long and low, these trucks aren’t great off-road vehicles in standard form, but the sky’s the limit once you jump into the range of aftermarket gear to address any off-track deficiencies. 

Off-road specs: 2026 Ford F-150 Lariat SWB
Approach angle24.5
Rampover angle20.0
Departure angle25.3
Ground clearance239mm
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Towing capability

As mentioned, the F-150 is rated to haul a 4500kg trailer, with a GCM of 7365kg and a GVM of 3315kg. 

While the big American truck can pull a heavier trailer than midsize utes legally can, they don’t do so well with payload, as the GVM restricts the Lariat SWB to just 769kg – that’s less than what most midsizers are rated to carry. Of course, there are GVM upgrades available from the aftermarket if you want to up the ante in that respect.

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Verdict

Rest assured, the F-150 Lariat is an awesome touring vehicle and one that would easily handle interstate travel with the family on board.

Add a big boat, horse float or race car trailer on the back, and it’d do a better job than any midsize diesel ute ever could. That’s what these trucks do so well, and the F-150 has been a much underrated option in this segment since returning to the market here. It’s one certainly worthy of your attention.

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Specs

2026 Ford F-150 Lariat SWB
Price$143,950 + ORC
EngineTurbocharged petrol V6
Capacity3496cc
Max power298kW @ 6000 rpm
Max torque678Nm @ 3100 rpm
Transmission10-speed automatic
4×4 systemFull-time, dual-range 4×4
ConstructionAluminium double cab and tub on steel ladder frame chassis
Front suspensionIndependent front suspension with coil springs
Rear suspensionLive axle with leaf springs
Tyres275/60R20
Kerb weight2451kg
GVM3360kg
Payload794kg
Towing capacity4500kg
GCM7410kg
Seating5
Fuel tank136L
ADR fuel consumption13.4L/100 km
MORE F-150 news and reviews!

Those in the Australian 4×4 industry would no doubt be well aware of Allan Gray. 

Through his decades of Toyota LandCruiser expertise, his engineering work with Terrain Tamer, or the hugely popular “Ask Allan” series alongside John Rooth, Gray has long been regarded as one of the country’s most respected figures in the off-road world.

Now, the veteran engineer has officially been recognised with induction into the Hall of Fame at the 2026 Australian Auto Aftermarket Awards, celebrating a career that has shaped Australia’s 4WD aftermarket industry for almost 80 years.

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Gray began his apprenticeship in 1948 at just 14 years old, later going on to work on one of the first Toyota LandCruisers imported into Australia for the Snowy Mountains Hydro Electric Scheme. His career would evolve alongside the rapid growth of the nation’s off-road and touring culture.

In 1977, Gray established Allan Gray Toyota Service, one of only three specialist Toyota 4WD workshops operating in Australia at the time specialising in Toyota 4WDs. His reputation for diagnosing difficult driveline and mechanical issues quickly earned recognition, particularly among LandCruiser owners and remote area operators.

Following the sale of the workshop in the early 1990s, Gray joined Terrain Tamer (↗) as head engineer, where he played a key role in advancing product durability, preventative maintenance practices and technical standards across the 4WD aftermarket sector.

Among his many engineering contributions were developments in crown wheel and pinion setup procedures, suspension and shock absorber installation techniques, and the promotion of parabolic spring technology for leaf sprung four wheel drives.

Outside the workshop, Gray became a familiar face to Australian off-roaders through the long running “Ask Allan” educational series with John Rooth. Remarkably, Gray still works three days a week with Terrain Tamer at 92 years old, contributing to research and development, troubleshooting and technical mentoring.

The Hall of Fame honour also recognised Gray’s charitable contributions beyond the automotive industry. In 2021, he was awarded the Medal of the Order of Australia for service to both the automotive sector and the community, including decades of volunteer work with the St Vincent de Paul Society soup van program.

Terrain Tamer's range of 4x4 brake products
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“The Awards events are always one of the most rewarding parts of the Expo because they shine a spotlight on the incredible talent, innovation and commitment across our industry,” said Stuart Charity, CEO of the Australian Automotive Aftermarket Association.

“From groundbreaking new products and outstanding business initiatives, through to recognising individuals making a real impact, these awards reflect the strength and professionalism of the Australian automotive aftermarket industry.”

Gray was inducted alongside fellow industry veterans Steve Broad and Shayne Quaile.

MORE Terrain Tamer news and products!

