Stay connected and safe on every adventure with GME’s range of essential safety and communication gear.

From the MT620GR Personal Locator Beacon that alerts rescue authorities in emergencies, to the XRS-370C4P 4WD pack and XRS-660 handheld radios built tough for Aussie conditions, plus the XRS-BT1 Bluetooth interface for seamless wireless audio – GME gives you reliable performance, rugged durability, and peace of mind wherever the trail takes you.

MT620GR Personal Locator Beacon

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The MT620GR is an advanced Personal Locator Beacon (PLB) designed to alert Search and Rescue (SAR) authorities to life-threatening emergencies. Featuring Return Link Service (RLS/RLM), which confirms your distress signal has reached a rescue coordination centre (RCC), it provides critical reassurance in an emergency. NFC technology allows the use of a companion mobile app that easily monitors the beacon’s operational status. With a 7-year battery life, 6-year warranty and no ongoing costs, the MT620GR offers dependable performance and peace of mind for outdoor adventurers.

XRS-370C4P Connect 4WD Pack

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The XRS™ Connect 4WD Pack pairs the top-of-the-line XRS-370C Compact UHF CB Radio, with the Heavy Duty AE4704B radome antenna, the perfect solution for those users looking for the ultimate communications setup for their hardcore 4WD.

XRS-660 Handheld UHF CB Radio

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The Australian-made XRS-660 is our toughest and most advanced Handheld UHF CB Radio yet. Boasting rugged IP67 Ingress Protection and MIL-STD810G ratings, the XRS-660 is designed for use in the Aussie outdoors and with industry-leading features like a Colour TFT LCD screen, Bluetooth audio connectivity and built-in GPS functionality, the XRS-660 is ready for your next adventure, whatever it may be.

XRS-BT1

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The XRS-BT1 is an interface module bringing full Bluetooth® audio connectivity and wireless PTT (Push-to-Talk) functionality to the full range of XRS™ Connect UHF CB Radios. Bluetooth® audio connectivity allows the XRS-BT1 to wirelessly connect to an extensive range of third-party audio accessories including headphones, hearing aids, and vehicle stereo systems, providing users with new and improved ways to stay connected.

Speculation is mounting that Nissan may bring the Frontier Pro plug-in hybrid ute to Australia, potentially arriving in local showrooms around 2027. 

If confirmed, it would be the brand’s first electrified pickup and a direct rival to models such as the BYD Shark and GWM Cannon Alpha PHEV.

At its core, the Frontier Pro features a 1.5-litre turbocharged four-cylinder petrol engine paired with a transmission-mounted, high-output electric motor. Combined, the system delivers more than 300kW and up to 800Nm. For the China domestic market, the ute is targeted to achieve around 135km of EV-only range.

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All models come with a five-link rear suspension and Intelligent All-Wheel Drive, which automatically distributes torque between the front and rear wheels. Off-road capability is aided by an electromechanical rear differential lock. Four drive modes – Hybrid, Pure Electric, Performance and Snow – let the driver adapt the ute to conditions and preference.

The cabin is practical and well-equipped, with a panoramic roof, 10-inch LCD instrument panel and 14.6-inch touchscreen. Front seats can be heated, ventilated or offer a seat-back massage. Roof rails, an electronic retractable cargo cover and a Vehicle-to-Load (V2L) port supplying up to 6kW make the Frontier Pro ready for work or play.

Co-developed with Zhengzhou Nissan (ZNA), the Frontier Pro PHEV is officially on sale in China. If it comes to Australia, it would complement the new Navara and give Nissan a solid foothold in the growing plug-in hybrid ute segment.

Defender Rally has pulled the wraps off the Defender Dakar D7X-R, its official contender for the 2026 World Rally‑Raid Championship (W2RC).

Built using the same bodyshell as the Defender OCTA, the D7X-R complies with the new FIA Stock‑category rules, which tightly restrict what can be modified from the production car. That means the 4.4‑litre twin‑turbo V8 engine, drivetrain layout, and core body architecture remain untouched, while the team has focused on enhancements to tackle desert extremes.

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

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

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Among the modifications, the D7X-R packs a 550‑litre rear fuel tank, extended 35‑inch tyres, a 60mm wider track, and increased ride height for improved ground clearance. Front and rear bodywork have been reshaped for better approach and departure angles, while extended wheel arches and underfloor protection reinforce the car’s rugged stance.

Suspension and braking have also been upgraded. A performance damper system developed with Bilstein complements the existing kinematic layout of the OCTA, and a bespoke rally brake package features vented discs with six‑piston front and four‑piston rear calipers. Cooling has also been overhauled with a large radiator, four electric fans, bonnet vents and a sand‑particle filter to withstand desert heat and sandstorms.

