SUV News

The current, cool and confident Land Rover Defender has been a big success for the iconic British brand. But for some, its shift to monocoque construction took away an element of ultimate toughness inherent in a body-on-frame four-wheel drive. So, if you're hankering for the good old days of a ladder-chassis Defender, complete with the boxy, upright design made famous over close to 80 years, your (nearly) new car has arrived. The Defender Classic V8, hand‑built using re-engineered and upgraded original Solihull‑produced 2012-2016 donor vehicles, is now available for commission in Australia. Defender Classic is an official factory division of Jaguar Land Rover (JLR), housing expert craftspeople with the restoration knowledge and skills required to deliver what the brand said is “the ultimate expression of customisation” with every vehicle made to an individual specification. Powered by a genuine 298kW/515Nm 5.0‑litre naturally aspirated Land Rover V8 with eight‑speed automatic transmission, the Classic V8 is available in a range of 90 and 110 body styles, priced from £209,000 (~A$398,000), plus “applicable delivery and local taxes.” Three body styles - 90 Station Wagon, 90 Soft Top and 110 Station Wagon - will be followed by more variants soon with extensive customisation available, including “exterior colour palettes, hood colours and styles, interior materials and lifestyle accessories.” Options include Heritage, Standard or Adventure grille designs, black or silver exterior packs, 16-inch ‘Wolf’ steel wheels (finished in Black or Limestone) or 18-inch ‘Sawtooth’ alloy wheels (in Gloss Black or Diamond-turned with Black contrast finish). The Defender Classic V8 features upgrades including LED headlights, four-piston Alcon brakes, pistol shifter gear selector as well as premium leather across the dashboard, seats, door panels and roof lining. Subtly integrated modern tech includes wireless Apple CarPlay and Android Auto, satellite navigation and digital radio managed through a 4.8-inch multimedia touchscreen. Options include Premium seats (with performance-focused Recaros available on certain models), a larger 9.0-inch touchscreen system (integrated within a custom fascia), an Explorer Pack (including a Ply Guys Camper Conversion) and a Suspension Upgrade Kit with revised Eibach coil spring rates and anti-roll bars and Bilstein dampers. Introducing Australian availability of the Defender Classic V8, Defender Classic Director Dominic Elms said, “Since its introduction, our Works Bespoke program has become the ultimate expression of Defender Classic ownership, with clients commissioning highly individual vehicles tailored to their personal tastes and lifestyles.  “The program has enabled our teams to showcase extraordinary levels of craftsmanship, creativity and attention to detail, with every Defender Classic V8 handcrafted to an individual’s specification.  “As we expand into new markets, we look forward to helping new clients bring their vision to life through a truly custom commissioning experience,” he said.

Xiaomi, the tech giant turned car manufacturer, has quietly gone official in Australia as hiring has begun for positions in its automotive division, laying the groundwork for a future launch. The brand, made famous for its smash-hit-in-China SU7 sedan and YU7 SUV, is still thought to be years away from a local debut, with the new positions in legal and automotive financing early steps in its local arrival. Despite its overwhelming success in China, which has seen models with hundreds of thousands of units on back-order as its Beijing factory struggles to keep up with demand, Xiaomi is seeking export markets to make its business sustainable into the future as the Chinese new car market faces a contraction after years of explosive growth. The two new positions available on LinkedIn are located in Sydney, and come shortly after the brand announced its roll-out plans across continental Europe. Xiaomi is yet to lock in firm plans for right-hand drive markets, despite eyeing a Japanese debut. The news of local position hiring seems to confirm this will be part of the company’s future direction. Xiaomi currently offers