The Ford Ranger Super Duty has landed, and with promise of a 4500kg GVM and 8000kg GCM it sure has tongues wagging. 

We all know that, despite one-tonne payloads and 3500kg towing capacities, regular midsize 4×4 utes can’t haul both, as their GVM will soon be exceeded once loaded to the hilt. The Ranger Super Duty is here to change all that with its heavy-duty ratings right off the showroom floor. No need for aftermarket GVM upgrades or replacement suspension components – the SD is made to do the job straight out of the box.

While those who like to tow big, heavy things are all in a tizz over the SD’s factory rating, we’re not fussed about towing. We’re all about off-road touring and adventures and would rather leave the boat on the mooring than on a trailer slowing down the 4×4. With a 4500kg GVM, the double-cab Ranger Super Duty promises a payload that nothing else on the market can match, so we wanted to load it up and point it at some rocky tracks to see how it handled the weight.

We strapped 975kg of concrete blocks to the factory Ford tray (those three boxes seen on the tray are each loaded with 325kg of concrete blocks) and aimed it towards the bush. Try this in almost any other midsize ute or 1500-class US pick-up and you’ll be on the wrong side of your GVM, or, at the very best, only able to carry a 50kg driver in the cabin. Add in the weight of the tray and we had more than a tonne on the back of the SD.

The weight was distributed along the centre of the tray, reaching almost to the tailgate, and when it was strapped down the factory leaf-spring suspension dropped around 75mm – barely noticeable and a lot less than a regular Ranger or other ute would drop with just 500kg on board.

Our experience when building our own V6 Ranger Sport a few years ago showed the standard Ranger suspension dropped to the bump stops when we removed the factory tub and fitted a canopy with accessories. The canopy and its contents added no more than 500kg to the rear of the Ranger and, although it did move the weight back a bit, we were astonished at how much it dropped the vehicle.

Ford builds the regular Ranger with soft and compliant suspension that is great for touring and comfort, but it obviously doesn’t cope with heavy loads over the back axle. The Ranger Super Duty fixes that. The springs, shocks, chassis and everything under the SD are all heavy-duty and made to handle the increased capacity ratings of the model. This was evidenced by the limited height drop with the concrete blocks on board. The overall stance of the vehicle remained relatively level when loaded.

JUMP AHEAD

• On-road performance
• Off-road performance
• What does it come with?
• Verdict
• Specs

On-road performance

As expected the Ranger SD did feel the weight as we headed out on the highway, but not as much as we thought it might. 

The steering feel was only slightly lighter due to the weight on the back, and the performance of the drivetrain was unfazed. Ford’s V6 diesel engine is a relatively lazy and relaxed mill that just gets on with the job in all its applications. Sure, it took a little longer to reach 100km/h on the highway, and the 10-speed transmission dropped back a gear or two more when climbing hills and overtaking at that pace, but it didn’t suffer as much as we thought it might.

The SD carried the load with ease, to the point it felt capable of towing a loaded trailer at the same time – and, in theory, it could have. That’s a feat no other double-cab ute on the market can achieve legally.

When relieved of its load, the acceleration of the SD suffers from its extra weight over a regular V6 Ranger, and the taller, heavier tyres don’t help either. The tray is bigger and wider than most you’ll find on midsize utes, but it’s still easy to manage for daily supermarket visits and general duties. The front and rear cameras and large optional external mirrors become your friends when parking.

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Off-road performance

The SD suspension remained unfazed on secondary and gravel roads where, admittedly, we were travelling a little more cautiously than we might usually do on the familiar tracks due to the overall weight. 

Considering the tall LT tyres fitted to the Super Duty, the heavy-duty Ford handles and rides far better than we expected off-road, both when laden like this and unladen. The brakes did their job well enough when needed but, whenever I’m towing or carrying a heavy load, I like to use the gears to create a bit of engine braking to ease the load on the brakes. This is good practice whenever hauling heavy. 

This leads me to the biggest complaint with all of the current-generation Rangers bar one model, and that’s the piddly little manual gearshift buttons on the side of the transmission shifter. They are too small and, with three buttons there, it is not always easy to hit the right one when you need it. The Ranger Raptor’s paddle shifters would be a most welcome addition on the Super Duty … and all 4×4 Rangers for that matter.

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A difference between the SD and other Rangers is that the transfer case doesn’t offer two-wheel drive at all, with Ford saying that any vehicle hauling the loads the SD is rated to carry will do it more safely in all-wheel drive. The SD transfer case has 4WD Auto, locked high range and locked low range, which should be enough for any situation.

The 4WD Auto mode gave positive traction and predictable handling on the sealed roads and gravel tracks, but we switched to locked high-range 4×4 when the track deteriorated and became more uneven. Then, when the track began its steep drop into a deep valley, we went to low range for the gear reduction and a more controlled descent with minimal use of the brakes. This gave a controlled, safe and easy descent as the suspension articulated well to keep the wheels on the ground as we dropped over rocks and steps. Heading up the opposite side of the valley brought a steeper climb and more rock steps, creating an ideal track to test the vehicle’s tractive ability.

All Super Duty variants come with LT275/70R18 General Grabber all-terrains on 18-inch steel wheels and we left them at road pressures for this drive. They also come standard with locking differentials on both the rear and front axles, so we were hoping this would be enough to haul our load up the ridge.

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Ford’s 3.0-litre V6 diesel engine runs a different tune in the Super Duty where it makes a few kilowatts less power but, more importantly, retains its 600Nm output. Backed by the 10-speed transmission, it’s a combination that we know will walk up this hill with ease in any unladen Ranger, but putting the best part of a tonne in its tray adds a lot of resistance.

