Ute News

Is Australia ready for the return of a modern, big single-cab ute?GWM admits it honestly does not know.But the Chinese brand might be willing to take a punt on the two-door coupe utility version of the body-on-frame P300 Bakkie – as the Cannon range is known in South Africa and some other markets – should Australian consumers demand it.Or, in other words, a spiritual successor to the iconic Ford Falcon RTV Rugged Terrain Vehicle – a raised and more-rugged version of the BA through BF II series ute made and sold in Australia from 2003 until the FG series arrived in 2008.Two-door coupe-utility models have largely disappeared from mainstream one-tonne ute price lists in Australia, even though they are commonplace elsewhere.The P300 Bakkie is available as both a Single Cab 2WD and 4WD across the globe.Speaking to CarsGuide at the recent China Auto Show in Beijing, GWM Australia and New Zealand Head of Marketing and Communications, Steve Maciver, revealed that his company is bold enough to take on a chance if an opportunity does exist.“Personally, I love it,” was his reaction after pointing to one at the motor show.“It looks good. Whether there's a big market for it. Who knows?“But I think, in terms of being a brand able to take brave decisions, do something a little bit different, right, potentially bring something in and test the market (it could work in Australia).”Maciver also agreed that there might be a niche to exploit now that Toyota has abandoned the bottom end of the base 2WD low-rider tray market with the deletion of the old 2.7-litre four-cylinder petrol engine in the latest version of the HiLux Workmate range.“Yes,” he said. “But we do have to think about complexity... and that makes it challenging at times for consumers and challenging for our dealers.”Released in 2019 in China and a year later in Australia, the P300 series Cannon is GWM’s global workhorse ute, and is offered in a range of four-cylinder petrol, turbo petrol hybrid and turbo diesel models.

BYD is offering to refund millions of dollars worth of cars in Australia after an “administrative error”, according to reports.Hot on the heels of its best ever sales month in Australia, the Chinese behemoth has committed to refunding 1265 customers who were mistakenly given 2025 built vehicles instead of 2026 builds, according to the ABC.Build year can have a material effect on the vehicle’s value, with older stock usually discounted in dealerships and the car being worth less when it comes to resale time as it appears to be one year older.CEO of the Consumer Policy Research Centre Wrin Turner told the ABC the depreciation ramifications could leave owners "seriously out of pocket".Once BYD had been alerted to the error it contacted customers and offered a $1100 refund for the clerical error, but many weren’t happy with that compensation, according to the ABC report.Now the company is reportedly offering customers a full refund."It was an administrative error that occurred. There was no deceit," a BYD spokesperson told the ABC."It's important that we keep ourselves in good faith with Australian customers. We need to do the right thing."The BYD spokesperson told CarsGuide the company had used the dates the cars left the factory instead of the date they were manufactured.He stated there were no real differences to the cars delivered to the ones built in 2026.The spokesperson said most customers had chosen to accept the $1100. BYD will contact all affected owners again with the updated offer, which they are free to take up if they have already agreed to the previous offer.BYD sells vehicles for as little as $23,990 and as much as $70,000, all before on-road costs.Customers the ABC talked to bought Atto 3 electric SUVs for about $47,000. It is understood that most vehicles were the Atto 2 and 3 SUVs.This means the company could have to hand back about $50m.The returned vehicles will then be resold as used vehicles.BYD made a concerted effort to boost sales in the past three months, with the promise of 30,000 cars to arrive by the end of June earlier this year by General Manager BYD Asia Pacific Mr Liu Xueliang.The company delivered on that promise, culminating in the ballyhooed arrival of BYD’s own car carrier packed to the rafters with BYD vehicles.Liu said in April it was important the company meets the growing demand and is able to get customers as soon as they place an order.It appears in its rush to meet a massive increase in demand the company may have shipped some older stock to Australia.