the SU7 four-door coupe and YU7 mid-size SUV both as performance-oriented fully electric cars. It also recently launched its SkyNomad range of large hybrid SUVs, consisting of the two-row N70 and three-row N90, both use a 1.5-litre range-extender hybrid set-up. Xiaomi is positioned as a tech-luxury marque in China, and competes directly with the likes of Zeekr, XPeng, and the also-yet-to-arrive-in-Australia Nio. Xiaomi will face some tough barriers to entry. It will be comparatively late to the Australian market compared to its Chinese rivals, and is only just overcoming a production bottleneck at its Beijing factory ahead of its European debut. Wait times for the YU7 at its launch in China extended beyond a year, although this has now been brought down to just a handful of weeks. The YU7 was moving 40,000 units a month in its peak in December 2025, according to figures reported by Chinese media. The much-hyped SUV, which has styling and performance features influenced by everything from the Tesla Model Y to the Ferrari Purosangue, amassed 240,000 orders within 18 hours of going on sale. The success of Xiaomi’s automotive division has caused rivals to respond by launching similar performance-oriented models, like Geely’s Galaxy TT, MG’s MG07 and the Luxeed RX from Chery’s joint-venture with Huawei. Xiaomi’s take on the explosively popular large SUV segment goes in a different direction to its rivals with its Range-Rover inspired new products betting more on adventure than straight-up luxury, featuring a pop-up roof tent version from launch. Other expansion plans from Xiaomi recently include its acquisition of a large ownership stake in battery supplier Sunwoda, and the establishment of a research and development centre in Munich, Germany. The brand has also been spotted testing an updated version of its SU7 Ultra high-performance model at the Nurburgring featuring a new aero package. The company also hasn’t been without its dramas, from delivery bottlenecks frustrating customers in China to various quality issues and several fatal crashes whilst vehicles were being operated under self-driving software. All of which the brand is rapidly addressing ahead of its international debut. Regardless, expect to learn more about Xiaomi’s future automotive plans in Australia imminently.

MG has just launched its first ute, but it isn’t resting on its laurels, with the odds shortening on more electrified workhorses and a Pajero fighter.

Honda Australia is going big on its end-of-year plate clearance campaign, with an offer for free servicing to eligible customers announced today. From November 2026 to the end of January 2027, new customers of 2026 Honda ZR-Vs, HR-Vs, CR-Vs, Civics and Accords can claim free servicing for the first five scheduled services with Honda dealers. In addition, the brand is offering gift cards up to $3000 to eligible customers until stock runs out “to celebrate their new car purchase”. Some models aren't included, such as the Civic Type R, MY27 Civic, MY27 Prelude and the Honda Super-One electric car. Honda Australia, while behind the curve in offering only a five-year warranty when many brands are shifting to seven or more, already has a pretty tempting servicing plan for customers. Honda’s standard $279 capped price for the first five services (every 10,000km or 12 months) is excellent, and applies across the range. That means even a Honda Civic Type R’s servicing costs less than many mass-market models. For Honda to offer free servicing is notably bold. On top of this, Honda is extending its usual five-year unlimited kilometre warranty and its five years of premium roadside assistance to eight years each as part of the offer, as long as cars are serviced at a Honda Centre. Honda Australia’s General Manager of Automotive Nick Parkington spoke to the weight the company is hoping customers will see the offer with. "We take pride in delivering an ownership experience that is every bit as rewarding as the vehicles we build," said Mr Parkington. "This offer makes it even easier to get behind the wheel of one of our  vehicles while enjoying the confidence and peace of mind that comes with five free scheduled services.”