In low range and with the rear diff lock engaged we pointed it up the first series of loose gravel and rock steps and it climbed them with relative ease. The following step was bigger and on a steeper section of the track, so the weight was well and truly on the back of the vehicle and the front tyres scrabbled for more grip than the electronic traction control was able to give them. No problem – engaging the front diff lock got it up and over.

The Super Duty also has the Trail Control system fitted. This works like low-speed cruise control for off-road work and will maintain vehicle speed at a rate set by the driver without him or her having to use the accelerator. More importantly than the speed control, Trail Control is able to apply minute throttle openings as required while measuring tyre slip and regulating the throttle accordingly. 

The system works extremely well and makes driving tricky terrain easier no matter what your off-road driving experience. It worked superbly crawling the heavily laden Super Duty up the rocks and loose scree. After around 400m of this steep rocky climb the gradient eased off and the route got easier before we were back on sandy and dusty tracks.

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What does it come with?

The full suite of Ranger safety equipment is included in the Super Duty.

In fact, the cabin is the same as regular Rangers with all the same features, trims, infotainment and safety systems, so there’s nothing really new here. The interior is working class – think XL grade with vinyl floors and cloth seats – although it does get the bigger 12-inch infotainment screen of the premium Ranger models. Externally, the Safari snorkel comes standard, as do LED headlights and HD front and rear recovery points.

This Super Duty was fitted with a few Ford Genuine accessories including the black steel tray ($8166) with underslung water tank and wash pump, Clearview towing mirrors, and the Super Duty–specific ARB bullbar ($5661) with a Warn winch. The SD has a different front bar to regular Rangers because the chassis is different, including where the bar mounts to it.

Verdict

The Ford Super Duty is a unique vehicle in the new 4×4 market as there’s nothing else like it.

It performed better than expected off-road with a load on, on the highway and living in the city. Its performance with 975kg on its tray off-road was particularly impressive – a feat that no other unmodified new 4×4 ute could achieve while staying within its factory load limits. I reckon this test would have broken any other new midsize ute!

Specs

Our big 79 Series build from 2025 is going under the hammer at Slattery Auctions!

Yep, that’s right, you could own our custom Cruiser, one of the final V8-diesel 79 Series LandCruisers to reach Australia. We set out to turn this GXL dual-cab into a genuine outback tourer, not just a showroom rig, equipping it with suspension upgrades, GVM enhancements, protection, recovery gear and touring essentials from brands we knew would perform in the field.

Across the build, we tested it hard – from dust and corrugations on a three-week convoy from Tilpa to K’gari, to the heat, sand and relentless tracks of the Simpson Desert. Every challenge proved that the LandCruiser wasn’t just kitted out for show, it was ready for the harshest conditions the Aussie bush could throw at it.

Let’s take a look at the build from go to whoa 👇

Suspension and GVM upgrade

The first upgrades took place before the Cruiser was even registered. We headed to Terrain Tamer, a hub for Toyota replacement parts, to fit a suspension overhaul that included a GVM upgrade. Completed under the Second Stage Manufacturer (SSM) program, the work is nationally certified and approved.

We went with the kit that raised the GVM from 3510kg to 3950kg, adding 440kg of payload. The GVM upgrade essentially replaces the factory suspension with Terrain Tamer’s ‘Smart’ coil springs up front, parabolic leaf springs at the rear, upgraded suspension bushes, and replacement shock absorbers, while also adding a rear anti-sway bar – something Toyota doesn’t include from the factory. 

Every component in the kit has been tested to handle the increased weight associated with the higher GVM and carries approval from the relevant national authorities.

Recovery and protection

A key component of any serious 4×4 build is protection, and for our VDJ79 we teamed up with Ironman 4×4, who supplied everything we needed for the Cruiser.

Up front, we fitted a new Apex bull bar designed specifically for the facelifted 2024 70 Series, along with premium steel side steps and sliders with side rails, a Frontier 12,000lb winch, Cube lights, and a pair of Ironman Scope nine-inch LED driving lights. The bull bar also has provisions for extra lights and antenna tabs mounted at the furthest points of the hoop to keep antennas out of the driver’s line of sight. Recovery points sit under the bar, paired with a 4mm-thick bash plate for added protection.

The Scope lights offer a two-mode output – full or 80 percent dim – and function as spot and spread lights in one, with the side lights doubling as DRLs when the spotties aren’t in use. Mounted via a factory dash blank, the driver can adjust output on the fly. At full power, the lights throw up to 1 lux at 1770m, with a 5700K colour temperature that’s easy on the eyes. 

Side rails run from the hoops down to the side steps, protecting the guards and reinforcing the bull bar in the event of a heavy impact. With the side steps mounted to the chassis, the rails triangulate the bull bar mounts for additional strength, giving confidence that the front end can handle the worst the outback can throw at it.

Rear track correction

One of the most talked-about aspects of VDJ LandCruisers is the difference between the front and rear wheel tracks. To address this, we sent our Cruiser to Multidrive Technology in Geelong.

Modifying a vehicle’s track requires engineering approval, and Multidrive’s solution carried Second Stage Manufacturer (SSM) approval, making it nationally compliant when done before registration – a simpler route than retrofitting post-registration, which requires state-level approval and re-certification if the vehicle is later moved interstate.

Multidrive offers two rear track widening options for the 70 Series. The first, the Tru Tracker, uses bolt-on stub axles and wider shafts but is limited to a GVM of 3780kg. For our Cruiser, with its 3950kg Terrain Tamer upgrade, we chose the higher-rated option.