The 2026 GWM Tank 500 Hi4-T PHEV has received a series of updates for Australian and New Zealand buyers, headlined by revised suspension and steering tuning developed for local conditions.

Called the “AT-1” package, the changes include updated damper tuning and revised steering calibration aimed at improving ride quality, steering feel and overall composure on local roads and tracks.

GWM says the Tank 500 Hi4-T PHEV is now the second vehicle in its line-up to receive ANZ-specific ride and handling tuning integrated at the factory, following the recently updated Haval H6.

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Underpinning the update is a body-on-frame ladder chassis paired with a mechanical 4×4 system, a nine-speed hybrid automatic and a torque-on-demand transfer case with low-range gearing, rather than an AWD-style layout.

Off-road hardware includes triple locking differentials, 11 selectable drive modes, 213mm of ground clearance, approach and departure angles of 30 and 24 degrees respectively, and 800mm of wading depth, positioning it as a full-size touring and off-road SUV despite its plug-in hybrid drivetrain.

The updated SUV also gains a 220V outlet in the rear cargo area as part of the update, expanding its V2L functionality for powering camping gear, tools and other accessories.

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Pricing for the updated 2026 Tank 500 Hi4-T PHEV sits at $77,990 drive-away as part of GWM’s May offers, with a standard drive-away price of $79,990.

The revised specification applies to MY2026 vehicles built from March 2026 onwards. Buyers should check with their dealer for local stock and arrival timing.

MORE Tank 500 news and reviews!

You’ve just bought a new ute with a 3500kg towing capacity. That means you can hook up a three-and-a-half-tonne van and head for the Gibb River Road, right? Not quite.

Towing capacity is only one number in a chain of figures that all have to stack up before you’re legal and safe. Get any one of them wrong and you’re either over a limit you didn’t know existed, underinsured in a claim you thought was covered, or worst case, pushing the physics of a two-tonne outfit down a corrugated descent with more weight on the back than the chassis was designed to handle.

The problem is that these numbers interact. Your towing capacity is capped by the towbar rating. Your payload is eaten into by every accessory you’ve bolted on since the vehicle left the factory. Your GCM ceiling means that the heavier you load the tow vehicle, the less you can legally put on the trailer. Each figure constrains the others, and the one you haven’t checked is usually the one that catches you out.

None of it is complicated once you know what each term actually means and how they relate to each other. Here’s what each of them means 👇

JUMP AHEAD

Vehicle weights

Tare weight is the vehicle empty, all fluids present, but only 10 litres of fuel in the tank. Manufacturers use this figure for compliance plates.

Kerb weight is heavier: the vehicle with a full tank of fuel and no occupants, luggage or accessories. The moment you bolt on a bull bar, fill a water tank or put a passenger in the seat, you are above kerb weight.

That distinction matters more than most buyers realise. Tare is measured with only 10 litres of fuel; kerb weight assumes a full tank. On a ute with an 80-litre tank, that difference alone is around 58kg. The compliance plate payload figure is calculated from tare, which makes it look more generous than it really is. By the time you fill the tank to drive off the dealer’s lot, you have already used 58kg of your payload budget. Factor that in from the start rather than discovering it at a weigh station on the way to the Simpson.

Gross vehicle mass (GVM) is the maximum the vehicle can legally weigh in total: Kerb weight plus every kilogram of payload including passengers, gear, accessories and towball down weight. Every ute, wagon and 4×4 has a GVM stamped on its compliance plate. Do not exceed it.

Gross combination mass (GCM) is the maximum combined weight of the tow vehicle at its GVM plus the trailer at its ATM. This is the ceiling for the whole outfit and it is often the constraint that catches people out, even when the tow vehicle and trailer both look fine in isolation.

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MORE Opinion: Towing cross country? Learn the basics first

Payload: The number that actually runs your trip

Payload is simply your vehicle’s GVM minus its kerb weight, and it represents every kilogram you are allowed to add to the vehicle before it becomes illegal.

Passengers, fuel beyond a standard tank, recovery gear, a fridge, a rooftop tent, a bullbar, a winch, water, food, and towball down weight all come out of that payload budget.

On a modern dual-cab ute with a GVM of 3200kg and a kerb weight of 2300kg, the payload is 900kg. That sounds reasonable until you start adding it up. Two adults alone account for around 160kg. A quality steel bull bar with a winch is another 120kg. You are at 280kg before the camping kit, the dual battery system, the water tank or the towball load. Payload is the constraint that bites hardest on a fully kitted touring rig, and it pays to know your number before you leave the driveway.