It’s 60 years since Nissan of Japan set up shop in Australia, initially assembling the Pininfarina-penned 410 Bluebird in Sydney. A huge success, that came after third-party distributor, and key figure in the creation of Holden, Lawrence Hartnett, started importing Datsun 310 Bluebirds here from 1959. The popular 510 Bluebird (badged 1600 here) really hit big from 1968, and was joined by the pretty B10 Sunny (or 1000) soon after. The following years were Datsun’s halcyon days, with the 810 Bluebird (180B from 1972, when manufacturing moved to Melbourne) and B210 Sunny (120Y from 1974) helping Datsun beat Toyota in Australia. But fierce competition, including from Mazda, Honda and later Mitsubishi, and some poor product choices dragged Nissan down, with only a few bright spots into the ‘80s. By 1992, Nissan ended local manufacturing, leading to further ups and downs that, if nothing else, prove how supremely resilient the brand is. Today it is the only carmaker still with an Australian manufacturing presence here, albeit as a supplier of original equipment mechanical parts exported to other factories globally. Never underestimate Nissan. To celebrate its 60 anniversary, here are the best and worst models that Nissan officially sold in Australia. These are the Datsuns and Nissans that were the best in their class, pushed boundaries out for the betterment of automotive kind, or are/were critically acclaimed. They needn’t have commercially succeeded to be on this list. And if you’re reading this from outside of Australia, sadly we never officially saw the S13 Silvia, R34 Skyline GT-R, Primera or any of the Pike cars like the influential Be-1 or S Cargo in Australia. The 12 Skyline since 1957, the V36 from 2007 was the last of the analogue models, before fly-by-wire electronics ruined its successor. Combining Nissan’s thunderous V6, sat behind the front axle for a front mid-engined rear-drive layout dubbed the FM platform, with an elegant 2+2-seater body, created Japan’s true BMW 3 Series alternative in the opulent Infiniti G37 – the sole version we saw in Australia. A short-lived masterpiece. Seven years before Ford stepped up with the Australian designed and engineered T6 Ranger of 2011, the third-gen Navara, the D40, created the blueprint of the modern mid-sized ute. Modern and car-like inside and out, the D40 drove, steered and rode far better than any previous body-on-frame ute, while still providing the rugged solidity required from a workhorse. The fact that this series lived on essentially unchanged until 2021 in North America as the Frontier is proof of how ahead of its time the D40 was. Teased for half a decade before finally breaking cover in 2002, the 350Z was the much-anticipated back-to-basics two-seater grand touring coupe in the style of the original Datsun 240Z, and it did not disappoint. This was a blunt, boisterous and bombastic American-style hairy chested muscle car on one hand, and – thanks to Nissan’s ubiquitous FM platform – an involving and rewarding sports car on the other. A true modern classic. The first modern electric vehicle – and history’s best-selling EV until swiftly overtaken by the Tesla Model 3 – the original Leaf was proof of concept, in a soft, dorky and easy package. High prices and cheap petrol meant only a few hundred made it to Australia, and battery degradation has tarnished the model’s reputation ever since. But the Leaf was a true Ford Model T moment. It started the EV revolution. It’s just a pity Nissan could not capitalise on such momentum, though today’s Ariya is a fine electric SUV. Nissan’s innovative e-Power EV-first petrol range-extender powertrain had been a success in other models elsewhere prior to the current X-Trail launching with it in Australia back in 2022, so we’re late to the party. In dual-motor all-wheel drive "e4orce" guise, this handsome largish mid-sized family SUV transforms into a frugal yet fast grand tourer, bringing sophistication and refinement, in an electrified package with no range anxiety issues. Along with the related Qashqai e-Power, today’s electrified X-Trail is the perfect middle ground between hybrid and EV. This year’s fabulous Honda Prelude hybrid is a stunning revival of the genre. We’d love Nissan to do the same. Its last effort, the stunning S15 200SX, capped off six generations of wildly differing rear-drive 2+2 sporty coupes, melding sensual design and thrilling performance, at an attainable price. Highly collectable nowadays. The Micra started life as a timid city car way back in 1982, but then blossomed into a bold, Euro-focused supermini for its second outing a decade later, blending advanced engineering with daring, original design. In an era where Nissan seemed hellbent on taking over the world, this version helped it succeed, becoming the first Japanese car to win European Car of the Year, and remained a class leader for most of its production run. However, sourced from the UK for Australia, the K11 Micra was too expensive to succeed here, but people who know ‘em love ‘em. Such a brilliant little baby. It seems amazing that Nissan in Japan allowed its Skyline sports sedan to be manufactured in Australia as a rival to the Ford Falcon and Holden Commodore, but that’s exactly what the boxy seventh iteration became. While we missed out on the high-performance versions of Nissan’s feted RB30 series engines, including the turbo version that helped make Holden’s unrelated VL Commodore an instant legend, the Skyline brought a mix of performance, refinement and class lacking from its local rivals. Plus, fun fact, the wagon was designed and engineered