The 3950kg solution uses a remanufactured OEM axle housing with billet sections welded between the centre and outer ends, extending the factory buttressing for extra strength. The original diff centre, brakes and mounting points are retained, with new brake lines and all necessary hardware supplied to accommodate the wider track. The result is a robust, certified rear end that matches the front track and can handle the increased payload.

NSV Smart Air Compressor

While at Multidrive, we dropped into NSV Australia to fit its Smart Air Compressor kit. The unit mounted neatly under the passenger seat, out of the way but still easy to access, using the OE seat mounts with no additional drilling or fabrication. The wiring harness plugged directly into the Cruiser’s harness, making it truly plug-and-play.

The single-pump compressor is rated at >50 L/min @ 40psi, with a maximum working pressure of 150psi and a duty cycle of 20 minutes on, 40 minutes off. While not as fast as a twin-pump unit, its real strength is in its smart control panel, mounted on the passenger side dash. It allows you to set the tyre pressure for on-road, sand, gravel or heavy loads, attach the screw-on hose, and let the pump inflate or deflate tyres automatically. The panel switches the compressor off once the desired pressure is reached.

The kit is built to OE standards, ensuring high-quality fittings and reliable performance. In fact, the same system is offered as a factory accessory for the Toyota Tacoma in the USA, highlighting its durability and engineering pedigree.

Loaded Gibb 1675 alloy wheels

As our 4×4 builds grow bigger and heavier, we knew upgrading the wheels and tyres was just as important as suspension when increasing GVM. Many OE alloys and aftermarket wheels aren’t rated to handle the higher loads, which can compromise safety and performance.

For our LC79, we went with Loaded Wheels’ new-for-2025 Gibb 1675 alloys. Named after the rugged Gibb River Road in the Kimberley, each wheel carries a 1675kg load rating, ensuring they can handle our Cruiser’s 3950kg GVM. Loaded’s flow-form manufacturing makes the wheels stronger without adding unnecessary weight, while leaving space for large brake rotors found on modern 4×4 brakes.

Marks 4WD High Clearance tow bar

The standard Toyota tow bar, like most aftermarket units, does its job for towing but hangs lower than necessary under the tray, making it one of the first points to scrape off-road. To fix this, we fitted a Marks 4WD High Clearance tow bar, which integrates the hitch receiver into the main crossmember, raising the lowest point of the bar.

The redesign shaves 60mm from the bottom and, combined with higher mounting points, increases overall clearance by 95mm. Recovery points at each end add extra functionality for off-road use. The one-piece design is also up to 50 percent lighter than some OEM bars, yet retains full strength, maintaining the factory 3500kg towing and 350kg ball download capacities.

Australian-made and direct-bolt-on for single- and dual-cab 79 Series LandCruisers, the bar comes with all hardware, spacers, hitch pin and clip. We simply reused the Toyota wiring and tow ball, adding an optional Mister Hitch adjustable hitch from Marks 4WD for extra flexibility.

Maxxis RAZR MT772 mud-terrain tyres

We fitted our Cruiser with Maxxis RAZR MT772 mud-terrain tyres in LT295/70R17. The deep tread provides excellent traction in mud and protects the tyre carcass from punctures. Maxxis’ specially developed rubber compound resists chipping and tearing, prolonging tyre life, while the three-ply sidewalls and aggressive shoulder blocks offer extra protection and grip when rubbing against rocks or logs.

Despite their aggressive profile, the 772s remained relatively quiet on-road, and the size struck a balance – taller than a standard 33-inch tyre but not a full 35, with a narrower tread for compatibility with the Cruiser’s build. Each tyre carries a load rating to match the 3950kg GVM and a speed rating far beyond anything we expected to reach. 

Scavenger Advanced Air Filtration snorkel

While fitting gear at Marks 4WD, we also had a Scavenger’s Advanced Air Intake Snorkel installed. Unlike a standard raised intake, the Scavenger snorkel is engineered to reduce airborne contaminants – dust, grit and even water droplets – before they reach the airbox filter, helping keep cleaner air entering the engine.

The snorkel bolts to the A‑pillar like a typical unit, but its intake faces across the windscreen to draw in pressure‑fed air and uses cyclonic pre‑separation to siphon contaminants out to the atmosphere before they can hit the filter. Once pre‑filtered air reaches the upgraded Freudenburg filter in the OE airbox, it is cleaner than stock, reducing dust build‑up and protecting the engine’s internals.

The whole system is made in Australia from UV‑stable polyethylene to handle outback conditions, and comes with all fittings and instructions for a proper install. Marks took about half a day to remove the factory intake and fit the Scavenger snorkel. The difference was noticeable immediately: Induction and wind noise dropped significantly, and even at highway speeds the snorkel was much quieter than stock, improving overall driving comfort.

Bushman DC85‑X and DF30‑HD fridges

The DC85‑X quickly became our go-to fridge thanks to its rugged construction, thoughtful design, and canopy-friendly usability. It was easy to access even when fully loaded, impressively quiet, and offered large door shelves, room for tall bottles, and a six-litre internal freezer. Underpinned by Bushman’s Secop Danfoss compressor rated for tropical conditions, it maintained consistent temperatures while drawing minimal power – ideal for extended touring where power conservation is crucial.

The DF30‑HD drawer acted as a secondary fridge. While it didn’t feel as premium in isolation, it performed reliably under high ambient temperatures and rough tracks, keeping perishables cool and ready. Together, the fridges offer dependable cooling and storage flexibility, with the DC85‑X handling daily use and the DF30‑HD providing backup for longer trips or extra capacity.