The D7X-R retains the production eight‑speed automatic gearbox, now paired with a lower final‑drive ratio for torque‑rich off-road performance. A new “Flight Mode” automatically adjusts torque when the vehicle is airborne, protecting the driveline during dune jumps.

Inside, the cabin is fitted with FIA‑approved six‑buckle seats, a race navigation system, driver head-up display, and configurable motorsport dashboard. Storage has been optimised for long stages with room for three spare wheels, tools, compressed air, and integrated hydraulic jacks.

The Dakar D7X-R will be piloted by a star‑studded line-up including Dakar‑legend drivers such as Stéphane Peterhansel and Mika Metge; Rokas Baciuška and Oriol Vidal; Sara Price with Sean Berriman – all under newly appointed Team Principal, Ian James.

Defender’s entry will join a competitive 2026 field that includes Toyota Gazoo Racing’s all-new GR HiLux piloted by Toby Price, which brings reinforced chassis and transmission upgrades. 

The presence of both vehicles sets up a compelling showdown between a stock-derived, V8-powered rally Defender and Toyota’s purpose-built rally ute.

The Ranger Super Duty transforms Ford’s midsize ute into a true workhorse. With a beefed-up chassis, tougher suspension, and off-road tech built in, it’s designed for heavy loads, rugged tracks and serious job sites.

The launch drive for the Ranger Super Duty presented us with a fleet of single- and extra-cab models fitted with trays, and the chance to sample them on sealed and unsealed roads, a man-made off-road course, and a real-world trek up to Mount Terrible on the edge of the Victorian High Country.

We chose an extra-cab, as we see it more as a touring rig than a single-cab thanks to its additional interior space — and because we’ve never previously been able to get into an extra-cab Ranger of any kind.

At first glance the Super Duty looks physically larger than a regular Ranger thanks to its beefier front-end styling, taller tyres and extra ride height, but once you step inside it’s familiar territory. The cabin layout and controls are pure Ranger, although it’s a little odd to see the larger 12-inch multimedia screen in a model with cloth seats. Still, all the controls operate as expected, and anyone who has driven a P703 Ranger will feel instantly at home — which is a good thing, because the interior design remains one of the most functional and practical in the mid-size ute segment.

Hit the start button and the Lion V6 fires up with a familiar rumble, while the Ranger e-shifter feels like the unwelcome cousin at Christmas lunch – you know it well, but you also know you could do better. That’s where the similarities end, because as soon as you drive off you can feel the difference in the Super Duty chassis.

On-road performance

Any vehicle built to haul and carry these kinds of loads will always feel stiffer on the road, and you will notice every bump.

This isn’t just due to the strengthened chassis and firmer suspension – the LT-rated tyres also contribute, with their heavy-duty sidewalls adding further rigidity. We expect the ride to improve with some weight in the tray, but we’ll have to wait for our own testing to confirm that, as all the launch vehicles were unladen.

The ride quality isn’t harsh or uncomfortable, but it’s a long way from the plush ride of a regular Ford Ranger. It’s a constant reminder of what this vehicle is built to do, and if you were considering a Super Duty purely for its tougher looks, be prepared for the compromised ride quality when running unladen. This isn’t a flaw in the Ranger Super Duty – it’s simply the reality of a purpose-built workhorse.

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Another negative of the SD’s tyres is that their increased diameter affects acceleration, and when you add this to the extra weight of the Super Duty, you really feel the difference in pick-up when you put your boot into it. We noticed the same effect when we went up to 285/70 tyres on our V6 Ranger Sport a couple of years back; taller tyres always hurt acceleration and fuel economy.

Out on the road, the suspension does an amazing job of controlling the SD’s mass, and it handles a mountain road better than any truck with this sort of capability should. It feels firm but well planted, turns into corners precisely and holds its line with ease.

This is also where the e-shifter became annoying, as the small buttons on the side of the handle for manual gear selection are less than ideal for regular use. Despite all our time in Rangers with this gear selector, its use still isn’t second nature. This annoyance would be amplified if you had a load on or were towing and needed to downshift to make full use of the engine braking.

Off-road performance

On both the man-made 4×4 track and the rocky climb up the Mount Terrible track, the Super Duty made light work of the obstacles.

On the test track we were able to try the Turn Control function, which brakes the inside rear wheel to reduce the turning radius on tight off-road corners, and the Trail Control system which — like Toyota’s Crawl Control and Kia’s X-Mode — gives the driver low-speed cruise control with excellent torque distribution for climbing and descending steep or technical terrain. It’s one off-road ADAS feature that really works well and is genuinely worth using.

Most of the off-road sections were easy enough to traverse in Mud and Ruts mode, and for anything trickier it was simply a matter of selecting low range manually and locking the centre and rear diffs to get us up and over. There was no need for the front locker in this instance.