MORE GCM, GVM and payload: What are they?

Trailer weights

Trailers, caravans and horse floats are assessed by two different total weight figures, and mixing them up is where people get into trouble.

Aggregate trailer mass (ATM) is the tare weight of the trailer plus its maximum payload, measured when it is uncoupled from a vehicle. This is the number most manufacturers quote as “gross trailer weight.”

Gross trailer mass (GTM) is the weight carried on the trailer’s own axle when it is hitched and loaded. GTM is always lower than ATM because it excludes the portion of weight transferred onto the tow vehicle via the towball.

The gap between ATM and GTM is not a rounding error. Take a caravan with an ATM of 3000kg. The GTM, which is the weight on the van’s own axle when hitched, might be 2700kg. The remaining 300kg is the towball down weight, transferred onto the tow vehicle. That 300kg now sits inside the tow vehicle’s GVM budget, not the trailer’s. So while the van weighs 3000kg in total, the tow vehicle is carrying 300kg of it. This is why two setups with identical trailer weights can produce very different loads on the tow vehicle, depending on how the trailer is balanced.

Towing capacity

The towing capacity figure quoted by manufacturers is the maximum trailer ATM the vehicle is rated to pull.

Braked towing capacity is the commonly quoted figure: The maximum ATM of a trailer fitted with its own brakes. Most serious rigs pulling anything over 750kg will need a braked trailer. Unbraked towing capacity is capped at 750kg for all passenger and light commercial vehicles in Australia, regardless of what the tow vehicle is capable of.

The tow vehicle’s rating and the towbar’s rating are not always the same figure, and the lower number always wins. A vehicle rated at 3500kg towing with a towbar rated at 3000kg is a 3000kg outfit. Check the towbar compliance plate, not just the vehicle spec sheet.

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Towball loading

Also called towball down weight, this is the vertical load the trailer exerts on the tow ball when hitched. It is often overlooked, and leaving it out of your weight calculations is a reliable way to end up over GVM without realising it.

The rule of thumb is 10 per cent of trailer ATM. A properly loaded 3000kg caravan puts around 300kg of downward force on the towbar. That 300kg counts against your vehicle’s GVM, not just the trailer’s weight budget. A front-heavy van shifts more weight onto the towball. A rear-heavy van reduces towball load but creates instability at speed. Neither extreme is the go. Aim for towball down weight in the range of 10 per cent of ATM and check it with a towball scale before a long run, not after.

A trailer that is front-heavy or sitting at a different angle to the tow vehicle can exceed towball loading limits even if the trailer itself is inside the rated towing capacity. Get the balance right.

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How GCM and towing capacity interact

This is where the arithmetic matters. Say your vehicle has a maximum GCM of 6000kg and a braked towing capacity of 3500kg. In theory, that leaves only 2500kg of GCM headroom for the tow vehicle. Fine on paper.

Now add real-world equipment: ARB bullbar with winch (around 120kg), Ironman 4×4 lift kit and accessories (50kg), MAXTRAX and recovery gear (20kg), dual battery system (30kg), full touring load including water, food and camping kit (250kg), two adults (160kg). You are at or past 2500kg before the towball down weight is added. Every kilogram over that GVM limit cuts directly into your legal towing capacity.

A buffer of 10 to 20 per cent below the rated towing capacity is not conservative. It is the difference between a legal setup and a fine, a voided insurance claim, or an unsafe rig on a corrugated outback track.

GVM upgrades: More payload, done legally

A GVM upgrade is the most direct way to legally carry more weight in a laden touring rig.

Approved by engineers and complied through an authorised modifier, a GVM upgrade raises the maximum the vehicle can weigh in total, which increases usable payload without changing what you put in the vehicle. Common upgrades on dual-cab utes push GVM from the factory figure by 200 to 400kg, depending on the platform and the modifier. Brands such as Ironman 4×4, Dobinsons and ARB offer complied GVM upgrade packages for most popular platforms.

The upgrade typically involves uprated suspension components and an engineering certificate, and it must be declared to your insurer. It does not increase towing capacity, and it does not change the GCM ceiling. What it does is give a heavily kitted rig the legal headroom it needs to carry a real touring load without sitting outside the compliance plate figure every time it leaves home.

