The rise of Chinese four-wheel drives has been impossible to ignore.

Every month, another arrives promising more power, more technology and more luxury than the established players, often for less money. But impressive specification sheets don’t mean much once the bitumen ends.

To find out how close the challengers really are, we spent a week living with three very body-on-chassis wagons before taking them to one of Victoria’s toughest off-road test facilities. Toyota’s Prado GXL is the benchmark, with decades of touring credibility, unmatched aftermarket support and a reputation for getting people home from almost anywhere. Challenging it are two very different newcomers. The GWM Tank 500 Hi4-T relies on traditional four-wheel drive hardware, including front and rear locking differentials, while the Denza B5 combines an electrified drivetrain, adaptive air suspension and enough technology to embarrass many luxury SUVs and wagons costing far more.

The questions were simple. Which is the best vehicle to live with every day? Which inspires the most confidence on gravel roads? Which has the off-road ability to venture well beyond the campsite? And once the driving is done, which makes the most sense to own, modify and tour Australia? That’s what we set out to find.

Toyota Prado vs Tank 500 vs Denza B5

On paper, these three wagons couldn’t be more different, despite arriving at almost exactly the same price point.

The Prado GXL, Denza B5 and Tank 500 Hi4-T all sit around the $80,000 mark before on-road costs, all ride on ladder-frame chassis and all promise genuine off-road ability. That’s where the similarities begin to end.

The Prado is the traditional choice. A 2.8-litre turbo-diesel backed by Toyota’s 48-volt mild-hybrid system produces 150kW and 500Nm, driving through an eight-speed automatic, dual-range transfer case and locking centre differential. At 2,530kg, it’s comfortably the lightest vehicle here, giving it useful advantages for payload, towing and overall agility.

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The Tank 500 sits somewhere between old and new thinking. Its turbocharged 2.0-litre petrol engine works alongside an electric motor integrated into the nine-speed automatic transmission, producing a combined 300kW and 750Nm. Unlike the Denza, it retains a conventional full-time four-wheel-drive system with low-range transfer case and locking front, centre and rear differentials. At 2,820kg it’s substantially heavier than the Prado, but brings genuine EV commuting capability without abandoning traditional driveline hardware.

Then there’s the wildcard. At 3,007kg, the Denza B5 is by far the heaviest vehicle here, but also the most powerful. Its 1.5-litre turbo-petrol engine acts primarily as part of an extended-range plug-in hybrid system, working with front and rear electric motors to deliver a combined 400kW and 760Nm. There’s no conventional transfer case. Instead, the electric motors provide all-wheel drive while adaptive air suspension and sophisticated software do much of the heavy lifting off-road. On paper, it’s the least conventional touring wagon here by some margin.

Three vehicles. Three very different philosophies. One question remained: which approach actually works best once the road disappears?

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Towing and payload

Maximum towing capacity tells only part of the story. To see what these wagons can realistically carry, we assumed each was towing a 3,000kg caravan with a 300kg towball download.

The Prado begins with a 620kg payload, leaving 320kg once the towball weight is accounted for. That’s enough for two 85kg adults and around 150kg remaining for luggage and other items. The Tank 500 starts with a 565kg payload, leaving 265kg. Two adults reduce that to around 95kg remaining. The Denza B5 has the tightest margins. Its 490kg payload drops to just 190kg with the caravan attached. Two adults leave around 20kg before reaching GVM. Its 6,232kg GCM also leaves only 225kg of combined mass in reserve before passengers or luggage are added. These figures assume each vehicle remains in standard trim. Any accessories or modifications further reduce the available payload.

For anyone towing regularly, the Prado offers the greatest flexibility; the Tank remains workable with careful loading; while the Denza’s payload becomes the limiting factor long before its 3,000kg towing capacity.

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A loaded trailer also compounds the efficiency issue raised earlier: towing accelerates battery depletion, so anyone planning long tows should budget for petrol-only economy for most of the trip. V2L remains the one PHEV advantage that survives the tow. Running camp fridges, induction cooktops or even your caravan AC straight off the built-in battery at the end of a long towing day is a genuine edge the diesel Prado can’t match without spending a small fortune on upgrades.

It’s worth putting some numbers to this. Both PHEVs post genuinely impressive claimed fuel consumption figures with the battery topped up — 3.9L/100km for the Denza, 2.1L/100km for the Tank — figures that make the Prado’s 7.6L/100km diesel claim look thirsty by comparison.

But those numbers only apply while there’s charge to draw on. Once the battery drops below around 25 per cent, the claimed figures jump to 10.9L/100km for the Denza and 8.4L/100km for the Tank, both worse than the Prado’s unchanging diesel number. On sustained highway or touring running, without stop-start driving to recover energy, that’s the number both cars settle into, trailer or no trailer.

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Interior and everyday practicality

The reality is these three wagons will spend far more time in suburban traffic than they ever will on a technical four-wheel drive track. School drop-offs, weekend sport, commuting and the supermarket run account for the vast majority of kilometres. That’s also where plug-in hybrid technology starts to make sense.

Both the Denza B5 and GWM Tank 500 can be plugged in at home overnight, allowing many owners to complete most of their weekday driving on electricity alone. If you’ve got a power point in the garage or even the shed you could go weeks between fuel stops. For buyers covering 50 or 60 kilometres a day, that’s a genuine advantage over a conventional diesel.

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It’s also where the Denza establishes itself as the class leader. The seats are exceptionally comfortable, the cabin materials feel genuinely premium and the technology is excellent. It has the best camera system here, a bright, crisp head-up display and a digital rear-view mirror that largely eliminates the visibility compromises common in wagons. If this cabin wore a European badge, few would question it.

The Tank 500 also impresses with a generous equipment list, comfortable seats and excellent massage functions, although the driving position never quite suited my six-foot-seven frame. More disappointing were the squeaks and trim noises that developed on-road, something the Denza simply didn’t exhibit.