The taller bonnet of the Super Duty does make it a little harder to see the track ahead, but the 360° camera and under-car view make things much easier, both in front and behind. Speaking of behind, thanks to the DAT rear bar all of the Driver Assistance Tech hardware — including parking sensors and cameras — remains fully functional.

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First impressions

Our first impressions of the Ranger SD have us thinking the Ranger certainly deserves its Super Duty stamping.

It brings new levels of capability and functionality to the midsize 4×4 market and removes the need for aftermarket GVM upgrades and hardware, with everything now covered by Ford. It’s a unique vehicle designed to fill a niche in the market – but it’s a niche that will also appeal to touring four-wheel drivers.

This hasn’t always ended well. Slapping your own badge on somebody else’s homework is risky business, especially when it’s a dual-cab ute we’re talking about. 

Throw in the fact that you’re playing with a well-regarded, history-laden, volume-selling model with a huge fan-base and you can see why all eyes are on the new Nissan Navara. Which is why the world tuned in to Adelaide recently for the global live-streamed unveiling of the new Nissan dual-cab.

Now it might be different if the Navara was the donor vehicle in this scenario (although the unmitigated disaster that was the Mercedes-Benz X-Class suggests otherwise) with another manufacturer stepping on board to rebadge and fill its own showrooms. But no, in this case, it’s Nissan that’s hitching a ride and it’s the new Mitsubishi Triton that’s providing the piggy-back. What could possibly go wrong?

Well, lots, actually. Witness the sales trend of the VW Amarok once it switched from a VAG product to a rebadged Ford Ranger. Right now, VW is selling one Amarok to almost 10 Rangers. BT-50 fans might also be scratching their heads at the fate of the Mazda product after it switched from the Ranger’s architecture to the Isuzu D-Max platform. Which begs the question, how the hell are the rusted-on Navara freaks going to react to this latest tear in the cultural fabric?

Certainly Nissan is pretty upbeat about the whole deal, pointing to Aussie input and development, while still using the global launch of the Navara to actually tell us not very much about the actual product. Mind you, that’s pretty normal for a global unveil, as opposed to a local launch. (We did, at least get to spend some – if not a lot – time in the actual vehicle.)

For instance, despite sitting through the press conference and Q and A session (which included management and design staff from head office in Japan) I still have no idea how the range will line up. I can tell you there will be an ST-X and at least one model under that, as well as a range topping Pro-4X model, and Nissan will double down on its locally-developed hot-rod franchise with a Navara Warrior, but that’s about it.

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Oh, and that initially, the Navara range will consist entirely of dual-cab four-wheel-drive models because, in Australia, those make up 90 per cent of all Navara sales. Will there be a two-wheel-drive, or a cab-chassis or a single-cab down the track? Nobody’s saying. Perhaps the Chinese-made Dongfeng Nissan factories are working on that. Again – and typically – nobody was talking about future product.

Prices? Anybody’s guess, as is the chance of a hybrid variant any time soon. Mitsubishi has talked about a Triton hybrid, but Nissan is saying nothing on the subject, despite being heavily invested in hybrid and EV tech across its other model line-ups. Again, the Dongfeng tie-up might be the key there.

Of course, the other big question revolves around how much Triton is in the Navara. Nissan was predictably, a bit defensive about this stuff, and when pressed refused to say if all the major body sheet-metal was carried over from Triton. Instead, we were told that the bold Navara fascia and distinctive tail-lights all helped create the Navara look and feel. Which is code for, all the sheet-metal is carried over. But still, nobody on stage would bring themselves to say as much.

As with most dual-cabs, the devil is in the suspension. So, that’s what Nissan has concentrated on to make the Navara a Nissan and not a Mitsubishi with a different badge. And, cleverly, the company has once again tapped into Melbourne-based engineering gurus, Premcar, an operation that has been responsible for some of the best off-road Nissans ever made, namely the Navara and Patrol Warrior stablemates.

I managed to corner Premcar CEO and chief engineer, Bernie Quinn, after the Q and A side-stepping to find out the skinny on what’s been changed. Fundamentally, not a whole heck of a lot, and Bernie was quite candid and enthusiastic about the basic dynamic package Nissan inherited when it jumped into bed with Mitsubishi.

“We’ve only changed the dampers, really,” he told me. “We’ve gone to twin-tube dampers because single-tubes get destroyed by flying rocks, and we’ve tuned them. But we haven’t had to change the springs or even the bump-rubbers.”

Premcar’s task was to retune the suspension for Australia and New Zealand (Oceania in Nissan-speak). Whether other markets will pick up on that and specify it for their own buyers remains to be seen and was another topic the Nissan brass didn’t want to tackle.

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But Bernie was happy to detail the process: “We knew linear steering response was important (no slop or roll before the vehicle responds) but we still had to produce a ute that could do everything a ute has to. So, we concentrated on the balance between primary (big bump) and secondary (small bump) ride control. Taking into account the payload and towing abilities we still had to provide, we’re really proud of what we’ve achieved.”