in Australia. But the four-cylinder R31, badged Pintara, wasn't so feted. The fourth-gen Patrol pretty much ushered in the modern big 4x4, with its chunky proportions, independent coil-spring suspension that allowed for more car-like driving dynamics, and civilised interior. The GQ was a rude wake-up call for arch rival Toyota. Better still, none of that progress diminished the nameplate’s hard-won reputation for toughness and capability. The gentrification of the 4WD but still with a punk attitude, for many fans, no Patrol is more beloved today than the GQ. Small hatchbacks were big business the moment the original Volkswagen Golf popularised the concept in the mid 1970s, with Nissan trying but not-quite-succeeding with two generations of Pulsar from 1980 (N11) and 1983 (N12) respectively. But third time’s the charm, it seems, with the N13 benefitting from a larger and stronger architecture, pleasing Euro design and a pair of gutsy powertrains, shared with the Holden Camira. The Holden connection came about as part of the government’s move to make Australian vehicle manufacturing more efficient, under the controversial "Button Plan". This was one of its few commercial successes, and helped make the N13 Pulsar – along with its Holden LD Astra twin – a uniquely Australianised small car. Meanwhile, the N13’s replacement stepped up big time in technology and sophistication, gaining a European feel and look, thanks to Saab-esque styling. But while these elevated the Pulsar to a new benchmark for small cars in Australia, the N14 failed to save Nissan manufacturing from ceasing locally in late 1992. An elegant, understated twin-turbo all-wheel drive powerhouse developed primarily for Group A motorsport, the R32 GT-R of the early 1990s was Nissan in full flight, developed during Japan’s bubble economy, to beat Porsche and others at their own game. An instant legend, nearly 44,000 GT-Rs were built, but only 100 came to a recession-ravaged Australia in 1991. Whichever badge you know Datsun’s first superstar by – Fairlady Z, 240Z, 260Z or (not for Australia) 280Z – the S30 series killed off the ruling British two-seater roadster market worldwide, defined by the MGB, Triumph TR6 and Austin Healey, in one fell swoop. But it meant much more than that. Desirable to drive and drop-dead gorgeous to behold, the original Z was the first mainstream Japanese car to really rise above being merely cheap and economical. It became the world’s best-selling sports car, until the Mazda MX-5 came along two decades later. Japanese cars were already popular before the 510 Bluebird/1600 arrived in Australia in early 1968, but the Datsun became that country’s first great mainstream family car. Along with being well made, low priced and highly equipped, the boxy rear-drive sedan brought an exhilarating change to its class, with sophisticated engineering matching the crisp styling and willing performance. A glittering career in motorsport quickly followed. So good was the 1600 that, from a critical and commercial perspective, every subsequent Nissan family car has lived in its shadow. While the R32 GT-R was inspired by the seminal Audi Quattro and Porsche 959 of the 1980s, the R35 from 2008 was its own supercar phenomenon. An incredible technological powerhouse, with forceful performance topping off outstanding dynamic capabilities, it looked and went like nothing before or since. The GT-R seemed to inhabit its own, timeless, eccentric orbit. Given the sheer mediocrity of most other Nissans sold alongside it on the showroom floor, it’s as if all of the company’s finest resources were poured directly into this one transcendental car. A towering achievement. Nissan’s answer to the Toyota Crown was meant to be a dignified and conservative luxury sedan. But the third-gen series from 1975 reflected its American influences by being an over-styled and under-performing barge. Garish and tasteless, it struggled to find an audience in Australia. Two years late and with dated styling and coarse engine choices, the second Pintara was based on the 11-gen Bluebird, which had switched to front-drive by then. It wasn’t bad, just terminally dull – though the glassy five-door liftback version was unique to Australia and briefly exported to Japan as the Bluebird Aussie. Under the Button Plan, there was also a Ford Corsair version. Both were massive flops, with their failure contributing to Nissan’s manufacturing shutdown in 1992. As a follow up to the phenomenal 1600, the 180B oozed early ‘70s chic, and sold up a storm, but lacked its predecessor’s style and verve. Yet the 200B of 1977 was worse, with a vocal drivetrain, dreary handling and a cramped, dated interior. Nissan even swapped out the sedan’s independent rear suspension for a more basic set-up. Buyers abandoned Datsun in droves, many buying the Chrysler Sigma instead. Marketed as the spiritual successor to the much-missed 1600, the Stanza looked only vaguely similar. But it was anything but to drive, with inferior engineering negatively impacting performance, dynamics and refinement. Creaky and outclassed, the Stanza as sold in Australia was crude and uncomfortably noisy, at a time when Honda was showing the way with the original Accord that seemed infinitely superior. Everything about the K13 Micra-based Almera sedan felt cheap, from its nasty plastics and coarse driveability to the bloated styling and fixed rear backrest that wouldn’t even fold to allow embarrassed passengers to escape into the oversized caboose of a boot. Ugly and shamefully awful. How did Nissan's global boss, Carlos Ghosn, allow such garbage to happen?