Across sustained off-road travel, including corrugated desert tracks, this combination proved essential, keeping food and drinks secure and chilled no matter the environment.

Terrain Tamer Suspension Seats

One of the most noticeable comfort upgrades was a set of Terrain Tamer Suspension Seats, which we put through their paces on the Simpson Desert crossing.

Initially firm, the seats became highly comfortable once weight and recline settings were adjusted. The suspension and lumbar support smoothed out corrugations and harsh bumps, significantly reducing fatigue over long days behind the wheel. The seats hug occupants firmly, which may feel snug for larger frames, but the support pays off on long-distance runs.

MSA 4×4 touring gear

To keep gear organised and secure over 5000km of outback travel, we fitted a full suite of MSA 4×4 touring gear, which proved invaluable.

The MSA Explorer Aluminium Storage Drawer System kept recovery tools, hand tools, cameras and food neatly organised. Even fully loaded, the drawers ran smoothly and remained rattle-free over corrugated tracks. Above the drawers, the MSA 4×4 Drop Slide allowed easy access to a 75-litre fridge without us having to climb over gear. Gas struts assisted movement, and the slide locks securely even on uneven ground.

MSA canvas seat organisers and barrier bags added everyday usability, giving dedicated spaces for maps, radios, torches and jumper leads. Power-fold towing mirrors improved rearward visibility for towing or loaded setups, while the E830 drawer module offered quick, rattle-free access to essential gear like tyre deflators and recovery equipment. Built-in LED lighting enhanced visibility at night.

ICOM IC‑410PRO In‑Cab UHF radio

Reliable communication is vital on remote tracks, so we fitted an ICOM IC‑410PRO in-cab UHF radio. The IC‑410PRO is solid and rugged, with a simple, easy-to-read display that avoids complex menus. MIL-SPEC construction ensures reliability, and the radio maintains signal in hilly or tight terrain where cheaper models falter. While the handheld mic required a separate antenna and speaker, the system delivers clear, dependable communications which is crucial for safety, convoy coordination, and long-distance remote travel.

Rola Titan MKIII roof rack

The addition of a Rola Titan MKIII roof rack gave the Cruiser a purposeful, ready-for-anything look. The channel-style design allowed us to mount accessories like shovels, awning brackets and jerry cans quickly, with the ability to reposition or remove them on the fly without tools. Even when fully loaded, the racks caused minimal wind noise and handled rough terrain without unnecessary bulk or weight. For touring, camping and hauling gear over long trips, the system performed reliably and quietly, proving its expedition-ready credentials.

Custom Lithium Ultra Slim 200Ah battery

We installed a Custom Lithium Ultra Slim 200Ah battery to power fridges, cooktops, inverters and other accessories. At just 22kg and measuring 610mm x 405mm x 71mm, it installed neatly against the headboard without taking up valuable space.

Australian-made in Brisbane, the battery features a built-in Battery Management System protecting against overcharge, overheating and electrical faults. Wired via our Redarc charger, it fired up reliably and maintained charge even after months of inactivity. Its slim form factor and high capacity made it ideal for powering multiple appliances on extended tours, while local warranty and support provided peace of mind.

Alu-Cab Gen 3-R Expedition rooftop tent (removed before sale)

For sleep and downtime, we fitted an Alu-Cab Gen 3-R Expedition rooftop tent. Used extensively on beach and desert camps, it proved more than a simple bed – it became a living space.

The hard-shell tent popped up effortlessly with gas-strut assist and packed down quickly. Its aluminium shell felt robust and expedition-ready, and the design minimised canvas pinching during pack-down. Inside, a reclining backrest and fold-down table allow route planning, reading, or downtime even in bad weather.

Large windows and durable canvas provide good ventilation, and solar-ready cabling allow simple connection of lights or devices. The firm mattress is supportive, and though the internal width could feel snug for some, the tent’s practical design and comfort more than justify its place on the Cruiser.

HP-F Stage 1 power and drivability upgrade

Finally, we upgraded the Cruiser’s V8 with Horsepower Factory Stage 1 modifications. Torque increased to 650Nm and power to 195kW, with more usable torque arriving earlier in the rev range.

The package includes a four-inch Manta exhaust, snorkel-head intake, oil catch can, and upgraded clutch from Xtreme Outback. Dyno testing confirmed strong gains over stock, and road testing showed tangible improvements: the exhaust added a deeper note, top-gear cruising improved, and steep off-road climbs were easier.

These upgrades gave the V8 the performance and drivability required for extended touring, ensuring it could handle both highway runs and rugged off-road tracks with confidence.

If you’ve been dreaming of owning a fully built, adventure-ready LandCruiser, this VDJ79 is your chance. Keep an eye on Slattery Auctions and be ready to place a bid – opportunities like this, combining rare final-series V8 power with a fully certified outback-ready build, don’t come around often.

The Ridgecap by Zeus 4×4 is a premium aluminium canopy built for serious 4×4 use, be it for work or remote-area touring.

It is designed and tested in Australia, making it suited to the harsh conditions that Australian owners expect to tackle. The company is 100-per-cent Australian owned, with products developed locally by engineers and experienced 4WD enthusiasts, ensuring high standards of quality and reliability.

The canopy features a fully welded, high-grade aluminium build. This keeps weight down while providing greater strength and corrosion resistance compared with fibreglass or cheaper alloy canopies. Internal bracing and tub-strengthening integration reduce flex under load, giving superior rigidity over rough terrain.