For the record, Nissan’s local testing involved 18,000km of hard running across South Australia, Queensland and the Northern Territory, taking in iconic routes such as the Oodnadatta and Birdsville Tracks, the roads around Alice Springs and even tracks around Finke. The testing took 12 months, and led to three different damper specifications chosen from no fewer than 137 damper codes and a colossal 550 individual damper shims.

What’s also interesting is the enthusiasm Bernie and his team had for the basic Triton set-up with which they started the process: “It wasn’t necessary to change spring rates, bump stops or roll centres: They were pretty much where we needed them to be. We didn’t need wholesale changes to the architecture, because that was pretty good, too.”

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Beyond the suspension tuning, the Navara is comprised largely of Triton tech. That runs to the 2.4-litre bi-turbo engine with its 150kW and 470Nm of torque. Fuel consumption is an official combined 7.7 litres per 100km, and the six-speed auto remains. The good news is that means the Navara also sports Mitsubishi’s Super Select all-wheel-drive system complete with 4-Auto for bitumen all-wheel-drive work. Okay, so Nissan is calling it Super 4WD Terrain Selector, and it incorporates seven driver-selectable modes running from Sand to Rock and everything in between. A locking rear diff will likely be optional on some versions and standard on others.

Inside, you get a nine-inch central info-screen, a seven-inch driver’s display, wireless charging, wireless connectivity, digital radio, 360-degree camera, plenty of USB charge ports and the dual glove-boxes that suggest there’s very little in the cabin that’s not Triton-spec.

Safety involves the usual driver aids, but we’re still left wondering about the calibration of the driver-distraction warning which has been panned in the Triton and seemed to be triggered by some styles of sunglasses while it ignored others.

First drive impressions

Which brings us to our driving experience.

Fundamentally, I’m not going to go out on a limb here and make any definitive statements, because the drive loop lasted about 15 minutes and was carried out solely on a carefully chosen series of dry, hard-packed tracks. Operation switched between 4-Auto and 4-Low (with a locked centre diff) and there was no bitumen component whatsoever.

So what can I tell you? Obviously, not a whole lot, but I will say that the suspension tune felt really composed and comfy over small, stuttery lumps and bumps, suggesting that Premcar really knows what it’s doing. No surprises there. Even upping the speed to about the maximum at which you’d cross this sort of terrain, the Navara stayed calm and composed in the cabin, helped no end by really good front seats that seemed to be almost in phase with what the suspension was doing.

The engine is a good ‘un (but you knew that) and the rest of the driving experience is likely to be dictated to a large extent by what tyres Aussie Navaras come with, and how much gear you hurl into the tub at any one time. Certainly, though, in terms of striking a nice balance between payload and unladen comfort and providing a decent driving experience at the same time, the Navara would appear to be one of the new generation of platforms that is getting ever closer to being on target.

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Payload depends on model and spec and ranges from just under to just over a tonne. And of course there’s 3.5-tonne towing which is now the industry standard. The tray has grown a useful 46mm in length versus the Navara D23, and the whole vehicle is longer, wider (although slightly lower) than before.

The real question, of course, remains just how the Navara faithful react to all this model sharing. Will they embrace the more modern, wider cabin, the locally developed suspension and the clearly pretty good basic architecture? Or will they lament the loss of the coil-sprung rear end and the fact that their favourite ute is now a Mitsubishi under the skin? 

Hopefully, they’ll at least drive it before making that call, and understand that without model sharing of this type, there might not have been a next Navara at all. Because you get the feeling that’s more or less the reality here.

When the team at Ford Australia first told us about its upcoming Ranger Super Duty, my initial reaction was that it sounded like an answer to a question nobody had asked. As it turns out, I couldn’t have been more wrong – because Ford had been asking the question all along.

Around seven years ago – before the current-generation Ranger had even been revealed – a group of senior Ford Australia managers and engineers hit the road to speak directly with private and business owners of four-wheel-drive utes. They wanted to understand how people were actually using their vehicles and, more importantly, what they wanted from them. What would be on the wish list for the ideal working 4×4 ute?

This survey wasn’t limited to owners of midsize utes like the Ranger. It also included managers of heavy-duty ute fleets – such as LandCruiser 79 Series operators – as well as businesses running full-size US-made pick-up trucks. What they discovered aligns closely with what we hear at 4X4 Australia: the number-one issue is weight. Whether it’s a ute loaded to the hilt on a mine site or cattle station, or hauling a big caravan along the highway, most vehicles simply aren’t up to the task in standard form.

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The only real alternatives have been the heavy-duty US pick-ups – but many buyers don’t want something that large. And while those trucks can tow massive trailers, a lot of them have relatively low payloads and aren’t built for the punishing conditions of Australia’s outback tracks.