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NHVR and state rules: where the thresholds change

Once your gross combination mass exceeds 4500kg, a different regulatory framework applies.

Below that threshold, your outfit is governed by standard Australian road rules applicable to light vehicles. Above it, the National Heavy Vehicle Regulator takes over, and the requirements around mass management, load restraint and driver obligations become more demanding. For a touring rig towing a large caravan, crossing the 4500kg GCM mark is easier than it sounds: a 2800kg tow vehicle plus a 2000kg ATM van gets you there. It is worth calculating your GCM before you buy the van, not after.

Individual state and territory rules can also apply for things like towing with a learner or P-plate licence, trailer lighting requirements, and load restraint standards. The National Heavy Vehicle Regulator website and your state’s transport authority are the right places to verify current requirements, since these details change and vary by jurisdiction.

FAQs

Q: Can I tow my maximum rated capacity and fully load the vehicle at the same time?
A: Rarely. GCM limits mean that adding weight to the tow vehicle reduces available towing capacity. The two figures work against each other.

Q: Does towball weight reduce towing capacity?
A: Not directly, but it counts against GVM, which reduces the margin available for payload and therefore affects how much you can legally tow in a real-world setup.

Q: What happens if I exceed GVM or GCM?
A: Fines, potential insurance issues, and a vehicle that handles poorly. On snotty tracks or in an emergency stop situation, an overloaded outfit is genuinely dangerous.

Q: What buffer should I aim for?
Ten to twenty per cent below all maximum ratings. It keeps you legal, keeps the insurer onside, and leaves room for the gear you always forget to account for.

MORE What is a GVM upgrade and do you really need one?

Toyota Australia will introduce a locally developed GVM upgrade option for select HiLux 4×4 variants from August this year.

Available as a factory-fitted option priced from $4000, the upgrade increases payload by between 372kg and 435kg depending on variant, with maximum payload reaching approximately 1525kg.

The upgrade will be offered on WorkMate double cab-chassis, WorkMate double-cab pick-up, SR extra cab-chassis, SR double cab-chassis, SR double-cab pick-up and SR5 double-cab pick-up variants.

MORE Towing weights explained: What tare, payload, GVM and GCM actually mean
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Mechanical changes include longer rear monotube shock absorbers, a ride height increase of up to 10mm, plus axle capacity increases of 100kg at the front and 280kg at the rear. Toyota says the upgrade retains the full factory warranty of the donor vehicle.

“Introducing a GVM upgrade option for the new HiLux will allow customers to maximise the vehicle’s already-excellent load-carrying capabilities, providing benefits to both fleet and private buyers,” said John Pappas, Toyota Australia Vice President Sales, Marketing and Franchise Operations.

“Being Toyota’s very own factory-fitted option, it ensures the HiLux retains its Toyota five-year warranty and is compatible with all safety systems giving it a real advantage over its aftermarket competition,” he said.

MORE What is a GVM upgrade and do you really need one?
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In simple terms, a GVM upgrade increases the maximum allowable weight of a vehicle when fully loaded, including the vehicle itself, passengers, fuel and cargo. It effectively raises the legal carrying capacity by allowing a higher total load before reaching compliance limits.

Even with the increase, the upgraded HiLux falls well short of the Ford Ranger Super Duty, which has a 4500kg GVM and payload figures ranging from 1825kg to 1982kg depending on cab configuration.

All eligible HiLux grades use Toyota’s 2.8-litre turbo-diesel four-cylinder producing 150kW and 500Nm, paired with a six-speed automatic transmission and dual-range part-time four-wheel drive. SR and SR5 double-cab variants also include 48-volt V-Active technology.

MORE HiLux news and reviews!

Modern independently sprung 4x4s have come a long way, and that sophistication cuts both ways when you start modifying them. 

Today’s IFS platforms deliver genuine refinement and off-road capability out of the box, but they rely on tight suspension geometry, electronics, and factory-calibrated alignment ranges to do it. Lift one without correcting the geometry and you will quickly understand why upper control arms have become a core part of many properly engineered setups.

Older live-axle rigs could shrug off relatively rough suspension changes in different ways. Modern IFS platforms are not as forgiving in terms of alignment sensitivity. The geometry window is narrower in many cases, the components are more interdependent, and the consequences of getting it wrong, including accelerated wear, alignment limits, and compromised handling, can arrive sooner than most owners expect.