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With a 200kg dynamic roof load rating, the canopy can safely carry rooftop tents, awnings, solar panels and recovery gear. Large lift-up doors on both sides provide ergonomic, quick access to gear, making loading and unloading faster and easier than traditional fixed-window designs. Premium automotive-grade seals protect contents from dust and water ingress in all conditions.

The interior is modular, accepting shelves, drawers, platform systems, fridge slides and power panels. This allows builds to be tailored for touring setups or tradespeople’s storage requirements. Modern, aggressive styling also matches contemporary 4×4 body lines, giving a functional yet purposeful appearance.

Whether heading into remote back-country, hauling gear for work, or setting up a weekend touring rig, the Ridgecap combines strength, accessibility and adaptability in a single robust package.

Off-road enthusiasts can now see how clean and efficient their next purchase could be, with the NSW Government’s Vehicle Emissions Star Rating (VESR) now integrated into RedBook.

Developed by the NSW Department of Climate Change, Energy, the Environment and Water (DCCEEW), VESR gives eligible light vehicles (classified as less than 4.5 tonnes) sold in Australia since 2004 a six-star rating based on tailpipe CO₂ emissions – the more stars, the lower the emissions. For 4×4 buyers, this provides a simple way to compare not just environmental impact but potential running costs for that next trip around Australia.

RedBook users can filter search results by VESR, see star ratings alongside vehicle listings, and use the customisable calculator to estimate yearly fuel or energy savings based on their own driving patterns.

“This collaboration puts reliable emissions, fuel and energy cost information directly in front of people when they’re researching their next car, whether new or used,” said Terry Niemeier, NSW DCCEEW Director Transport Electrification and Safeguard. “It means NSW households can compare options quickly and confidently and understand the long-term benefits of choosing a lower-emissions vehicle.”

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The NSW Net Zero Plan 2020-2030 sets the state’s roadmap to cut emissions and support cleaner, more efficient transport; while Australia as a whole aims for net zero emissions by 2050. Under the federal New Vehicle Efficiency Standard (NVES), which came into effect in January 2025, manufacturers of new light vehicles including SUVs, utes and 4WDs under 4.5 tonnes, must meet annual fleet-average CO₂ emissions targets. 

While no engines or models are banned, manufacturers must balance higher-emitting vehicles with more fuel-efficient, hybrid or electric options to comply, earning or trading credits if they outperform or underperform the targets. 

The NVES is designed to bring cleaner, more fuel-efficient vehicles into the market, supporting long-term cost savings and lower emissions, while tools like VESR make it easier for 4×4 buyers to compare environmental impact and running costs without compromising towing, touring or off-road capability.

By combining emissions data with practical running costs, the NSW Government aims to help 4×4 buyers make informed, climate-conscious decisions – even when choosing larger touring or off-road vehicles.

A 70 Series is primarily a work and touring vehicle, designed for prolonged exposure to heat, dust, corrugations and sustained load. 

That operating environment places constant stress on every component fitted to it, and over time it exposes which upgrades are genuinely fit for purpose. We’ve run a few 70 Series over the years, and our current project LC79 GXL is loaded with quality aftermarket equipment. That experience has shown that lower-quality gear doesn’t just fail sooner, it makes ownership harder in the short term as well. Rattles develop, fasteners loosen, components fatigue and parts begin to work loose. Over time, the effort spent removing, repairing and replacing items adds up quickly, both in time and cost.

Extended sun exposure accelerates material degradation, fine dust works its way into joints and mechanisms, and corrugations place constant load on mounts and fasteners. After a few thousand kilometres, the difference between well-engineered accessories and marginal ones becomes clear. 

Equipment that feels secure in urban or light-duty use can loosen, rattle or degrade after extended corrugated travel. Latches lose tension, drawers begin to chatter, and dust ingress increases as tolerances open up. On our LC79 project, we’ve seen how even small compromises in fitment or materials can create ongoing maintenance issues that erode the vehicle’s usability.

Why some upgrades fail

Most failures trace back to basic engineering compromises that don’t align with how a 70 Series is actually used.

Materials may look acceptable initially, but without proper UV stability they fade, harden and crack over time. Fastening systems designed for light or intermittent use cannot maintain preload under constant vibration. Generic fitments rarely sit perfectly in a 70 Series cabin or chassis, which introduces movement and accelerates wear. Cosmetic finishes add little protection against long-term exposure and no structural resilience. These weaknesses rarely appear in short-term use; they emerge under continuous exposure to Australia’s harsh elements.

In our experience, most owners replace at least one interior or utility upgrade within the first year. The first extended trip is usually enough to reveal rattles, loosened mounts, degraded materials or latch failures. What initially appears cost-effective often proves expensive when factoring in the time, effort and repeated replacements. Running lower-quality equipment may seem cheaper upfront, but the cumulative cost of failure quickly exceeds the price of a well-engineered solution.

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How to choose upgrades that last

Selecting durable upgrades for a 70 Series means prioritising long-term performance over short-term savings.

Materials should be UV-stable and corrosion resistant, mounting systems designed to handle constant vibration, and fitment precise enough to prevent movement and noise. Warranties can provide some confidence, but real-world evidence matters more. We can attest that even high-spec components fail if not engineered for sustained Australian conditions. Our experience with the LC79 shows that upgrades also need to function as a system. Storage, lighting, protection and utility gear all interact, and failure in one area can compromise the performance of the entire setup.