Sure, you can get an aftermarket GVM upgrade, but many buyers don’t want the added cost, complexity or uncertainty that comes with going down that path – especially the big fleet managers overseeing dozens, sometimes hundreds, of vehicles. They were tired of buying a brand-new ute, only to then send it straight to a third party for a GVM upgrade and modifications, and later having to juggle multiple providers for servicing, repairs and maintenance depending on which component needed attention.

What they really wanted was a ute with higher load and towing capacities from the factory, and the ability to kit it out using manufacturer-approved suppliers. In short, a one-stop shop for a do-it-all vehicle, whether it’s destined for work or play.

Super Duty development

The Ford team travelled across large parts of Australia talking to as many ute owners as possible, and returned to Melbourne with a solution.

The first step was to build a business plan for what they wanted, based on the feedback gathered on the trip, then get approval from the brass in Dearborn to put the plan into action. What the team wanted was a Ranger Super Duty – a nameplate only ever applied to the heavy-duty versions of the iconic Ford F-trucks. We’re talking F-250 and above here, and the Super Duty name had never been applied to a mid-size truck.

Super Duty is not a title that Dearborn hands out willy-nilly like so many sticker-pack specials we’re used to in the mid-size 4×4 ute segment. No, Super Duty has to be earned, and there are standards that must be met before a Ford truck can wear that badge of honour. In fact, you can’t even buy a Super Duty badge – the mark is stamped into the vehicle’s sheetmetal, across the hood (I mean bonnet) and across the tailgate. You can’t just walk into a parts store and buy a Ford Super Duty badge to stick on any old ute.

The Australian team was convincing and, after outlining their plan, soon got the tick of approval to proceed with the project. That was just the first hurdle – the next was how to implement it.

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Chassis and suspension upgrades

Ford Australia’s plan was to create a Ranger – still the P703 model and still on the T6 platform – but one capable of a 4500kg GVM, towing a trailer of the same weight, and achieving a legal 8000kg GCM.

This would give users a vehicle no larger than a standard Ranger, with all the usual features and conveniences, yet offering the towing capacity of the full-size trucks and a payload to out-haul them. It was a big ask, but globally Ford has a deep pool of talented engineers and proven products to draw from.

While the stamping says Super Duty, the core of the product is a heavy-duty 4×4 truck. That meant engineering a chassis, suspension and driveline that could handle the target capacities in the harshest, most remote conditions. The T6 platform is retained, but the chassis is now thicker and heavier-duty to support the increased loads. Ford tells us that only six per cent of the chassis is carried over from a regular Ranger – and even then, it’s limited to some mounting brackets.

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Midway down the chassis is a 130-litre fuel tank with its own crossmember for support and a heavy-duty bash plate underneath for protection. In fact, all underbody components are well protected by metal plates, while the increased ride height keeps them further off the ground.

The Super Duty chassis is so different that popular accessories such as bullbars and side steps from a standard Ranger will not fit; they must be specifically designed and engineered for the Super Duty. For axles, the team delved into the Ford parts bin, but even these production components have been re-engineered to meet the demands of the Super Duty.

The front differential is derived from a Ford Bronco Raptor but has been beefed up with heavier-duty half-shafts, CV joints, strengthened gears and other internal components. The Super Duty Ranger also gains a locking front differential for off-road performance. The front hubs were adapted from the F-250 and, significantly, use an eight-stud bolt pattern.

The Ford team says the eight-stud wheels were required because it was the only way to achieve the clamping force needed to secure the wheel at the loads the vehicle is designed for. The front suspension features Super Duty–specific upper and lower aluminium cast control arms and uprights, all rated to handle SD loads.

As for the rear axle, it shares the same stud pattern but is derived from a Ford Transit Jumbo rear end. Again, it has been beefed up with strengthened gears, larger axles and the heavy-duty components needed to cope with an 8000kg GCM, and it has been converted to a full-floating design. It’s a huge diff and worth checking out by sticking your head under the back of the Super Duty — the same goes for the strengthened front suspension hardware.

The transfer case in the Ranger SD is another upgraded component, and significantly it offers only 4×4 Auto and locked high- and low-range modes, with no 2WD setting. Ford says that with the loads the SD is engineered to carry, the AWD-style 4×4 Auto mode is the best and safest option for users.

The Super Duty has a wider wheel track than a regular Ranger, matching that of the Ranger Raptor. The wheelbase is unchanged, but the rear leaf-spring mounts have been shifted to accommodate longer leaf packs, providing increased wheel travel. All suspension and chassis mounts have been reinforced to cope with the expected loads of the Super Duty.

Steel 18-inch wheels are fitted to the standard Super Duty, with Super Duty–branded alloy wheels to come when the XLT model launches in mid-2026. The move to 18-inch wheels was necessary to accommodate a larger disc-brake package to meet SD requirements.