Modern-day off-roaders are impressive, no doubt about that: they’re generally quite comfortable on-road and often quite capable off-road.But are they so good at doing 4WD things that they effectively rob any off-roading challenge of, well, the challenge part? Are they such a great blend of driver-assist tech and 4WD mechanicals that the driver is merely along for the ride?Read on.Off-roading in a contemporary off-roader (AWD or 4WD) can be such smooth sailing that you’d be forgiven for thinking “What’s all the fuss about?”Driver-assist tech with direct off-road applications – such as the 360-degree camera or vehicle-info read-out (displaying driveline/diff lock indicators, steering, pitch and roll angles etc) – is taking on ever more significant roles as it all improves.But invasive technology, finely-tuned off-road traction control and even overbearing drive modes can turn what might have been a technically difficult section of 4WDing into almost a point-and-enjoy-the-ride kind of driving experience because new off-roaders are simply that good.Don’t get me wrong, driver-assist tech is great, especially when it works as it should: being consistently effective when it really counts.Off-road traction control, hill-descent control, track cameras, transparent bonnet functions and more are welcome additions to any off-road vehicle.The Kia Tasman is a good example of a 4WD with an off-road traction control system that is so smoothly well calibrated the driver is nigh-on redundant.But if a vehicle’s off-road traction control system is patchy in its application, safe controlled momentum from a reliable base of traction is difficult to accomplish or sustain – and that can be annoying at best and dangerous at worst.The flip-side of that issue is that if the off-road traction control system is so finely tuned the only danger may be that the driver is rendered near-obsolete. The onboard tech does all the thinking for the driver, as well as adjusting engine output, transmission settings and traction control to best suit the terrain. So if you’re the driver you have an existential crisis on your hands in the form of “Why am I even here?”The same goes for hill-descent control; if you’re not in charge of modulating the vehicle’s speed and direction down a hill then shouldn’t you be in a passenger seat enjoying the view?Can you even call yourself a 4WDer if your vehicle does all the work for you?And what if your off-road vehicle has its own eyes watching the track ahead?A track camera (aka 360-degree view camera, or surround-view camera) has the potential to greatly enhance driver vision while you’re 4WDing on bush tracks, cresting steep hills, or traversing sand dunes on beach adventures.What started as more of a novelty for me, the track camera has taken on an increasingly important role. Sure, I still prefer to get out of the vehicle and check the track ahead myself or get a human spotter to do the work for me, but the view afforded by a track camera / 360-degree view camera will usually help the driver to maintain vision, especially if forward visibility is compromised, say for instance up and over the crest of a steep rocky hill, or if your vehicle is edging towards a steep rocky drop into a creek bed and you can’t discern your driving line.Helpful, but still robbing the 4WDer of another bit of responsibility, purpose and challenge.The same can be said for the transparent bonnet function. Can’t figure out what that is even though the tech’s function is literally in its name? (Literally.)Let me explain.This driver-assist tech is designed to help the driver see the correct driving line to take through challenging terrain or over an obstacle without being able to see with their naked eyes what’s under them.Being able to see the track in front of your vehicle is a definite advantage and visibility in some off-roaders is impacted due to the forward-view-restricting design of the cabin or the size of the vehicle’s bonnet, but the transparent chassis function is designed to address that issue.As with onboard cameras, I still prefer to stick my head out the window and have a look at the track, or actually stop the vehicle, get out and have a decent look at the track ahead before I proceed.If your off-road vehicle is working the gears for you, adjusting the speed for you and even looking for you, then how dare you have the audacity to sit in the driver’s seat.The problem with all of this tech – beyond its annoying over-effectiveness – lay in the fact that it’s all more difficult to address failures or damage in the great outdoors than it is to bush-repair an older traditional 4WD.Modern 4WDs are a mass of electronics, sensors, wiring, motherboards etc and those components may be vulnerable to damage, especially in harsh Australian conditions.And the efficacy of driver-assist tech may be impacted by the ingress of bulldust, mud or water. If onboard sensors are compromised or damaged in some way, then you’re at the mercy of nature.Imagine this: You and your family are on a weekend trip away in the bush and you’re currently 80km from the nearest town. You drive through an innocuous-looking creek crossing – the water seems to be about shin-deep. However, some of that muddy water splashes onto one of the vehicle’s onboard sensors and your 4WD automatically goes into the equivalent of ‘limp home’ mode.Bloody uh-oh.Old-school 4WDs can be more easily fixed in remote areas as opposed to trying to get a new vehicle running again which may require someone in your touring group to have a computer engineering degree or have a team of specialists choppered in from Germany.And that’s why old-school 4WDs – or even new old-school 4WDs (like the Suzuki Jimny or Jeep Wrangler) – continue to enjoy such enduring popularity and still fetch sky-high prices on the second-hand market.A real purpose-built 4WD with a full ladder-frame chassis, rigid (live) axles front and rear, and diff locks has always been admired by those in the know; basic and solidly reliable powertrain and mechanical components are the way to go.Any serious 4WDer has a soft spot for something like a Toyota LandCruisers (70, 80,100 Series, anyone?), Nissan Patrol, Land Rover Defender (the old ladder frame kind), Mitsubishi Pajero, even Jeep Gladiator. The old way of doing things is even sought after by some newer examples on the market like the Ineos Grenadier, Jimny and Wrangler.Resolving issues on those old-school 4WDs can be completed with a little bit of common sense, some ingenuity and a bit of hard work. A stack of spares, duct tape, cable ties and some welding skills will help you get a whole lot further than nothing at all and you’ll likely be able to patch up your 4WD, continue your trip and reach civilisation or at least the nearest town.The good news is no matter how clever your off-roader’s software, cameras and sensors are, it’ll still need you to press the ‘Start’ button.Or will it?