JUMP AHEAD

Why upper control arms matter

Independent front suspension uses upper and lower control arms to manage wheel movement, camber and caster across the suspension travel arc. 

When you lift the vehicle, those arms sit at a different angle to what the factory designed. The wheel no longer behaves the same way under load and during articulation. The first thing to suffer is alignment. Camber and caster can shift outside factory specifications, and on many newer platforms the factory adjustment range is already tight. A moderate lift can push alignment toward the edge of what is correctable using standard points, or beyond it in some cases.

Ball joint operating angle is the second issue. As the upper arm drops away from its designed position, the ball joint sits at a more extreme angle at ride height. Available down travel can reduce. Wear may increase depending on use. Binding at full droop becomes a potential concern in some setups.

Aftermarket upper control arms from the likes of Superior Engineering are engineered to restore correct geometry at the new ride height. That means corrected ball joint positioning, revised arm angles, and in many cases improved clearance around struts and tyres. As one suspension engineer puts it: most IFS platforms have a relatively narrow alignment window from the factory, so once you lift the vehicle, you are consuming that adjustment range to bring geometry back into spec, not gaining more of it.

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A misconception that has followed older suspension advice around for years is that lifts simply consume a fixed amount of alignment adjustment per 25mm of height. Modern platforms have moved past that neat formula.

Some newer dual-cab and SUV platforms now include revised factory arm geometry or broader alignment tolerance than earlier designs. Others remain more tightly constrained, particularly where ride quality and tyre wear were the priority at the factory. What has not changed is the fundamental relationship: as ride height increases, caster and camber shift, and the factory adjustment range must compensate. Once it is exhausted, aftermarket correction may be required to restore proper geometry.

Legal requirements and compliance in Australia

Suspension compliance in Australia has become more structured and more consistently enforced. Aftermarket upper control arms are generally treated as replacement components when they meet or exceed OEM standards, but that classification is not a blanket road-legal guarantee in every scenario.

To be compliant, aftermarket arms must be demonstrably equivalent or superior to factory components in strength, geometry, and durability. Manufacturer testing, engineering validation, and documentation aligned with current Australian Design Rules and VSB14 guidance all support that case.

In practice, the full modification package determines whether additional certification is required. A single component swap with solid manufacturer documentation may pass inspection, but combined changes including suspension lifts, track widening, and larger tyres can trigger engineering certification requirements. State rules vary. Worth knowing before you commit.

Importantly, correct documentation does not guarantee correct application. A compliant part fitted outside its tested application range, or combined with incompatible modifications, can become non-compliant.

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Engineering quality and market variability

One of the more significant changes in the 4×4 aftermarket over the past decade has been the rise of product replication and inconsistent quality control in imported components.

On paper, many products look similar. The difference often comes down to material quality, ball joint specification, bush composition, and fatigue testing, much of which is not visible in a product photo.

Reputable manufacturers like Superior Engineering invest in finite element analysis, real-world load testing, and long-term durability validation. Not because compliance requires it, but because steering stability and component life under modern tyre sizes and touring loads depend on it. Lower quality copies continue to circulate, sometimes mimicking branding or compliance markings without the underlying testing. Supplier reputation and traceable documentation matter more than they used to.

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What to look for in a modern upper control arm

Choosing upper control arms in 2026 is less about generic lift correction and more about platform-specific engineering. The right arm for a current-generation Hilux is not the right arm for a Ranger or a Prado, and broad model-family compatibility claims deserve scrutiny.

Key considerations include: correct ball joint articulation range for your specific lift height; compatibility with factory struts and aftermarket coilovers; clearance for larger tyres under full compression and droop; material specification suited to your load and use case, including towing or long-distance touring; verified compliance documentation aligned with Australian standards; and suitability for your specific chassis generation rather than a broader model family.

Well-designed arms should not require modification to spindles, reaming, or additional spacers to achieve correct geometry. If they do, that is worth questioning before fitment.

Additional components and related modifications

Upper control arms are part of a broader geometry correction system, not a standalone fix. Depending on platform and lift height, a moderate lift on an IFS vehicle may also benefit from differential drop kits to reduce CV angle stress, and steering correction components where geometry changes affect steering feel or bump steer.

The direction most quality suspension manufacturers are heading is integrated kits: arm geometry, strut length, and driveline angles engineered as a complete system rather than piecemeal components. Ball joint spacers and extended studs are increasingly out of favour, replaced by properly re-engineered control arm geometry that achieves correction without adding leverage stress to factory mounting points.