The tyres fitted to the Ranger SD are LT275/70R18 (33-inch) General Grabber all-terrains, again rated to handle heavier loads. The front wheel arches, and the rear arches on the XLT with a tub, have been designed to provide additional clearance for the taller tyres and longer wheel travel.

Engine, torque and towing

The capacities of the Ranger Super Duty put it in the N2 vehicle class, which required changes to the 3.0-litre V6 diesel engine we’re used to in the Ranger. The recalibration reduces peak power from 165kW to 154kW but retains the 600Nm peak torque figure.

The cooling system has been upgraded with the 8000kg GCM in mind, including a 1000W electric fan with 25 per cent more capacity than the regular Ranger V6 unit. The Super Duty radiator grille has also been designed to allow greater airflow through to the fan.

The Super Duty comes with a model-specific intake snorkel, developed and manufactured by Safari to suit the new sheetmetal and feed air to the V6. Combined with the increased ride height, it gives the Super Duty a higher wading depth of 850mm. Helping further are raised breathers for all driveline components, tucked high on the chassis to vent heat and prevent water ingress. The N2 category also requires the engine to run AdBlue, which has now been incorporated into the Super Duty.

Another insight from the Ford team’s customer road trip was that many users didn’t want the DPF to perform automatic regenerations, as the increased heat can easily start fires in dry grass or paddocks. As a result, DPF regen can now be postponed and controlled manually via a button, with a dash warning advising when a regen is required.

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Body, clearance and off-road

We mentioned the new sheetmetal where the snorkel bolts on, and this is all part of an SD-only front-end redesign. 

The guards are taller and have higher wheel openings for the increased wheel travel and tyre height. The bonnet and grille are both SD-specific items, and a metal bumper mounts directly to the front of the chassis. The bumper has mounts for accessories such as lights, aerials or a sand flag, but it’s not designed to carry a powered winch. For a winch you’ll need a bullbar or other aftermarket front bumper. Ford’s partnership with ARB 4×4 Accessories has given the brand a head start, and ARB has already developed bars and other products for the Super Duty. You can bet other manufacturers won’t be far behind with their own SD accessories.

The cab section will come in single, extra and double-cab configurations and is carried over from the regular Ranger range. The wider wheel track of the Super Duty also allows for a wider rear tray, which you can clearly see in the mirrors. Those mirrors are larger than regular Ranger items, though accessory towing mirrors are still recommended.

SD debuts a new DAT rear bar that mounts under the integrated 4500kg-rated towbar and houses all of the Driver Assistance Tech hardware such as parking sensors, cameras and tow-control sensors. These components previously had to be relocated or deleted when fitting a tray or service body, but with the DAT bar they’re fully retained with full functionality.

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Interior, tech and comfort

Cab-chassis Super Duties are available in a single specification, featuring cloth seats, the 12-inch multimedia screen, an 8-inch driver display, vinyl floor coverings, wireless phone charger, auxiliary switch panel, drive modes, and all the usual Ranger ADAS and safety tech. Smart Hitch towing aids and an integrated trailer brake controller are also included for those who tow.

Keep an eye out for our first drive impressions landing TOMORROW MORNING!

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2026 range and prices

Ford has revealed updates for its 2026 Ranger and Everest, with expanded engine options, refreshed styling, and revised model line-ups to be implemented across both ranges.

The 184kW/600Nm 3.0‑litre V6 turbo-diesel is now available on additional variants including the Ranger XL and the all-new Everest Active, which replaces the previous Ambiente and Trend base models. In addition, the 2.0‑litre turbo-diesel has been revised with a new timing chain and fuel injection system, producing 125kW and 405Nm. A 10‑speed automatic transmission is now standard across all variants.

Styling updates bring darker exterior and interior finishes, gloss and matte black trim, revised wheels, and bolder body lines – with these changes applying to Ranger XLT, Wildtrak and Platinum models.

“The Ford Ranger has always set the standard for capability and versatility, and now we’re raising the bar again,” said Ambrose Henderson, Marketing Director, Ford Australia. “We’re giving customers more value, more power, and the trusted, clever features they rely on, whether they’re on a job site or heading out for a weekend adventure.

“At the same time, the Everest has become a favourite of adventure-ready families around the country. We’ve listened to those customers and added more equipment as standard to our entry model, the Everest Active.”

Order books for the MY26.5 Ranger and Everest models will open in December 2025, with first customer deliveries scheduled for mid-2026. Let’s take a closer look!

2026 Ford Ranger updates

Ford has refreshed its Ranger line-up with new variants, engine options, and updated equipment across the range.