The Prado feels conservative by comparison. Its infotainment and camera quality trail both Chinese rivals, while the abundance of hard plastics reminds you Toyota prioritised durability over showroom appeal. Yet everything feels solid. Nothing rattled, nothing squeaked and nothing suggested it wouldn’t still feel the same after years of rough Australian roads.

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Practicality deserves consideration, too. Payload disappears quickly once you add passengers, luggage and towball weight, and all three require careful loading. The Prado benefits from a mature aftermarket offering GVM upgrades, while equivalent solutions for the Tank and Denza are still developing. Its biggest compromise, however, is the raised boot floor in the seven-seat GXL. Packaging the hybrid battery beneath the cargo area noticeably reduces luggage space, something families will quickly notice.

If most of your driving is around town, the Denza is the standout. It’s the most comfortable, the most refined and the easiest vehicle here to live with. But that wasn’t enough to decide this comparison.

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Gravel roads and touring

Before we headed into the technical off-road work, we spent plenty of time on fast gravel roads.

It’s here that suspension tuning matters most. Anyone can build a vehicle that climbs a steep obstacle once. Covering hundreds of kilometres of corrugated gravel in comfort is what separates a capable off-roader from a great touring wagon.

The Prado immediately reminded us why it’s long been the best-seller. The suspension feels settled at speed, absorbing corrugations without excessive body movement and allowing you to maintain a comfortable touring pace with confidence. After hours behind the wheel, you’re noticeably less fatigued.

The Denza was the biggest surprise. On smoother gravel it felt refined, with little drivetrain noise and a cabin that could easily pass for a premium European SUV. Push the pace or introduce larger undulations, however, and the air suspension began to lose its composure. The body floated, took an extra movement to settle and never inspired the same confidence as the Prado. It remained impressively quiet throughout, but beneath the refinement was a chassis that never felt quite as tied down as Toyota’s.

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The Tank landed somewhere between the two. Its suspension controlled larger bumps better than the Denza’s and felt more settled over successive undulations, but you were always conscious of the vehicle’s weight. More noticeable were the squeaks and trim noises as the body worked over rough gravel, something the Denza simply didn’t exhibit. The massage seats are genuinely excellent on a long drive, but they couldn’t disguise a vehicle that always felt like it was working harder than the Prado.

Both plug-in hybrids add another dimension once the driving is over. Pull into camp and V2L lets you boil the kettle, run an induction cooktop or charge camera batteries straight from the traction battery. It’s a genuinely useful feature for weekend camping, and one the diesel Prado simply can’t match without additional equipment.

By the time the road narrowed into ruts and washouts, a clear pattern had already emerged. The Prado was the most confidence-inspiring, the Denza the most refined, and the Tank still searching for the same level of composure.

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Wombat Holes: When wheels leave the ground

Cross-axle obstacles quickly expose the strengths and weaknesses of a four-wheel drive.

As opposing wheels lift clear of the ground, traction disappears and the vehicle has to find another way forward. Whether that’s through suspension articulation, brake-based traction control or locking differentials says a lot about how each manufacturer has approached off-road capability.

The Prado tackled the obstacle exactly as expected. With the centre differential open, it made respectable progress before running out of traction. Lock the centre diff, select low range and it simply walked through the ruts. Toyota’s traction control remains among the best in the business, intervening quickly and smoothly without excessive wheelspin. Combined with excellent rear axle articulation, the Prado always seemed to have another tyre finding grip.

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The Denza approached the same obstacle very differently. Raising the adaptive air suspension increased ground clearance, while the electric drivetrain shuffled torque almost instantly between the axles. There were several moments where it looked like it had run out of options, only for the software to quietly find another path forward. The lack of engine noise made the whole experience feel almost effortless. The limiting factor wasn’t the drivetrain, it was the suspension. Wheel travel simply couldn’t match the Prado, leaving the electronics to compensate more often than they should have needed to.

The Tank’s personality became obvious almost immediately. With the front and rear differential locks disengaged, progress stalled earlier than expected as the suspension lifted wheels clear of the ground. Engage both lockers, however, and the Tank simply drove through. The Prado flexed its axle travel, the Denza let its computers do the thinking, and the Tank just locked everything up and muscled its way through.

All three completed the obstacle, but they did so in very different ways. The Prado felt like the most complete package, with the suspension, traction control and driveline working seamlessly together. The Denza demonstrated just how capable modern software has become, while the Tank proved lockers will push anything up a hill.

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Steep climbs: Chassis control

If the first obstacle exposed how each vehicle found traction, the second showed how well the whole package worked together. A steep, deeply rutted climb demanded careful throttle control, stable body movements and enough suspension travel to keep the tyres working.

The Prado again felt like the one to beat. Its suspension kept the body composed as individual wheels climbed and dropped through the ruts, while the traction control worked so seamlessly it almost disappeared into the background. Progress was slow, deliberate and predictable, allowing you to focus on wheel placement rather than what the driveline might do next.

The Denza continued to impress with its drivetrain. Crawl Mode delivered beautifully measured throttle inputs, making it easy to place the vehicle precisely despite the instant torque available. Once again, however, the suspension became the limiting factor. With less articulation than the Prado, the body pitched more noticeably and the electronics had to work harder to maintain momentum. It never lacked capability, but it lacked some of the Prado’s composure.

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The Tank approached the climb much as it had the first obstacle. With both engaged pushed to the top with a lot of body movement and a busier experience from behind the wheel. The suspension never felt as settled as either rival, and on the climb up, the rear bumper dragged the ground, a reminder that published approach and departure angles don’t always tell the full story. Honestly, lockers might work but if a Prado can do it without them and without damaging itself, are they enough? Or is the Tank relying on lockers to fix its bad suspension?

By this point, the personalities of all three vehicles were obvious. The Prado inspired the greatest confidence because every system worked together naturally. The Denza repeatedly demonstrated what clever software can achieve, while the Tank relied on locking differentials to overcome its shortcomings.