Solutions for real conditions

Here are some of the top picks from the 70 Series Store to keep your 70 Series sorted for real-world Aussie touring.

Black Duck provides tailored, heavy-duty covers that protect factory seats while ensuring precise fitment for 70 Series interiors. For storage and organisation, Front Runner offers modular drawers, roof racks and load solutions designed to keep gear secure and accessible.

Interior refinement comes from Sunland Protection including a variety of dash mats. Safari Snorkels ensure reliable engine airflow in dusty or water-crossing conditions, maintaining performance where stock intakes would struggle.

Mudtamer provides a wide range of Aussie-made, heavy duty floor mats; while Manual, Power Fold or Electric Indicator towing mirrors from MSA 4×4 are the perfect addition for a caravan trip around the country. The Freezebrain AC amplifier is 100-per-cent plug-and-play; TAG provides a broad range of heavy-duty tow bars, as well as necessary wiring and recovery hitches; while a massive range of Redback exhaust equipment will take your 70 Series to the next level!

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Build once, not twice

A 70 Series is a long-term vehicle, and upgrades should be treated the same way.

Components need to be engineered for sustained load, extended exposure and repeated use. Choosing solutions that meet these criteria up front reduces repeat replacements, minimises wasted time and prevents the frustration of gear failing in the field, lessons we’ve reinforced repeatedly while running our LC79 project. 

The goal is not just reliability in isolation; it is a rig that performs consistently as a whole over years of real-world use.

Owning a 4WD isn’t just about where you go, it’s about how you protect what gets you there. 

We all know that oil keeps your engine lubricated, but the unsung hero in every service bay is the oil filter, your first line of defence against wear, sludge and the inevitable dust and grit that comes with real-world Australian conditions. That’s why the new Penrite oil filter range is a game changer for 4×4 owners who demand build quality and performance without compromise.

Penrite has taken its almost 100-year legacy as Australia’s home-grown lubricant maker and applied that expertise to oil filtration with products engineered for real roads, outback tracks and everything in between. These aren’t generic filters re-badged and boxed, they’re purpose built with premium media that delivers 98 per cent plus filtration efficiency at 20 microns, so your engine oil stays cleaner for longer and your engine lives longer.

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For the 4×4 crowd, convenience and durability matter just as much as protection. Penrite spin-on filters come with an integrated 19mm nut for easy removal, making that next oil and filter change quicker and easier, especially when you’re under the bonnet at home or out on the farm. 

The robust steel canister with high burst pressure design stands up to heat and vibration, giving you peace of mind that the filter won’t fail when the going gets tough. A silicone anti-drain back valve retains oil in the filter at shutdown, helping prevent wear on cold starts, something every 4WD owner should care about, particularly after long idle times on jobs or camp mornings.

Cartridge-style filters aren’t left behind, either. Built to tight tolerances for modern housings, these deliver OEM-spec fitment and performance while still backing the same premium filtration media and sealing technology. 

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Pairing Penrite oil filters with Penrite engine oils brings a complete protection ecosystem together. Matched products ensure optimal oil quality is maintained through your service interval, enhancing performance and engine life whether you’re towing, navigating boggy creek crossings or cruising the highway. This integrated approach is exactly what 4×4 enthusiasts look for when choosing parts that deliver consistent, reliable results.

Availability is practical, too. The Penrite oil filter range is now stocked nationally through Supercheap Auto, making it easy to pick the right filter for your 4WD, either in store or online. If you’re unsure about compatibility, Penrite’s online REGO search tool helps you find the correct part number in seconds – no guessing, no wasted trips.

The bottom line for 4×4 owners is simple. You don’t want to cut corners on something as critical as oil filtration. Penrite’s new oil filters give you premium performance and reliability, engineered for tough conditions, paired with convenience that fits your service routine.

It’s protection that’s worth fitting yourself.

The superbly turned-out Y62 Nissan Patrol pictured here and on the cover of our February 2026 issue of the magazine reminded me of how much I’ve enjoyed driving the V8 Patrol over its long tenure in Australia. 

We know this will be the last year of the Y62 and its glorious VK56 V8 engine, as it will be replaced by the Y63 Patrol with a turbocharged V6 petrol later this year. That vehicle has been on sale in left-hand-drive markets for more than a year already, and there’s no doubt the V6 will be a superb engine that will not only outperform the standard VK56 but be more refined and efficient. 

It will, however, be missing that one key characteristic of the V8 that most red-blooded Australians love. There’s no replacing the sound of a V8 engine, and the VK56 has one of the sweetest-sounding growls ever to come out of a 4×4 vehicle – particularly when backed by a free-flowing aftermarket exhaust system, or even the bi-modal side-exiting system that Premcar fitted to the Patrol Warrior. It’s pure delight.

And it’s not just aural delight. The Y62 is no lightweight wagon and the VK56 does a stellar job of propelling the big Nissan across plains and tracks. Cap the engine with a Harrop supercharger kit and you have a real on- and off-road weapon!

In this age of EVs and hybrid powertrains, V8 engines are rapidly going out of fashion. We’ve lost them from Toyota, and soon Nissan. It seems the Chevrolet Silverado will be the last salvation for lovers of a bent-eight-powered 4×4. Ford has announced in the USA that it will stick with the V8 in its vehicles for as long as possible, but for Ford Australia this only relates to the Mustang, as the F-150 offered here only comes with a V6 engine. If you have the budget to afford a Mercedes-AMG G 63, then good luck to you!