Mitsubishi in Australia says it has its hand in the air for an expanded Pajero family as it plots a new model line that it hopes will elevate it to the upper echelon of off-road brands in this market.

The 2027 Omoda 7 will debut Chery's new hybrid system, which brings a 5kWh battery to a plugless hybrid set-up.

BYD has smashed through a sales milestone. The brand said it has made more than 50 per cent of its total revenue from export markets, rather than from its domestic sales in the Chinese market. This is due to BYD’s efforts in the last several years growing both its exports and its overseas manufacturing efforts in order to escape a stagnant Chinese new car market, which has contracted after a long period of explosive growth. The brand’s sales in China declined by 12 per cent, but it grew its exports by a whopping 137 per cent, to well over half a million units, according to BYD’s third quarter numbers for 2026. The Chinese market has reached a level of saturation and stagnation after several years of a bruising price war, which many competitors have pointed the finger at BYD’s aggressive domestic pricing strategy, overseas markets have become a crucial battleground for their future growth aspirations. Profit margins on vehicles sold in Australia, Europe and South America are exponentially higher than cars sold domestically in China. This is part of the reason sticker prices in the Chinese market are significantly lower than those we see in other markets. Price tags for the Australian vehicles generally attract a 15 - 20 per cent premium over the equivalent spec offered in China. Part of this will be down to right-hand drive conversion costs, and higher compliance costs for vehicles to meet Australia’s notoriously strict design standards and high bar for a maximum five-star ANCAP score. One analyst, as quoted in Nikkei Asia’s analysis of BYD’s latest sales numbers, said the company earns “roughly 10 times more profit per vehicle abroad than in China”. A part of this is vehicles sold in developed markets like Australia are offered in higher trim levels than they are in the Chinese domestic market, although the slew of larger, more expensive 4WDs and growth of luxury sub-brands like BYD’s Denza or Geely’s Zeekr are also massively helping to buff profit margins. GWM proclaims that it has doubled its average sale price in the last seven years in Australia as it has introduced pricier, better-featured vehicles, both from its Haval SUV brand and its Tank off-road brand further up the price scale. “The year-on-year increase in volume has also come with new cars at more expensive price points. If we can do that at the same time as showing customers value no matter the price then we’re on the right track." the brand’s Executive General Manager of Marketing and Communications Steve Maciver told CarsGuide recently. GWM is set to introduce its dedicated luxury arm Wey into Australia before the end of 2026. While Chinese brands continue to dominate the sales charts in Australia, where the barrier to entry is significantly lower, automakers like BYD, Geely, and Chery are facing tariffs in Europe and the USA as those jurisdictions move to protect their own domestic automaking capabilities. This is putting a cap on their respective ambitions, but each brand is also moving to diversify and acquire manufacturing capacity not only across Europe, but also in other strategic markets like South Korea and closer to home in South East Asia. Legacy automakers are feeling the crunch. Domestically this means household names like Subaru and Nissan dropping out of the race to be a top-10 automaker by sales, but internationally it means a massive squeeze in profit margins, big expenditure in research and development, and a large reduction in market share. This has resulted in many large international brands like Volkswagen and Nissan resorting to closing factories or cutting jobs by the thousands, with some brands needing to embrace Chinese joint-venture partnerships more closely to build more competitive models for export. Nissan, for example, shut down its historic Oppama factory in Japan as part of its Re:Nissan business overhaul, as it looks to reduce its capacity by a million units. As of the end of September 2026, the top-10 rankings in Australia are: Toyota (152,944 units) BYD (76614 units) Ford (61104 units) Kia (60800 units) Mazda (58865 units) Hyundai (56009 units) GWM (44959 units) Tesla (41705 units) Chery (38022 units) MG (36832 units)