Off-road performance

Correctly engineered upper control arms do more than restore alignment. They directly influence usable suspension travel and tyre contact on uneven terrain.

When a vehicle is lifted without geometry correction, the upper ball joint can reach its articulation limit earlier in droop, reducing down travel and causing an inside wheel to lift prematurely in cross-axle situations.

Revised control arm geometry restores ball joint operating range closer to factory intent at the new ride height. The suspension cycles more freely, maintaining tyre contact longer and improving stability on broken ground. Clearance improvements around strut towers and tyre sidewalls reduce interference at full compression, particularly with 35-inch all-terrain or mud-terrain rubber on board. Pair that with quality struts from Superior Engineering and you have a setup that gets on with the job across the Vic High Country or the corrugations of the Gibb River Road without drama.

The result is not simply a taller vehicle. It is a suspension system that continues to function within its designed operating envelope at the new height, on the Vic High Country, the Gibb River Road, or wherever you are taking it.

The bottom line

Upper control arms have shifted from a niche correction component to a standard part of many properly engineered suspension lifts on modern 4x4s.

As platforms become more geometry-sensitive and compliance frameworks tighten, the case for doing this properly only gets stronger. Match the arms to the vehicle, the lift height, and the intended use, and you protect the alignment, the components, and the handling characteristics the vehicle was built to deliver. Get it wrong and you will be chasing problems for the life of the build.

MORE All things Superior Engineering

GWM is heading back to the Taklimakan Rally in 2026, fielding the Tank 700 Hi4-T, Tank 300 Hi4-T and Tank 500 Hi4-Z across nearly 8000km of some of China’s most demanding terrain.

The 2026 event runs May 16 to June 3 through Xinjiang, with around 4200km of timed special stages spread across 15 stages and seven campsites. This year adds an ultra-long marathon stage for the first time, with the route crossing desert, Gobi terrain and wind-carved yardang formations. Roughly 60 per cent of the course is desert running.

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GWM’s factory program will use the event as a development platform for its Hi4 electrified off-road architectures, testing both hybrid and combustion-based systems under sustained rally-raid conditions. Durability, efficiency and systems integration are the focus, not outright pace, which makes the Taklimakan a logical fit. Few events hit electrified drivetrains harder than a multi-week, multi-thousand-kilometre raid through Central Asian desert and rock.

The Hi4-T pairs a 2.0‑litre turbo-petrol engine with a 120kW electric motor, delivering 300kW and 750Nm. Power feeds a mechanical 4WD system with low-range transfer case and front and rear locking differentials, retaining full off-road capability.

The brand took category honours at last year’s Taklimakan and has been leaning into the rally as a testbed for its next generation of off-road platforms. A recent event at GWM’s Baoding headquarters put a four-driver international line-up on display alongside the brand’s broader motorsport direction, giving some shape to what the 2026 campaign will look like behind the wheel.

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The longer game is Dakar. GWM has flagged a planned return to international rally-raid competition from 2027, and the Taklimakan program is the technical groundwork that gets the brand there.

Last month, GWM confirmed that the upcoming Tank 700 will be offered with a V8 powertrain, marking a significant shift for the flagship SUV as it moves beyond its current 3.0-litre V6-based hybrid setup. The announcement was made at the Beijing Auto Show, where chairman Jack Wei indicated the V8 program was developed with global markets in mind, including Australia and New Zealand.

MORE All GWM news and reviews!

The Toyota HiLux has long been one of the most popular foundations for 4×4 builds in Australia and around the world, and for good reason. It’s tough, widely supported in the aftermarket, and adaptable enough to suit everything from daily driving to full-scale remote touring and competition-level off-roading.

Across these builds, there’s a clear split in purpose but a shared focus on reliability and capability. Some setups are built for long-distance travel, carrying the essentials for weeks off-grid across deserts, coastlines and high country tracks. Others are far more extreme, with portal axles, long-travel suspension and heavily modified drivetrains designed to handle rock crawling, competition events and punishing terrain.

What ties them together is real-world use. These aren’t showroom builds, they’re rigs that have been pushed into remote parts of Australia, tested on rough tracks, and refined over time based on experience rather than theory. The result is a cross-section of HiLux builds that show just how far the platform can be taken, depending on how far you want to go.

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2015 Toyota HiLux SR5

Submitted by True Blue Overland

True Blue Overland’s SR5 is set up for full-time touring, and three-and-a-half years on the road has the runs on the board to prove it.