Off-road specs

Servicing, aftermarket and touring

Off-road ability is only part of the ownership equation. If you’re planning to tour Australia, dealer support, servicing and aftermarket availability matter just as much.

Toyota Prado: the safe bet

This is where the Prado’s long history pays dividends. Toyota has dealers in some of Australia’s most remote communities, independent workshops know the platform inside out, and the aftermarket is second to none. Whether you’re chasing suspension upgrades, bullbars, recovery gear, long-range fuel tanks or a GVM upgrade, you’ll find multiple options. The only real downside is Toyota’s six-month or 10,000km service intervals, which can become a nuisance if you regularly cover big distances.

GWM Tank 500: catching up

GWM has quietly established a substantial national dealer network and is no longer the niche player it once was. While you won’t find the same level of rural coverage as Toyota, servicing in metropolitan and regional Australia is becoming increasingly straightforward. The aftermarket is growing steadily, although it still trails the Prado by a fair margin. China already has a healthy Tank modification scene, with suspension, protection equipment and touring accessories readily available. The challenge is that much of it hasn’t yet been developed or certified for Australian conditions, so local support is still catching up.

Denza B5: the unknown quantity

The Denza is the biggest unknown. While the vehicle itself is new, it arrives backed by BYD, one of Australia’s fastest-growing automotive brands. Every new showroom and service centre supporting BYD strengthens the ownership proposition for Denza, but it’s still early days compared with Toyota’s decades-long network. Aftermarket support remains limited, particularly for owners wanting suspension upgrades or increased carrying capacity, although that will almost certainly improve as more vehicles reach customers. The adaptive air suspension also makes future GVM upgrades more complicated than they are on the conventional coil-sprung Prado and Tank.

If you’re buying a touring vehicle today, the Prado remains the safest long-term bet. GWM has closed much of the gap on dealer support and is steadily building aftermarket options, while Denza’s biggest challenge isn’t the vehicle itself, it’s giving the aftermarket and network time to catch up.

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Verdict: Which 4WD wagon should you buy?

A few years ago, this comparison would have been over before it began. The Prado would have been the obvious choice, and the Chinese challengers dismissed before they reached the first obstacle. Not anymore.

The biggest surprise wasn’t that the Denza B5 could keep up with the Prado. It was how often it made me rethink what a modern four-wheel drive can be. Around town, it’s comfortably the nicest vehicle here. The cabin is genuinely premium, the technology is excellent and, if most of your driving is local, charging it at home could dramatically reduce your fuel bill. It’s a luxury wagon first, but it’s also a remarkably capable off-roader.

The Tank 500 left me less convinced. Its locking differentials give it serious off-road ability, but too often it felt like the hardware was compensating for shortcomings elsewhere. The suspension never inspired the same confidence as the Prado, and when the Denza delivers a more polished overall experience for similar money, it’s the harder vehicle to recommend.

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Which brings us back to the Prado. Toyota hasn’t won because it has the most powerful drivetrain or the biggest screens. It won because every part of the vehicle works together. The suspension, traction control and driveline feel like a cohesive package, whether you’re climbing ruts, covering hundreds of kilometres of corrugated gravel or heading into the High Country with a camper in tow.

If I lived in suburbia and spent most weekends at a caravan park or campsite, I’d buy the Denza B5. It genuinely feels like a glimpse of where family four-wheel drives are heading. But if I were spending my own money on one vehicle to tow, tour and explore Australia, I’d still buy the Prado. Not because it’s perfect; because it’s still the benchmark.

Other 4WD wagons to consider

If these three don’t quite fit your needs, there are several other capable wagons worth considering.

The Ford Everest Sport (from around $77,000) is arguably the Prado’s closest rival. Its 3.0-litre turbo-diesel V6 produces 184kW and 600Nm, making it the most powerful diesel in the class. Having tested the Everest and Prado back-to-back, we’d still give the nod to the Prado for suspension composure on rough roads, but the Everest counters with stronger engine performance, excellent towing manners and a polished interior. It’s one of the most complete touring wagons on sale.

For buyers with a bigger budget, the Toyota LandCruiser 300 GX (from around $97,000) delivers 227kW and 700Nm from its twin-turbo V6 diesel. It offers more space, greater refinement, a 3.5-tonne tow rating and outstanding long-distance touring credentials, albeit at a significantly higher asking price.

The Isuzu MU-X X-Terrain (around $75,000) takes a simpler approach. Its 140kW and 450Nm 3.0-litre turbo-diesel won’t match the performance of the Prado, Tank or Denza, but it has earned a reputation for reliability, sensible running costs and excellent aftermarket support. For buyers prioritising dependable long-distance touring over outright performance, it’s still a compelling package.

Then there’s the INEOS Grenadier Station Wagon (from around $105,000). Powered by a 210kW and 450Nm BMW-sourced 3.0-litre turbo-petrol or a 183kW and 550Nm turbo-diesel, it’s arguably the most capable off-roader of the group. Live axles, heavy-duty driveline components and outstanding wheel travel give it an advantage once the terrain becomes genuinely difficult. The trade-off is a firmer on-road ride, higher purchase price and a smaller dealer network than the mainstream alternatives.

4×4 quick take

• Toyota Prado GXL: Still the undisputed king for outback touring, towing, and long-term support, even if the cabin tech feels a generation behind.
• Denza B5: The surprise star around town; insanely fast, ultra-luxurious, and capable off-road, but let down by suspension travel and a non-existent touring aftermarket.
• GWM Tank 500: Heavy-duty triple-lock hardware means it gets everywhere, but lacks the suspension composure and cabin refinement of its rivals.

Pros and cons

Specs

A total of 1262 MY2026 RAM 1500 vehicles have been recalled in Australia over a potential defect affecting two second-row seat belt buckle anchors, with the recall applying to all variants of the 2026 model within the affected model range.

Due to a manufacturing defect, the second-row centre and left-side seat belt buckle anchors may not meet specifications, meaning the affected seat belts may not operate as intended.