GWM has revealed pricing and specifications for its completely overhauled and hybrid-only H7 mid-size SUV range. Arriving in two powertrains across two trim levels, the boxy SUV is a completely different model to the one it replaces. Swapping out its basis on the Chinese-market Haval ‘Big Dog’ and instead opting for the larger and tougher Raptor, the H7 nameplate has scored a significant glow-up for Australia. Offered as either a plugless hybrid (HEV) or plug-in hybrid (PHEV), pricing starts from $46,990 for the base H7 Lux HEV, stretching to $53,990 for the Vanta PHEV. See full pricing for the range below. The HEV pairs a 1.5-litre engine to dual electric motors for total outputs of 182kW/670Nm, while the plug-in hybrid version ups power even further to 320kW/670Nm. All are all-wheel drive, featuring the brand’s signature Hi4 system, which features a front-mounted hybrid transmission and “enhanced” traction systems consisting of eight drive modes as well as a locking rear differential. The large 33.7kWh battery pack in the plug-in hybrid allows up to 137km of pure EV driving range. The brand claims the PHEV can travel up to 844km in combined driving conditions. PHEV versions also come with a vehicle-to-load (V2L) discharging system. The H7 sits above the more traditional H6 family mid-sizer in the brand’s range, whilst also positioned below the more hardcore ladder-frame based Tank 300 in the wider GWM line-up. Standard features on the Lux (HEV or PHEV) include: 19-inch alloy wheels LED headlights, tail lights, and DRLs Synthetic leather seat trim 15.6-inch multimedia touchscreen Wireless phone mirroring Eight-speaker audio 12.3-inch digital instrument cluster Front and rear USB C and USB A ports as well as dash camera port Six-way power seat adjust for the driver, four way manual adjust for front passenger Wireless phone charger Push-button start, keyless entry, electronic park brake Full-size spare wheel The Vanta grade (HEV or PHEV) adds: Memory mirror functions Contrast gloss black trim Rear privacy glass Heated steering wheel Auto dimming rear vision mirror Inbuilt sunshades in rear windows Eight-way power adjust for the driver Four way electric adjust for front passenger Heated and ventilated front seats Ambient interior lighting Head up display 10-speaker premium audio All versions score the same active safety suite, and array of seven airbags, complete with adaptive cruise control. HEV versions get black 19-inch wheels, while PHEVs get two-tone designs. There are five colours to pick from in the H7 range including: Emerald Green Velvet Black Storm Grey Mystic Grey Hamilton White Mystic Grey can only be chosen on Vanta grades. In terms of performance, the plugless hybrid variant can sprint from 0-100km/h in 7.0 seconds, while the PHEV can complete the same sprint in 4.9 seconds despite weighing in at nearly 200kg more. All versions have an approach angle of 25 degrees, a departure angle of 32 degrees and a breakover angle of 20 degrees. They can wade up to a depth of 580mm and the H7 is capable of towing up to 1500kg braked regardless of variant. The SUV’s swing-open tailgate with rear-mounted spare reveals a luggage capacity of 586-litres regardless of powertrain, with 1404L when the second row is folded flat. The H7 is designed to offer a more adventurous SUV in Haval’s line-up, compared to the more family-focused H6, and sporty H6GT. At launch, the H7 is also offered with a drive-away pricing incentive, with the Lux HEV costing $45,990 D/A and the Lux PHEV priced at $49,990 drive-away. This pricing puts the H7 up against the likes of the Subaru Outback (AWD only, from $48,990 before on-roads), Nissan X-Trail (e-Power HEV AWD from $49,080 before on-roads), or Mitsubishi Outlander PHEV (AWD only, from $58,990 before on-roads). The H7 is part of yet another fresh product offensive from GWM as it aims for a top-five position in Australia's new car market, despite newer rivals like Chery closing in. The brand is confident the array of choice it offers from its five sub-brands, Ora, Haval, Tank, Cannon and Wey will bolster its chances.