Out front it runs ARB protection. Underneath, a three-inch suspension lift using Bilstein shocks with a GVM upgrade carries the extra touring weight. In the tray, a chassis-mounted canopy houses a REDARC lithium battery system that keeps the rig running off-grid.

The build has been earning its keep across some of the more remote parts of the country, most recently a fortnight wandering through the West MacDonnell Ranges in the Northern Territory.

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1983 Toyota HiLux RN46

Submitted by Josh Bohm

Josh Bohm built this RN46 as a no-compromise tough tourer, and the spec list shows it.

The engine is a 2.4-litre diesel that has been comprehensively reworked: a 12mm pump, TD04 turbo, new injectors, heavy-duty clutch, front-mount intercooler, and a tune by JP Performance. The driveline matches the engine, with braced front and rear diffs, 4.88 gears with air lockers, Longfield CVs, Trail Gear twin sticks, and Trail Gear 4.7 transfer case gears sitting behind a five-speed manual.

Underneath, 16-inch 2.5 triple bypass shocks work with custom one-off leaf springs front and rear, a wide-track setup, U-bolt flip kit, Snake Racing track bar, high steer, and a high-clearance crossmember. Rolling stock is 33-inch Maxxis Razrs on 15-inch rims, with disc brakes all round, power steering, and a CCDA-spec half cage tying the chassis together.

Recovery and electrical are equally serious: a mid-mounted Warn high-mount winch behind the cab with air free-spool and braced mount, a 24-volt system, an Enerdrive setup, and Stedi rock lights. The body has been worked over with an exo cage, half doors, sliding rear window, bobbed tub, custom rock sliders, fully restored interior, and a custom canopy. A three-week trip to Tasmania has been the best place Josh has taken it.

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2003 Toyota HiLux

Submitted by Tim Rumble

Tim Rumble’s V6 petrol HiLux was built to go anywhere, and nearly two years of full-time travel proved it could.

The 2003 model ran a full exhaust, two-inch lift, one-inch body lift, and a front diff locker, rolling on 32-inch mud tyres mounted to 15-inch Bushproof steel wheels. Up front, an XROX bull bar and 12,000lb winch handled the hard work, with rock sliders and custom rear tub bar work rounding out the build.

The Cape York Peninsula in 2019 was the standout trip, along with countless other remote destinations across the country. After nearly two years of full-time travel, Tim upgraded to a 2015 model better suited to long-distance touring.

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Toyota HiLux

Submitted by Freddie Dougall

Freddie Dougall’s UK-registered HiLux was built for an extended overland journey, and it has already covered Portugal, Spain, Morocco, and most of Australia.

The build centres on Old Man Emu suspension, an ARB front bar, and a Gobi-X rear swing-away bumper. Power on board is handled by a full REDARC 12V setup in the rear, with a Bush Company rooftop tent and awning completing the self-sufficient touring configuration. The HiLux was shipped to Australia for a 12-month road trip, with Coffin Bay National Park in South Australia a recent highlight.

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2024 Toyota HiLux SR5

Submitted by Nigel Bruce

Nigel Bruce’s SR5 is a clean touring build based in New Zealand, already earning its keep on river crossings below the Denniston Plateau.

The HiLux runs an EFS lift and an Ironman 4×4 bull bar, with an OzRoo tub rack carrying a Feldon Shelter rooftop tent and Darche 270 awning. The image of the Mackley River crossing below the Denniston Plateau shows the build in exactly the kind of country it was set up for.

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2003 Toyota HiLux

Submitted by Zac Miller

Zac Miller’s 1KZ HiLux is a simple, practical build that has already proven itself on some of Queensland’s most remote tracks.

The 2003 model runs a two-inch suspension lift, 33-inch Baja Boss AT tyres, an ARB bull bar, custom side steps, and a custom alloy tub rack. Inside the tray, a drawer setup and dual batteries keep the rig self-sufficient, with a rear locker and RG Colorado leaf conversion rounding out a no-nonsense setup.

A trip north to Lakefield and across to Kowanyama for remote fishing and camping has been the standout run so far.

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2020 Toyota HiLux Rugged X

Submitted by Jack Brook

Jack Brook’s Rugged X is a well-equipped tourer built around a Superior Engineering three-inch lift and a strong lighting and recovery spec.