The two affected seating positions are the second-row centre and second-row left-side seats, and owners should avoid carrying passengers in these positions until the vehicle has been inspected and, where required, rectified.

Owners of affected vehicles will be contacted in writing by American Special Vehicles, advising them to contact an authorised RAM dealer to have the rectification completed free of charge. Dealers will inspect the affected second-row seat belt buckle anchors and carry out the required rectification.

The Australian recall presently specifies MY2026 vehicles only, with 1262 units affected across all RAM 1500 variants within that model year, and owners can check whether their vehicle is affected through the government’s recall VIN list (↗).

The recall follows recent news that the RAM 1500 TRX SRT will return to Australia during the first half of 2027.

The new-generation Nissan Patrol will start at $98,990 MSRP in Australia, just $2450 more than the outgoing Y62, with orders now open ahead of first customer deliveries in early 2027.

The Patrol’s $98,990 starting price puts it almost exactly alongside the current Toyota LandCruiser 300 GX, which is priced at $99,270 before on-road costs.

Nissan has confirmed the six-grade Australian line-up ahead of first customer deliveries in early 2027, with Ti, Ti+, Ti-L, Ti-L+, Ti-L Reserve and the off-road-focused PRO-4X making up the range. For 4WD buyers, the major changes are under the skin, with a 3.5-litre twin-turbo V6 producing 317kW and 700Nm, a nine-speed automatic, full-time 4WD with a 4H/4L transfer case and electronic rear differential lock, plus a 3700kg braked towing capacity.

“The all-new Patrol gives Australian customers more choice than ever before, with a range that spans family comfort, genuine off-road capability and new levels of refinement,” said Steve Milette, Managing Director, Nissan Oceania.

“From the Ti through to the Ti-L Reserve, and with the PRO-4X bringing a new level of off-road capability to the Patrol range, every grade delivers more power, technology, comfort and capability. It’s a Patrol designed to meet the needs of more Australians, whether they’re touring, towing, tackling the outback or simply looking for a spacious premium family SUV.”

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More grunt and a tougher chassis

The new V6 produces 19kW more power and 140Nm more torque than the outgoing Patrol, with peak torque arriving earlier in the rev range. Nissan has also fitted a scavenger oil pump intended to maintain engine lubrication when the Patrol is working on steep inclines and off-camber terrain.

The Y63 moves to a new ladder-frame chassis that Nissan says is 40 per cent more torsionally rigid than the Y62. It uses independent multi-link suspension and electric power steering.

Suspension specification varies between grades. Ti-L and Ti-L+ get Intelligent Dynamic Damping e-Damper suspension, while the Ti-L Reserve and PRO-4X add adaptive air suspension. That air suspension can raise the Patrol when driving off-road, improving its approach, breakover and departure angles, while also lowering the vehicle when parked for easier access. The system automatically lowers above 90km/h before raising again below 70km/h, while all grades get eight drive and terrain modes.

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Bigger screens and more equipment

Inside, the Y63 gets a widescreen display setup, with dual 12.3-inch screens on Ti and Ti+ and dual 14.3-inch screens from Ti-L upwards. Google built-in, Google Gemini AI and NissanConnect connected services are standard, as is tri-zone automatic climate control.

ProPILOT is standard from the entry-level Ti, while Ti-L and above add a head-up display and 12-speaker Klipsch audio system. The Ti-L Reserve gets two 12.8-inch screens for second-row passengers.

Every Patrol also gets a 3D Intelligent Around View Monitor with an invisible hood ‘skeleton view’. The system is fixed on Ti and Ti+ and adds 3D rotation from Ti-L.

The Patrol remains an eight-seat, three-row SUV, with higher grades adding heated and ventilated front seats and massage functions. Ti-L+, PRO-4X and Ti-L Reserve also get Biometric Cooling, which automatically adjusts the climate control based on passenger temperature.

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Patrol pricing and arrival

The Y63 Patrol range is priced from $98,990, with the six variants priced as follows:

Nissan says the new Patrol will be backed by a 10-year/300,000km warranty, with roadside assistance available for up to 10 years/300,000km when the vehicle is serviced through an authorised Nissan dealer. Servicing is scheduled every 12 months or 15,000km, with the first five years priced at $499 per service. Orders are now open through Nissan dealers, with first customer deliveries expected in early 2027.

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What you get at each grade

Ti: $98,990 (MSRP)

• Monolith display with dual 12.3-inch infotainment displays
• 3D fixed Intelligent Around View Monitor with invisible hood ‘skeleton view’
• NissanConnect connected car services with Google built-in and Google Gemini AI
• 4WD with 4L + 4H interlocking transfer case, electronic locking rear differential and eight drive and terrain modes
• Tri-zone automatic climate control
• Synthetic leather seats and leather-accented steering wheel
• 18-inch gunmetal alloy wheels with full-size spare
• ProPILOT

Ti+: $109,480 (MSRP)

Ti equipment, plus:

• Tilt-and-slide power sunroof with panoramic glass roof
• Privacy glass for second-row and rear windows
• Power tailgate
• Roof rails
• Intelligent Rear View Mirror
• Rain-sensing wipers

Ti-L: $122,690 (MSRP)

Ti+ equipment, plus:

• Monolith display with dual 14.3-inch infotainment displays
• Premium 12-speaker Klipsch audio system
• Head-up display
• Intelligent Dynamic Damping (e-Damper) suspension
• 20-inch machined alloy wheels
• 3D rotation Intelligent Around View Monitor with invisible hood ‘skeleton view’

Ti-L+: $134,690 MSRP

Ti-L equipment, plus:

• Genuine leather-accented seat trim
• Heated and ventilated front seats
• Massage driver’s seat
• Heated steering wheel
• Centre console cool box
• Biometric Cooling with in-built pollen and particulate filter
• Multi-colour ambient interior illumination

PRO-4X: $137,590 MSRP

Ti-L equipment, plus:

• Adaptive Air Suspension with Intelligent Dynamic Damping (e-Damper)
• 20-inch black-painted alloy wheels
• All-terrain tyres
• PRO-4X unique off-road front bumper fascia
• Centre console cool box
• Heated and ventilated front-row seats
• Heated steering wheel
• Trailer docking support
• Electric trailer brake controller
• Biometric Cooling with in-built pollen and particulate filter

Ti-L Reserve: $145,990 MSRP

Ti-L+ equipment, plus:

• Adaptive Air Suspension with Intelligent Dynamic Damping (e-Damper)
• 22-inch step-machined alloy wheels
• Trailer docking support
• Electric trailer brake controller
• Dual 12.8-inch second-row entertainment screens
• Driver and front passenger massage seats

A viral K’gari (Fraser Island) rollover is a timely reminder that a 4WD can go from a harmless-looking fishtail to a rollover in a heartbeat.