• Ranger Black Edition is now permanent, available with 2.0L turbo or 3.0L V6 engines.
• Ranger Sport has been discontinued.
• Ranger XLS is now offered only as a double cab-chassis with the 3.0L V6, adding side steps, carpet flooring, driver floor mat, and 17-inch alloy wheels with all-terrain tyres over the XL.
• Ranger XL can now be optioned with a V6 for the first time and comes standard with a 12-inch infotainment screen, dual-zone climate control, and rear air vents. V6 XL models also receive 17-inch steel wheels with all-terrain tyres, rear disc brakes, an e-shifter, and adjustable drive modes.
• Wildtrak remains the sporty flagship, now with Ignite Orange paint, 18-inch wheels, Matrix LED headlamps, and a 10-speaker B&O audio system.
• Platinum adds Acacia Green paint.

Plus, cab-chassis variants now include the Driver Assist Technology (DAT) bar, providing BLIS with Cross-Traffic Alert, digital reversing camera, reverse brake assist, rear parking sensors, and lane change warning and aid. XLT cab-chassis models also include trailer coverage.

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Other range-wide updates include:

• Heavy-duty suspension standard on XLT double cab-chassis.
• 12-inch infotainment touchscreen standard on XL, XLS, and XLT.
• Dual-zone climate control standard on XL, with second-row vents on double cab variants.
• Matrix LED headlamps and 10-speaker B&O audio standard on Wildtrak.

Optional equipment revisions:

• Flexible Rack System now cheaper at $1990.
• Auxiliary switch banks available on all 3.0L XLT and Wildtrak models.
• Cargo Management System now a standalone option on Wildtrak.
• Touring Pack limited to 3.0L XLT and Tremor.
• XL 17-inch Wheel Pack available on 2.0L XL variants.

Ranger Wolftrak coming in 2026

The Ranger Wolftrak will be introduced as a limited-edition dual-cab pick-up. It will feature exclusive Traction Green paint and 17-inch Asphalt Black alloy wheels with ‘Zest’ accents, along with a long-legged sports bar, honeycomb grille and LED headlamps.

Power comes from the 3.0L V6 turbo-diesel paired with a 10-speed automatic transmission and full-time 4WD. Heavy Duty Terrain Management adds Mud/Rut and Sand modes.

Equipment will include Pro-Trailer Backup Assist, 360-degree camera with Trailer Guidance, cargo management system, two front tow hooks, all-weather floor mats, power-fold mirrors with heaters and puddle lamps, and an overhead auxiliary switch bank. Inside, vinyl seats carry ‘WOLFTRAK’ embroidery with Traction Green accents on doors and tailgate.

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Ranger Tremor returning in 2026

The Ranger Tremor will return with the 3.0L V6 turbo-diesel, 10-speed automatic and full-time 4WD. It will feature 17-inch Asphalt Black wheels, General Grabber AT3 all-terrain tyres, large wheel arch mouldings, and a 30 mm wider track.

Off-road suspension and steering include Bilstein position-sensitive dampers with external reservoirs, upgraded springs adding 26mm of ground clearance, and heavy-duty EPAS. Off-road driver-assist features include Trail Turn Assist, Trail Control, and Rock Crawl mode.

Other equipment includes front steel bash plate, composite side steps, long-legged sports bar, two front tow hooks, tow tongue hitch, honeycomb grille with auxiliary LED lamps, overhead auxiliary switch bank, and all-weather floor mats with Tremor branding. Interior vinyl seats have Tremor embroidery, 3D tailgate badging and Command Grey as a hero colour option.

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2026 Ford Everest updates

The Everest Ambiente and Trend trims will be discontinued and replaced by the Everest Active. Available with 2.0L or 3.0L engines, the Active comes standard with leather-accented seats, 12-inch infotainment screen, 18-inch alloy wheels, privacy glass, LED headlamps, and a tyre pressure monitoring system. It is priced from $58,990 and comes standard with five seats, with a seven-seat option available.

Existing variants – Sport, Tremor and Platinum – will continue in the line-up, with the Sport available with 2.0L and 3.0L engines, and the Tremor and Platinum the V6 only.

Other updates include:

• 360-degree camera standard on Sport and Tremor.
• Tyre Pressure Monitoring System added to Sport.
• Tremor premium seat pack now standard.
• Optional removal of third-row seating for Tremor.
• Updated colours: new Acacia Green and Alabaster White; Equinox Bronze discontinued.

The Everest Active sets the new entry point, while Sport, Tremor, and Platinum retain higher-spec and off-road capable options.

2026 Ford Ranger 4×4 pricing

2026 Ford Everest pricing

The three-door Jimny is set to return to local showrooms early next year, following a brief production pause this year.

The pint-sized fan favourite will be priced from $31,990 (Jimny Lite), with the standard Jimny starting from $33,990 (manual), and topping out at $36,490 (manual) – all RRP.

Suzuki Australia has confirmed the three-door Jimny will re-enter the market after production was temporarily halted in 2025 while the model awaited updates to meet Australian Design Rules. That delay has resulted in safety and technology upgrades across both available variants – the Jimny Lite and the standard Jimny.