Interestingly, there is hope from a manufacturer many wouldn’t expect a V8 from. GWM confirmed last year it was working on a V8 engine with a pair of turbochargers attached, which will be interesting to see if it makes it to Australia. Of all the automotive brands coming out of China, GWM has been the most successful in Australia, and its 4×4 offerings are getting better all the time. 

The prospect of driving a V8-powered Tank 500 or Cannon Alpha sometime in the future gives a glimmer of hope that the V8 will live on.

These days, the typical 4×4 buyer is willing to part with a little extra of their hard-earned cash to step up to higher-spec variants, chasing maximum comfort, more tech, and enhanced safety – all while retaining the same rugged capability that makes utes essential tools for work and off-road adventures.

Base models still get the job done, but higher-spec trims make a tangible difference on long trips, daily drives, and when towing. But there’s a sweet spot for buyers who want the benefits of stepping up without paying flagship prices, and it’s found smack-bang in the $60 to $70K mid-range bracket.

Here, dual-cab 4×4 utes deliver most of the creature comforts, safety systems, and cabin tech of top-tier variants, while still keeping them accessible. Beyond just comfort, these mid-range models often hold their value better, as the combination of capability, features, and price makes them more appealing in the second-hand market than entry-level trims.

We’ve picked five of the best mid-range dual-cab utes currently on the market 👇

Toyota HiLux SR5 48V

• From $65,990

Move up to the HiLux SR5 and the shift is less about chasing luxury and more about improving day-to-day livability without compromising the ute’s core working credentials – a big reason this grade consistently outsells the lower trims.

The exterior gains are subtle but meaningful. 18-inch alloys, high-grade auto-levelling LED headlights, LED tail-lights, and darker exterior finishes lift the SR5 above the utilitarian look of entry models, while privacy glass and a powder-coated sports bar (pick-up) add both function and polish.

Inside, the SR5 makes its strongest case. A 12.3-inch digital driver display, dual-zone climate control, and an upgraded comfort package – including heated front seats and steering wheel, a cooled glove box, and an auto-dimming rear-view mirror – transform the HiLux into something far easier to live with across long workdays and touring stints. Wireless phone charging further reinforces its role as a genuine dual-purpose ute.

Toyota has also focused on refinement and control. A comfort-biased rear leaf suspension tune improves ride quality unladen, while larger front brakes and rear ventilated discs sharpen stopping performance – upgrades that pay dividends both on the highway and when towing. Practicality isn’t overlooked either. A damped tailgate with lift assist, front and rear parking sensors, and the Multi-Terrain Monitor (automatic pick-up) add confidence in tight worksites and off-road environments alike.

The SR5 hits the sweet spot in the HiLux line-up, delivering tangible comfort, tech, and refinement gains that explain why many buyers are prepared to spend more without stepping into top-tier pricing. Plus, as with any HiLux, it maintains strong resale value thanks to Toyota’s reliability and enduring popularity.

Ford Ranger XLT

• From $67,990

The Ranger XLT represents a popular step up from the XL and XLS work-focused trims. It keeps the Ranger’s proven chassis and drivetrain options – including the 2.0-litre turbo-diesel engines producing up to 154kW and 500Nm – while layering in comfort, technology, and safety features that make it far easier to live with day to day.

Compared with the lower-spec models, the XLT gains LED headlights with daytime running lights, 17-inch alloy wheels, a chrome-accented grille, body-coloured mirrors, and a black sports bar. Practical upgrades include a factory bedliner, 12V tub socket, rear tub lighting, and a front-mounted tow hook, all of which add genuine utility for work and touring use.

Inside, the XLT steps up with dual-zone climate control, a leather-wrapped steering wheel, Ford’s e-shifter, an auto-dimming rear-view mirror, and rain-sensing wipers. Technology is a major drawcard, headlined by the large 12-inch touchscreen with built-in satellite navigation and DAB+, backed by a strong safety suite including adaptive cruise control with lane centring and stop/go, rear parking sensors, and rear disc brakes.

Compared with Wildtrak and Platinum variants, the XLT misses out on premium touches such as leather upholstery, larger wheels, 360-degree camera systems, premium audio, and some higher-end driver aids. However, it delivers the core Ranger experience at a more attainable price point. Like the HiLux, it also maintains strong resale value in the used market.

Isuzu D‑Max LS‑U

• From $65,000

Step into the LS-U and the D-MAX starts to feel less like a bare-bones work tool and more like a ute buyers can comfortably live with day to day. The mid-spec grade layers in meaningful upgrades without touching the core 4×4 hardware.

Externally, the shift is obvious. Larger 18-inch alloys, chrome detailing, LED rear tail-lights, and silver side steps give it a more finished look, while practical additions such as heated, power-folding mirrors, a factory tow bar, and a tub liner (ute models) save buyers ticking option boxes later.

Inside is where the spending case really stacks up. The jump to a 9.0-inch infotainment system brings built-in navigation, wireless smartphone mirroring, and DAB+, paired with a larger 7.0-inch digital driver display. Dual-zone climate control, keyless entry and start, carpet flooring, and improved cabin materials move the D-MAX firmly into dual-purpose territory, while features like driver lumbar adjustment and an auto-dimming rear-view mirror make long stints behind the wheel easier.

Safety and usability also improve. Rear parking sensors complement the standard reversing camera, TPMS displays individual tyre pressures and temperatures on the main screen, and all the serious off-road gear remains intact, including Rough Terrain Mode and a rear diff lock on 4×4 models.

Mitsubishi Triton GSR

• From $62,290

The Triton GSR sits between $60 to $65K but effectively tops the Triton line-up. It retains the same proven drivetrain and Super Select II 4WD system as some of the lower-spec models, while adding meaningful upgrades.