Footage uploaded to the 9 News Gold Coast Facebook page (↗) on August 26 shows a ute fishtailing near Hook Point before a tyre digs into the sand and the vehicle rolls. The occupants reportedly avoided serious injury, while police are investigating the crash. It also highlights why knowing how a vehicle behaves on sand matters, particularly for drivers who don’t regularly head onto beaches.

How does a fishtail turn into a rollover?

A bit of sideways movement isn’t necessarily cause for alarm. 

The trouble starts when the vehicle builds enough sideways momentum and a tyre suddenly bites into the sand. That tyre can effectively become a pivot point, with the vehicle still trying to travel sideways while the tyre stops, throwing the body over it. It’s more likely to happen when you’re carrying plenty of gear, running higher tyre pressures or travelling too quickly for the sand. A high centre of gravity only makes the situation less forgiving.

Don’t panic and don’t try to catch it with a massive steering input. If the rear steps out, steer smoothly into the skid and avoid suddenly winding on a heap of opposite lock. Big steering movements can make the vehicle snap back the other way and increase the chance of a tyre digging in.

Ease off the throttle and let the vehicle settle rather than trying to immediately point it where you want it to go. Better still, don’t get into the situation in the first place. If the sand is soft, chopped up or heavily trafficked, slow down.

How to stay safe when driving on the beach

K’gari’s beach speed limit is 80km/h unless otherwise signposted. That’s the maximum legal speed, not a suggestion that 80km/h is safe everywhere. 

Soft sand, washouts, changing camber, parked vehicles, pedestrians and other traffic can all make a much lower speed appropriate. Queensland Parks advises drivers to check conditions, reduce tyre pressures before hitting the beach and drive to the conditions. For experienced sand drivers, this isn’t exactly groundbreaking advice, but it’s easy to forget when the beach is firm and open and the speed starts creeping up.

There’s also no prize for being the person who gets down the beach fastest. Keeping the ego in check is part of good beach driving. You don’t need to be a hoon to have fun in a 4WD, and pushing harder simply to show what the vehicle can do is a pretty poor trade-off when the consequences can be a rollover.

Know your vehicle and the beach

Dropping tyre pressures increases the tyre’s footprint and helps it float over soft sand rather than digging in. But there’s no magic pressure that makes a vehicle safe at speed. 

How a 4WD behaves also depends on its weight, load, tyre setup, suspension, centre of gravity and the sand underneath it. A loaded touring rig with a roof rack and plenty of gear will react differently from an unloaded ute. Add speed and an abrupt steering input and things can get ugly quickly.

K’gari’s eastern beach is a road, not a free-for-all. Queensland road rules apply, and the beach has two-way traffic, pedestrians, wildlife and aircraft using sections as a landing strip. The surface can change dramatically over a short distance, too. The smart approach is to look well ahead, pick your line and adjust your speed to what the sand is doing. If it looks chopped up or soft, back off before the vehicle starts wandering around.

Beach driving isn’t difficult, but it has its own set of vehicle dynamics and it’s worth learning them before heading somewhere like K’gari. Knowing what a vehicle feels like when it starts to move sideways can mean the difference between a quick correction and a rollover.

A proper 4WD training course can teach drivers how tyre pressures, momentum, steering and throttle inputs affect a vehicle on sand, as well as what to do when things start going wrong. 

Five things to do before and during beach driving

1: Drop your tyre pressures

Reduce tyre pressures before getting onto soft sand, using a pressure appropriate for your vehicle, tyres and load. Carry a reliable compressor so you can reinflate before returning to normal roads.

2: Slow down

Treat the posted speed limit as a maximum, not a target. Slow down for soft sand, ruts, washouts, traffic, pedestrians and changing conditions.

3: Look well ahead

Read the beach and pick your line early. Give yourself plenty of time to deal with softer sand, obstacles and other vehicles rather than making a sudden steering correction.

4: Keep your steering smooth

If the vehicle starts to move sideways, don’t panic and snap the steering from lock to lock. Make controlled inputs, ease off the throttle and let the vehicle settle.

5: Keep your ego in the glovebox

There’s no need to prove what your 4WD can do. Drive within your ability, leave plenty of margin for changing sand and traffic, and remember you’re sharing the beach with everyone else.

ARB’s Australian accessory sales fell during FY2026, but the new Toyota HiLux and Ford Ranger Super Duty are already producing potentially record fitment rates.

That contrast is the key takeaway from ARB’s full-year results. Australian aftermarket revenue fell 3.3 per cent to $390.1 million as softer new-4×4 sales, restricted vehicle availability and inflation put pressure on spending. Yet some of the strongest fitment rates are coming from two of the newest vehicles on the market, suggesting demand for accessories remains strong when the vehicle is available and the products are ready.

Fewer new 4x4s means fewer accessories

ARB’s total sales revenue fell 3.8 per cent to $702 million in FY2026, with the Australian aftermarket accounting for much of the pressure. Ranger and HiLux sales both fell by about four per cent during the year, reducing the number of new vehicles available to buyers looking to modify them.