The HiLux sits on KMC Mesa rims wrapped in Maxxis RAZR 285/70R17s, with an AFN bull bar up front. Three Stedi light bars handle visibility after dark, while a GME XRS UHF keeps communications covered. A Rhino-Rack roof platform, Darche awning, and stainless-steel snorkel from In-House Fabrication round out a clean, trail-ready build.

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2002 Toyota HiLux SR5

Submitted by Jack Macpherson

Jack Macpherson’s 1KZ-TE SR5 is a work in progress, and the trip list is already ahead of the build sheet.

The 3.0-litre turbo-diesel runs a straight-through exhaust and is backed by a 140-amp AGM dual-battery system with a solar controller and ABR Sidewinder isolator. Up front, a steel bar sits alongside XTM spotlights and a KingOne winch, with a Uniden UHF handling comms. Rolling stock is 31-inch Hankook MT2 tyres, and a two-inch Fulcrum lift kit is imminent.

In the tray, a single rear drawer with fridge slide carries a 60-litre myCOOLMAN fridge. A Dune 2.5m awning is already fitted, with a 270-degree unit to follow. HD Prorack roof racks run a custom Maxtrax mounting system, with additional lighting wired into the canopy.

Fraser Island, the Barringtons, and the Watagans have been the standout runs so far, with a planned trip across to South Australia taking in Robe, Beachport, the Great Ocean Road, the Victorian High Country, Kosciuszko, and the NSW south coast next on the list.

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2014 Toyota HiLux SR5

Submitted by Ryan Barnsley

Ryan Barnsley’s inherited SR5 has been steadily upgraded since handover, with lighting and wheels leading the way.

The 3.0-litre turbo-diesel runs Narva LED headlights and 7-inch LED spotlights up front, backed by Himod LED tail lights and a Pedal Torq throttle controller. An ECB bull bar and 3-inch Safari snorkel handle the practical work, with Monster Delta wheels and 32-inch BFG KO2 all-terrains underneath. A half-canopy tray is the next planned addition as the build continues to take shape.

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1987 Toyota HiLux LN65

Submitted by Cameron Grayson

Cameron Grayson’s 1987 LN65 is more than a 4×4 build. It’s a family heirloom that has been rebuilt, driven hard, and handed down with intention.

Cameron’s father purchased the HiLux in 1990, three years after it left the factory, and used it for years of High Country runs with mates before it passed to a family member for 18 years. When the Graysons got it back, a full rebuild followed: a fresh 2.8 turbo-diesel, new gearbox, suspension, and a complete recommission from the ground up.

The rebuilt LN65 made it back to the High Country in 2022, and completed several father and son trips to the Grampians before Cameron’s father passed away from cancer on 3 August 2024. His last wish was to ride on the back of the tray with his dog, Boy. He handed Cameron the keys.

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MORE Submit your HiLux build!

Ford’s 2026 Ranger PHEV range for Australia arrives later this year, with a simplified three-grade lineup and a new XL variant priced to undercut key rivals including the BYD Shark 6.

The range covers three grades: XL, Sport and Wildtrak, with the XL opening at $59,000 driveaway. That sits below the BYD Shark’s $57,900 before on-road costs, meaning the entry Ranger PHEV lands cheaper once those are added.

Power comes from a 2.3-litre EcoBoost petrol engine paired with a 10-speed modular hybrid transmission and a 75kW electric motor, backed by an 11.8kWh usable battery. Combined output is 207kW and 697Nm, with a 3,500kg braked towing capacity across all variants.

The XL comes well-equipped for an entry model: 17-inch alloy wheels, a 12.4-inch digital instrument cluster, a 12-inch infotainment screen, dual-zone climate control with rear air vents, Intelligent Cruise Control with Stop & Go, steel underbody protection and a drop-in bedliner.

The Sport sits in the middle, adding 18-inch alloys, LED lighting, leather-accented trim, wireless charging, a 360-degree camera and upgraded driver assistance including Pro Trailer Backup Assist.

The Wildtrak tops the range with Matrix LED lighting, a Power Roller Shutter, heated front seats, ambient lighting, a Bang & Olufsen audio system and a new colour option, Ignite Orange.

All variants come in Frozen White as standard, with additional paint options and accessory packs varying by grade. The 2026 Ranger PHEV is due in Australian showrooms in the third quarter of 2026. Full specs will be released closer to vehicle arrivals later this year.

Pricing (driveaway):

MORE Ranger news and reviews!