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The most notable changes centre on safety and in-car tech. The Jimny Lite now gets a seven-inch touchscreen with Apple CarPlay and Android Auto, while the regular Jimny steps up to a nine-inch unit. Both grades now include front and rear parking sensors, Dual Sensor Brake Support II (DSBS II), lane-departure prevention and adaptive cruise control.

In a loss for anyone born last century, the Jimny Lite drops its CD player, previously one of the last factory-fitted units still offered in a new vehicle on the Australian market.

“We’re excited to be reintroducing the updated Jimny to Australian roads for 2026,” said Michael Pachota, General Manager, Automobile, Suzuki Australia. “Our customers are incredibly passionate about this model, and the new safety and connectivity updates make it even more appealing. The Jimny has always stood out as an iconic, capable, and authentic 4×4.”

The three-door Jimny sticks to the classic short-wheelbase formula – lighter, smaller and more manoeuvrable off-road, but with limited rear-seat access and tighter cargo space. The five-door stretches the wheelbase and body to add noticeably more room for passengers and gear, making it more practical for daily use and touring, though with a slight trade-off in overall agility on tougher tracks.

Earlier this year, Suzuki Australia also temporarily paused sales of its Jimny XL. Customer deliveries have resumed, but the hold was put in place after Suzuki’s head office in Japan flagged a potential quality control issue. 

The updated Jimny three-door is expected to arrive in dealerships from February 2026.

If you’re decking out a BYD Shark for proper off-road work, the Utemaster Centurion Canopy is a serious game-changer. 

We bolted one onto our Shark and quickly realised it’s more than just a tidy piece of kit – it’s a proper bit of gear that not only makes the tub more usable but also gives the ute a sharp, rugged look.

At first glance, the Centurion’s styling might catch you off guard – it did for me. But after living with it, especially the smooth, full-width doors shaped to match the Shark’s lines and those built-in lights, I was sold. The canopy isn’t just about storage; it’s about style, practicality and real-world functionality. After taking it across the Simpson Desert, through the High Country, and on a few Victorian runs, it has proved itself time and again.

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It’s not all perfect, though. The dust seals could be tighter – we found a bit of red dust sneaking in on the desert crossing. Hit it side-on with a pressure washer and you might notice a little water creeping past the seals, but a top-down wash keeps things mostly dry. The rain channels do a solid job of keeping water away from your gear once you know how to manage it.

Where the Centurion really shines is strength and security. Built to handle a 200kg dynamic and 600kg static load, it’s rooftop-tent ready once your GVM upgrades are sorted. The bandit-proof concealed locks are exactly that – no exposed latches, solid central locking, and peace of mind that your gear is safe. Out bush, the gas-strut doors and integrated lighting make camp setups a breeze. One touch and the whole tub is lit, whether you’re in the Simpson or just parked for the night.

It’s also built in New Zealand, carries a five-year warranty, and is engineered with practical features that matter to tradies and weekend warriors alike. Smooth doors, full-width access, rain-proofing, and a rugged build make it clear this isn’t just a cosmetic upgrade.

There are a few quirks, sure, but the Centurion Canopy stands out as one of the best options for the Shark. If you’re looking for secure storage, serious load capacity, and a canopy that actually makes touring easier, this one’s a beast. I’m keen to see more Sharks running them on the trails.

BYD has secured Australian approval for a Shark cab-chassis, targeting fleet operators, tradies and tourers who prefer to customise their vehicles.

Reports indicate that certification documents confirm the new variant sticks closely to the dual-cab ute’s front-end design and fundamental dimensions, including its 3260mm wheelbase and 2500kg braked towing rating. The key change is at the rear: the factory tub is gone, leaving a bare chassis ready for custom trays, tool modules or canopy setups.

Dropping the tub reduces tare mass to 2565kg – 110kg lighter than the tray-equipped modeL – while gross vehicle mass remains at 3500kg. That gives the cab-chassis a usable payload of 935kg before any tray or storage system is fitted, a considerable lift over the pick-up’s 790kg figure.

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Underneath, the drivetrain is unchanged. The Shark continues with its plug-in hybrid setup centred on a 1.5-litre turbo petrol engine paired with electric motors for a combined 321kW and 650Nm. A 29.6kWh battery supports around 100km of electric-only driving in the pick-up; range figures for the cab-chassis haven’t been detailed.

Pricing and an exact on-sale date are still to come, though the cab-chassis is expected to become the most affordable Shark variant when it lands. BYD has not announced timing, but approval suggests a launch in the near term.

Earlier this year, BYD filed a patent for a smaller ute to sit beneath the Shark in its model hierarchy. Emerging in European patent filings, this model appears to use a monocoque, car-based platform, prioritising comfort and on-road performance rather than heavy-duty off-road use.