The impact was even more pronounced in original-equipment accessories, where revenue fell 27.2 per cent to $43.4 million. Vehicle shortages and the timing of model changes were key factors, showing how closely OEM accessory programs are tied to the vehicle production and delivery cycle.

Inflation also put pressure on spending, adding another hurdle for buyers considering accessory purchases. ARB’s figures do not break down performance by product category, so they do not establish whether buyers are delaying larger purchases such as bullbars, suspension and canopies while continuing to spend on smaller touring accessories. What they do show is that the number and timing of new vehicles reaching customers remains critical to the accessory market.

New HiLux and Ranger buck the slowdown

The new HiLux and Ranger Super Duty provide the clearest counterpoint to the weaker overall result.

ARB had early access to both vehicles and says they have produced improved, potentially record, accessory fitment rates. That’s significant given the wider decline in Australian aftermarket revenue and suggests the issue is not simply that 4×4 owners have stopped modifying their vehicles.

If accessories are available as customers take delivery, they can become part of the initial vehicle build rather than a purchase pushed further down the track. The stronger fitment rates for the new HiLux and Ranger Super Duty show what can happen when products are ready at launch.

It also makes early product development increasingly important. As new vehicles arrive, buyers can configure them before or immediately after delivery, creating an opportunity for accessory manufacturers that have products ready to go.

Chinese OEMs and new platforms open a wider front

The vehicles coming into the market are changing, too.

ARB established a Chinese subsidiary in May and secured two additional US manufacturer contracts during FY2026, including one involving an electric platform.

That reflects a wider shift in the accessory market, with manufacturers increasingly developing products for Chinese and electric vehicle platforms alongside the established 4×4 market.

Products now need to be ready for a wider range of manufacturers and powertrains, making early access and development increasingly important. The HiLux and Ranger Super Duty provide a clear example of the potential benefit, with stronger fitment rates despite the broader market slowdown.

Toyota supply could drive the next recovery

The next lift in Australia’s accessory market could come from improving supply of key Toyota models.

ARB expects better availability of the new HiLux, Prado, LandCruiser 300 and 70 Series to support sales. Those vehicles are important to the Australian 4×4 market, so increased deliveries would create more opportunities for accessory sales.

The new HiLux is already showing what that could mean. Despite the broader decline in the Australian aftermarket, its accessory fitment rate has increased alongside the Ranger Super Duty.

International sales are providing another source of growth, with US sales up 10.2 per cent in Australian-dollar terms. ARB is also expanding its international operations, with a South African warehouse and distribution operation planned for the first half of FY2027.

But the Australian figures tell the more important story for local 4×4 owners and accessory businesses. Aftermarket revenue is down, OEM accessory revenue has taken a much larger hit, and new-vehicle supply remains a constraint.

At the same time, the new HiLux and Ranger Super Duty are producing stronger, potentially record fitment rates. The message from the numbers is fairly simple: Australian 4×4 owners are still spending on accessories, but there need to be enough new vehicles available, with the right products ready when they arrive.

FAQs

Did ARB’s Australian accessory sales fall in FY2026?

Yes. Australian aftermarket revenue fell 3.3 per cent to $390.1 million during FY2026.

Why did ARB’s Australian accessory revenue fall?

ARB attributed the decline to softer new-4×4 sales, restricted vehicle availability and inflation putting pressure on spending.

How much did ARB’s original-equipment accessory revenue fall?

Original-equipment accessory revenue fell 27.2 per cent to $43.4 million, with vehicle shortages and the timing of model changes identified as key factors.

Are the new Toyota HiLux and Ford Ranger Super Duty selling accessories?

ARB says both vehicles have produced improved, potentially record, accessory fitment rates after the company had early access to them.

Why is early accessory development important?

Having accessories ready when a new vehicle launches allows buyers to configure their vehicles before or immediately after delivery, rather than waiting for products to become available.

Could improving Toyota supply boost the 4×4 accessory market?

ARB expects better availability of the new HiLux, Prado, LandCruiser 300 and 70 Series to support sales, which could create more opportunities for accessory purchases.

When it comes to pre-trip engine maintenance, an oil and filter change is usually near the top of the list. But there’s another filter under the bonnet that’s just as important to engine health and often gets overlooked.

The air filter doesn’t get much attention, but its job is critical. Every breath the engine takes passes through it, and in dusty conditions, a quality filter can make a big difference to what reaches the intake.

Hot on the heels of its oil filter range, Penrite has now added a matching line of air filters, giving us a good reason to take a closer look at what’s going on inside the airbox.

Why the air filter matters

Here’s the thing about dust. In the suburbs, it’s an annoyance, something you wipe off the dash. Out on the Oodnadatta Track or grinding through the Victorian High Country in the dry, it’s a genuine threat to engine health.

Every breath your engine takes pulls in whatever is floating around outside. If that air isn’t properly filtered before it reaches the intake, it can accelerate wear on cylinder walls, pistons and rings. No amount of premium oil is going to fix that.

Think of it this way: the oil filter protects the engine from what’s already inside it, while the air filter stops the enemy getting in through the front door. Skimp on either one and you’re only doing half the job.

What makes a quality air filter?

Penrite’s air filter range (↗) follows the same philosophy as its oil filters: take a component people often treat as a commodity and engineer it properly.

Whether it’s a flat panel, cylindrical unit or uniquely shaped filter for a specific application, each one is precision-built around a construction platform focused on strength, consistency and durability.

The filtration media combines glass fibre and wood pulp, formed into pleats. The pleating provides plenty of surface area while helping maintain consistent airflow as the filter collects dirt, rather than restricting flow as quickly as a lower-quality filter can once it starts to load up.

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Around the edges, engineered seals and gaskets secure the filter in the airbox and help prevent contaminants from bypassing the media altogether. That’s particularly important in dusty conditions, where even a small gap around the filter can allow unfiltered air into the intake.

The combination of precise fitment, reliable sealing and consistent airflow is designed to meet or exceed OE performance benchmarks, while the media blocks dust, pollen, soot and road debris before they reach the intake.