Mitsubishi has thrown the covers off a new off-road focused version of its popular Outlander mid-sized SUV ahead of its debut at the Specialty Equipment Market Association (SEMA) show in North America. Unlike some concepts shown at SEMA, the Outlander Diamond Trail has been confirmed as a new production variant due to hit the North American market in 2027 and is promised to be “the most capable adventure-focused Outlander ever”. The Outlander has been significantly overhauled, with bespoke styling including an entirely new front and rear bumpers designed to enhance approach and departure angles, more robust finishes, smaller 18-inch alloys clad in all-terrain tyres, and a re-tuned version of the brand’s Super All-Wheel Control (S-AWC) system, with enhanced drive modes and faster response times than the standard software. It also has adjustable settings for the hill descent control system. The new variant also scores new off-road displays for the multimedia system, and a multi-view camera mode which now works at up to 30km/h instead of 10km/h for better off-road awareness. The brand will show three versions of this trim level at SEMA, one stock version fitted with a raft of accessories, one with a 1.5-inch lift kit and larger BF Goodrich trail terrain tyres complete with a towing kit and matching trailer, and one “most extreme” version with a 2.5-inch Flatout Suspension adjustable lift kit, BF Goodrich K03 all-terrain tyres, light bar, and rooftop tent. All versions give an idea of how extreme Mitsubishi sees its Outlander getting with the right gear, while even the stock version increases ground clearance from 22.2 to 23.1 degrees. On the inside, this new Outlander also features enhancements, like new seating trim which is specifically designed to repel water and is easier to clean. It also features Diamond Trail logo work throughout the cabin, while the outside features a unique colour code new to the outlander range, Trail Green Metallic, which in the US will optionally be available with a contrast white roof finish. This Diamond Trail edition, which builds on the less extreme ‘Trail Edition’ also offered for US buyers, comes as Mitsubishi re-affirms its commitment to higher-income markets like the USA and Australia after years of its focus being on higher-volume markets like South East Asia, thanks partially to its positioning in the Renault Nissan alliance. The brand said its new strategy will include a “clear focus on centering future models in adventure and vehicle capability as well as building on long history of quality, dependability, and reliability.” The Outlander Diamond Trail’s debut at SEMA is the first time Mitsubishi has exhibited at the show in 14 years. A spokesperson for Mitsubishi Australia told CarsGuide the tough new Diamond Trail variant “certainly has an interest for us. Something similar is under consideration for the Australian market.” It is understood while this edition works with American suppliers, it is up to Mitsubishi’s global design standards and therefore the local division would not need to re-trace its steps and do the same level of re-calibration which went into the Australia-specific Triton Raider, which was overhauled in collaboration with local tuning Premacar. Regardless, input from local suppliers on new editions like the Diamond Trail is not off the table. Interestingly, the Outlander for the North American market swaps the ageing base 2.5-litre engine sold on mainline variants in Australia out for a more efficient 1.5-litre turbocharged 48-volt mild hybrid system which helps to cut emissions. This system produces 130kW/280Nm, which is a near like-for-like swap for the Australian non-turbo engine’s 135kW/244Nm. Both are paired to a continuously variable automatic transmission with or without all-wheel drive. It is understood Mitsubishi Australia is considering this drivetrain as an option for future Outlander updates as it is butting up against Australia’s new vehicle efficiency standards (NVES) which imposes fines on high-emitting engines. Mitsubishi is on a mission of renewal in Australia, soon to launch both its first electric vehicle, the ASX VR-e, as well as its re-booted turbo diesel Pajero.