Externally, the GSR is clearly differentiated with 18-inch black alloy wheels, a full blacked-out exterior theme, unique GSR badging, flared wheel arches, and a distinctive rear sailplane in place of a conventional sports bar. Inside, it steps up with leather-appointed seats with orange contrast stitching, heated front seats, a power-adjustable driver’s seat, upgraded soft-touch trim, and GSR-specific finishes.

The GSR also swaps the heavy-duty rear suspension used in work-focused trims for a more compliant standard-duty setup, improving ride comfort without sacrificing touring or towing capability. Added features such as a surround-view camera, tailgate assist, and standard tub liner further enhance day-to-day usability. While the GLS shares much of the underlying hardware, the GSR’s styling, standard leather, and comfort upgrades set it apart as the most complete Triton variant.

For buyers, the GSR delivers near-flagship presentation without flagship pricing, and that balance helps support better resale than lower-spec Tritons.

Mazda BT‑50 XTR

• From $63,700

The BT‑50 XTR offers a balance of comfort, capability, and practicality that explains why many buyers step up from the entry-level XT or XLS trims. Mechanically it shares the proven 3.0-litre turbo-diesel engine with the D-MAX.

Exterior upgrades include 18-inch alloy wheels, LED headlamps with auto-levelling, LED front fog lights, power-folding side mirrors, and side steps, giving the XTR a more refined and purposeful look while adding practical utility. Inside, it steps up with keyless entry with push-button start, dual-zone climate control, and an auto-dimming rear-view mirror, enhancing convenience and comfort on longer drives.

Technology and infotainment also see a boost at this level: A larger 9.0-inch touchscreen with satellite navigation, wireless Apple CarPlay/Android Auto, and an eight-speaker audio system replaces the smaller screens of lower trims. Cabin trim improvements, including a leather-wrapped steering wheel and gear knob, add to the premium feel without pushing the price into top-tier territory.

The XTR remains a compelling mid-range choice, offering features that matter for daily use and long-distance touring while also supporting strong resale value.

Why mid-range specs matter

• Safety and tech: Lane assist, adaptive cruise, extra airbags, and braking systems are often included in mid-range trims, improving safety for highway and towing work.
  
• Comfort and convenience: Better seats, climate control, and infotainment enhance long drives, family trips, or daily commuting.
  
• Capability enhancements: Some mid-range models feature upgraded suspension, multi-terrain modes, and larger wheels/tyres for better off-road handling.
  
• Resale advantage: Mid-spec utes retain value better because buyers in the used market prioritise convenience, safety, and comfort in addition to brand reputation.

Resale considerations in 2026

Trim level, feature content, and service history now strongly influence used 4×4 dual-cab pricing. Well-equipped mid-spec utes tend to sell faster and closer to their market value than bare-base models, making them a smart choice for buyers looking for a balance of new-car affordability and long-term investment.

Ford Australia has issued a safety recall for 244 examples of the 2022 Ranger and Everest, citing a transmission software defect that could cause the vehicle to stop unexpectedly.

The recall, listed as REC-006541 on the Australian Government’s Vehicle Recalls website, relates to an issue where the transmission may shift into Park unintentionally under specific conditions. According to the notice, if the vehicle’s battery state of charge drops below a critical level while travelling at speeds below 6km/h, the transmission software may command a shift into Park, causing the vehicle to suddenly stop.

In addition to the loss of drive, the rear brake lamps may not illuminate as intended during the event. This reduces warning to following traffic and increases the risk of a rear-end collision.

Ford has advised that even vehicles previously repaired under an earlier related recall campaign (23S40) must be returned, as further corrective action is required.

Ford Australia will contact affected owners directly and request they book their vehicle into an authorised Ford dealership. The remedy involves updating the vehicle’s software, and the work will be carried out free of charge.

Owners who are unsure whether their vehicle is affected are advised to check their VIN against the recall listing on the Vehicle Recalls website or contact Ford Australia directly.

RedBook has listed BYD’s Shark 6 cab‑chassis Dynamic at $55,900 before on‑road costs, undercutting the dual‑cab by roughly $2000 and giving BYD a foothold in the tradie and fleet market.

Certification documents that surfaced late last year confirmed the cab‑chassis would retain the core mechanical layout and much of the dual-cab ute’s front-end styling. Plus, it would carry over the 3260mm wheelbase.

It would, however, replace the factory tray with a bare chassis ready for custom trays, tool modules or canopies. Dropping the tray is expected to reduce the tare weight to 2565kg, making it 110kg lighter than the tray-equipped ute; while the gross vehicle mass will remain 3500kg, giving a usable payload of 935kg – well above the dual-cab’s 790kg.

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Under the skin, a 1.5‑litre turbo petrol engine paired with dual electric motors produces 321kW and 650Nm, backed by a 29.6 kWh battery that allows around 100km of electric-only driving in the dual-cab. Range for the cab‑chassis is expected to be similar.

The Dynamic trim is expected to be stripped back, with BYD removing some interior luxuries such as the head‑up display, heated and ventilated seats, and larger infotainment screen. 

Compared with diesel cab‑chassis rivals, both the HiLux WorkMate and Ford Ranger XL look better at a glance. The Shark delivers 2500kg towing and 935kg payload, while diesel-powered HiLux and Ranger alternatives can tow up to 3500kg and often have payload capacities in excess of 1000kg.

BYD has not confirmed a launch date, but the pricing on RedBook suggests the cab‑chassis could reach showrooms in the first half of 2026.