The result is cleaner air reaching the engine, helping maintain proper airflow and combustion while reducing the amount of dust and debris reaching the engine.

And because most of us aren’t going to memorise a part number, the range can be searched through Penrite’s online rego lookup tool (↗). Enter your registration, confirm compatibility and it provides the correct part number, taking the guesswork out of finding the right filter.

When should you replace an air filter?

There’s no single replacement interval that suits every vehicle.

The manufacturer’s service schedule is a good starting point, but air filters need more frequent attention if a vehicle regularly travels on dirt roads, follows other vehicles in dusty conditions or spends plenty of time off-road. A filter that’s heavily loaded with dust, damaged, wet or showing signs of deterioration around the sealing surface should be replaced rather than left until the next scheduled service.

It’s also worth inspecting the filter after extended trips through dusty country. A vehicle that spends most of its life on sealed roads can go much longer between replacements than one that’s regularly touring remote tracks. And don’t judge a filter purely by how dirty it looks. Damage to the media or sealing surface can compromise filtration even when the filter doesn’t appear heavily loaded.

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Can you clean an air filter?

For the disposable filters used in most factory airboxes, replacement is generally the safer option than trying to clean and reuse them.

Aggressive cleaning, particularly with compressed air, can damage the filter media or create gaps that allow contaminants through. If you’re running a reusable aftermarket filter, follow the manufacturer’s specific cleaning and servicing instructions rather than treating it like a disposable paper filter.

Built for dusty conditions

It’s one thing to engineer a filter for a daily commute on sealed roads. It’s another when your “commute” is a corrugated station track outside Birdsville with bulldust hanging in the air behind the vehicle in front.

That’s the kind of environment Penrite says it has considered with this range, with filters designed to keep protecting the engine when conditions get seriously dusty.

A snorkel can help position the engine’s air intake higher and away from some sources of dust and water, but it doesn’t replace the air filter. For vehicles regularly operating in extreme dust, a pre-cleaner or pre-filter can also reduce the amount of debris reaching the main filter.

It also ties into something Penrite has been pushing since the oil filter launch: a matched filtration system. Running Penrite oil with its oil and air filters means the key filtration components are designed to work together, rather than being a mix of whatever happened to be cheapest on the shelf.

Final thoughts

Nobody’s going to tell you a good air filter is the difference between a bulletproof engine and a boat anchor. But it’s cheap insurance, especially when you consider the cost of an engine rebuild.

It’s another simple bit of maintenance that can help give your rig the best chance of staying healthy when you’re a long way from help. So next time you’re changing the oil and filter before a trip, spare a thought for what’s sitting in the airbox too. Your engine needs clean air just as much as it needs clean oil.

Frequently Asked Questions

How often should you replace an air filter?

There’s no single replacement interval for every vehicle. Follow the manufacturer’s service schedule as a starting point, but inspect the filter more often if you regularly drive on dirt roads, in dusty conditions or off-road.

How do you know when an air filter needs replacing?

A filter should be replaced if it’s heavily loaded with dust, damaged, wet or showing signs of deterioration around the sealing surface. It should also be inspected after extended trips through dusty country.

Can you clean and reuse a disposable air filter?

For disposable filters used in most factory airboxes, replacement is generally safer than trying to clean and reuse them. Aggressive cleaning, particularly with compressed air, can damage the filter media.

Does a snorkel replace an air filter?

No. A snorkel can position the engine’s air intake higher and away from some sources of dust and water, but it doesn’t replace the air filter. A pre-cleaner or pre-filter can also help reduce debris reaching the main filter in extreme dust.

Why is the air filter important?

The air filter keeps dust, pollen, soot and road debris out of the engine intake. Proper filtration helps maintain airflow and combustion while reducing the amount of contaminants reaching the engine.

As we reported in early July, the Ram 1500 TRX is returning to Australia, with the renamed TRX SRT now confirmed for local showrooms during the first half of 2027. It’ll arrive with an eye-boggling price tag.

The MY27 Ram 1500 TRX SRT will be priced from $259,950 plus on-road costs, with metallic paint adding $950. Initial production allocations for Australia will be limited.

That’s $10,000 more than the previous-generation TRX Final Edition, which was priced at $249,950 plus on-roads in 2024. The original TRX launched in Australia in 2022 at $199,950 plus on-road costs, putting the new model $60,000 above its original launch price.

Ram Trucks Australia has confirmed the MY27 Ram 1500 TRX SRT will be powered by an uprated version of the supercharged 6.2-litre Hemi V8. Earlier reports on the US-market model put its output at 777hp, or 579kW. The new US-spec TRX also retains Bilstein dampers aimed at high-speed off-road performance, along with oversized wheels and tyres.

The SRT badge, which stands for Street and Racing Technology, has long been used across Chrysler, Dodge and Jeep’s high-performance models, including the Viper-powered Ram SRT-10 pick-up.

Ram reintroduced the 1500 TRX in the US for 2027 after a brief hiatus. The TRX costs around US$100,000 in its home market, while Ram Trucks Australia has been working with Ram Trucks USA to secure the updated model for Australia and New Zealand.

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“We know there is a lot of passion for the TRX in Australia, which is why we have worked hard to secure production out of the US for our market,” said Jeff Barber, the General Manager of Ram Trucks Australia.

“Supply of the new TRX will initially be restricted because demand is off the charts in the US, however the factory has been incredibly supportive of the Australian market and we are pleased to confirm the TRX is coming back.”

Several hundred customers in Australia have already attempted to place pre-orders following confirmation that the performance pick-up was returning to the US. Almost 1000 examples of the first-generation Ram 1500 TRX were sold in Australia and New Zealand from mid-2022 to late 2025.

Six colours will be available, subject to availability: Bright White, Diamond Black, Forged Blue, Molten Red, Serrano Green and Spitfire Orange.

Ram has not yet released the full technical details or feature list for the Australian-market MY27 TRX SRT. Further details will be announced closer to its arrival in local showrooms during the first half of 2027.

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FAQs

When will the Ram 1500 TRX SRT arrive in Australia?

The MY27 Ram 1500 TRX SRT is due in Australian showrooms during the first half of 2027.

How much will the Ram 1500 TRX SRT cost in Australia?

It will be priced from $259,950 plus on-road costs, with metallic paint adding $950.

What engine does the Ram 1500 TRX SRT use?

It uses an uprated supercharged 6.2-litre Hemi V8. Earlier reports on the US-market model put output at 579kW.

Will Australian TRX SRT supply be limited?

Yes. Initial production allocations for Australia will be limited, with demand for the new model already strong.

How much more expensive is the new TRX SRT?

The new model is $10,000 more expensive than the 2024 TRX Final Edition, which was priced at $249,950 plus on-road costs. It is $60,000 above the original 2022 launch price of $199,950 plus on-roads.

Chinese electric SUV brand iCAUR will launch in Australia in early 2027, with the V25 confirmed as its first local model.

Founded in 2023, iCAUR is part of Chery Group and is the latest brand from the automotive giant to enter Australia. The V25 is expected to bring a more rugged, off-road-inspired look, with Chinese-market specifications providing an early indication of what to expect.

In China, the V25 is powered by a 1.5-litre turbo-petrol range extender paired with a 33.68kWh battery, with all-wheel drive available. It has claimed approach and departure angles of 28 and 24 degrees respectively. Over there, the V25 measures 4636mm long, 1920mm wide and 1855mm tall, while towing capacity has been reported at up to 1800kg. It also features a digital cabin and driver assistance technology.

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Kate Gillis, Head of Brand, iCAUR Australia, said the brand’s arrival was part of Chery Group’s broader growth strategy.

“Australia is one of Chery Group’s most important international markets, and we’re delighted to introduce iCAUR as the next step in our long-term growth strategy. iCAUR brings a new energy to the market, combining striking design with advanced EV technology and a playful, user-centric spirit.

“Australian motorists have demonstrated a strong appetite for vehicles that combine style, technology and capability. The V25 has been developed to meet those expectations while bringing a distinctive personality that will appeal to customers looking for something different.

“As we continue expanding our portfolio, iCAUR will allow us to reach a new generation of buyers who value adventure, individuality and innovation.”

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A larger V27 is expected to follow, although iCAUR has not yet confirmed when it will arrive in Australia. The V27 is the brand’s flagship large SUV, measuring 5045mm long with a 2900mm wheelbase. Chinese-market versions combine retro-inspired off-road styling with an extended-range electric powertrain, with a 1.5-litre turbo-petrol engine acting as a generator rather than driving the wheels.

The all-wheel-drive V27 produces 335kW from a 34kWh battery, with claimed electric-only range of 150km, total range of up to 995km and a 0-100km/h time of 5.9 seconds. Despite its rugged appearance, the V27 uses a unibody platform rather than a traditional body-on-frame chassis, positioning it as more of a family touring SUV with light off-road capability.

Australian specifications for the V25, including its final powertrain, drivetrain, ground clearance, towing capacity and equipment levels, are yet to be confirmed. Pricing and final launch timing will also be announced closer to its Australian arrival.

The V25 will make its Australian public debut at Everything Electric Sydney from September 18-20, 2026.

Mitsubishi will reveal its new-generation Pajero on September 2, 2026, ahead of its arrival in Australian showrooms by the end of the year.

The fifth-generation SUV brings back the Pajero name after the previous model was discontinued in 2021, with the last Australian examples sold as run-out stock into 2022. Mitsubishi has not released any further details about the new Pajero ahead of the reveal.

The new model is expected to use a ladder-frame platform derived from the Triton, with bespoke suspension and bodywork. It will sit in the same broad segment as the Toyota LandCruiser Prado, Ford Everest, Isuzu MU-X and Nissan Patrol.

The Pajero has a long history in Australia. Launched in 1982, it became one of Mitsubishi’s best-known models, combining off-road ability with everyday road manners. More than 3.25 million Pajeros were sold across four generations in more than 170 markets. The model also built a strong motorsport record, entering the Dakar Rally in 1983 and taking 12 overall victories, including seven in a row.

In Australia, the Pajero was phased out in 2021, leaving the smaller Pajero Sport as Mitsubishi’s only remaining model carrying the name.

The new Pajero will return to a much more competitive 4×4 SUV market, with more details expected when it is unveiled on September 2.

Nissan is reportedly developing five new body-on-frame SUVs and utes, including a revived Xterra and next-generation Frontier.

As reported by Automotive News (↗), the program is expected to span Nissan and Infiniti, with the Xterra, next-generation Frontier, a body-on-frame Pathfinder and two Infiniti SUVs reportedly making up the five-model family.

The Xterra is the first model to be confirmed, with Nissan targeting a late-2028 US launch. It will use the new body-on-frame platform and is expected to be offered with V6 and hybrid powertrains. The Xterra name was last used in 2015, and its return will put Nissan back into the rugged midsize SUV market alongside vehicles such as the Ford Bronco.

The next-generation Frontier is also expected to use the new platform, while reports indicate Nissan could offer a body-on-frame Pathfinder alongside the current unibody model. The two Infiniti SUVs would take the same architecture into the premium market.

For 4×4 buyers, the move would give Nissan a much larger range of truck-based SUVs and utes built around the same basic architecture. Nissan has not yet confirmed all five vehicles or provided a detailed rollout schedule, so the broader plan could still change. The Xterra, however, gives us the first look at what the new platform will bring. With the Xterra due from 2028, Nissan could soon have a much stronger presence in the increasingly competitive off-road SUV and ute market.

What does this mean for Australia?

For Australia, the big question is whether any of the new models will be adapted for right-hand drive. There is no confirmation of Australian availability at this stage, but a larger body-on-frame range would give Nissan more options in a market where capable 4×4 SUVs and utes remain hugely popular.