Mini utes are the next big car trend, but could these small SUV-based utilities be a hit in Australia or prove a very big miss?Just like fashion trends our taste in cars goes in cycles, with often the same style coming back just with a bit of a twist. We’ve been through the people-mover phase a few times, the station wagon a couple of times and now it’s utes. Again.Australia has been a ute-loving nation for a hundred years, from the first early 1930s Holden and Ford utilities to the Commodore and Falcon utes of the 80s, 90s and 00s, and on to the raised off-road utes such as the Ford Ranger and Toyota HiLux and then the full-sized American pick-ups such as the Ram 1500 and Chevrolet Silverado.Now we are back to small car-based utes again it seems. The twist is it’s not cars such as the Commodore or Falcon, but small and mid-sized SUVs such as Toyota RAV4 and Ford Escape. The thing is - will Aussies fall over themselves to get into a baby ute one or walk the other way?If the United States is anything to go by, these little utes could be a big hit here.In the US the Ford Escape-based Maverick baby ute launched in 2021 and has sold out every year since. The company’s next little ute will be the Ranchero - a mini electric ute.Meanwhile Toyota’s own little ute, which is based on the Corolla Cross has been spotted testing, and a larger RAV4-based ute has been mooted, too.BYD is even further ahead and will debut its mini hybrid ute - the Mako - by the end of this year.Finally Ram has the Rampage planned for a US launch where it will sit under the RAM 1500.Ford stopped at bringing the Maverick to Australia years ago. I asked Ford Australia in 2021 if there was a possibility the Maverick would be brought here and was told they weren’t sure “if it measured up”, which I took as them not believing it would meet the expectations of Aussie ute buyers in terms of load carrying and towing capacity.But I think Ford might have had that wrong. Yes, utes such as the Ranger are popular because of their one-tonne load carrying ability, off road credentials and their 3500kg braked towing capacity, but neither a Commodore ute or Falcon ute could meet all those requirements.So perhaps we are ready for these new small utes again? Or has the do-anything, go-anywhere Ranger and HiLux spoilt us too much?If any of the baby utes had a chance it’d be the Maverick. If good looks sell cars, then the Maverick would sell out here, as it does in the US.  The Maverick is 5072mm long, which isn’t tiny but smaller than the Ranger that stretches 5370mm in dual-cab SR5 form.The tray in the Maverick is 1380mm x 1235mm, while a Ranger’s is 1547mm x 1584mm.The Maverick comes in hybrid and petrol variants. The hybrid uses a 2.5-litre petrol engine and electric motor and makes 142kW. The petrol variant uses a 2.0-litre turbocharged engine and makes up to 198kW. Braked towing capacity is 907kg or 1800kg with an option towing package fitted to the all-wheel drive variant.As a comparison the VF Commodore ute has a 1600kg braked towing capacity.The Maverick would work in Australia - absolutely.But Ford is probably very unlikely to bring it here. Instead BYD will launch its hybrid ute, which will be a success and so will other Chinese brands such as Chery and Geely.Another indicator the Australian car market is ready for a change it's the sales of off-road utes, which have been in free fall since the start of 2026.The war in Iran and the fuel price spike has definitely contributed to the decline of in ute sales, and the enormous increase in EV sales may suggest buyers are migrating out of their utes into electric cars. So it's likely the new baby ute trend will be electric and hybrid powered. Would Australia get behind that?Well if the utes look good, then they’ll sell. Otherwise it doesn’t matter how great they are - just look at the Kia Tasman…

We are living in an unprecedented era of automotive innovation and change that is constantly reshaping what and how we drive.For that we should be grateful, since the ongoing electrification of everyday cars, SUVs and utes means we have cleaner air, quieter streets, safer vehicles that are cheaper to run and less reliance on petrol stations.But in Australia, we’ve also lost as well as gained due to this relentless march of progress.For proof, look at any new-car guide from 10 years ago. What’s gone is shocking.Here are seven reasons why motoring in 2016 was better than it is today.In 2016, Australians could buy a handful of new small cars costing under $20,000 when converted to today’s money.Sure, we’d steer clear of the Mitsubishi Mirage from $11,990 and Holden Barina Spark from $12,890, but the Suzuki Celerio from $12,990, Nissan Micra from $13,490 and Honda Jazz VTi, Hyundai Accent Active, Mazda 2 Neo and Toyota Yaris Ascent from $14,990 apiece back then all offered comfortable, capable and reliable transport for not much money.But the only new car under $20,000 in 2026 is the Kia Picanto Sport manual from $19,190 (all prices are before on-road costs unless otherwise stated), though the MG 3 Vibe from $21,990 drive-away is actually marginally cheaper in some states after taxes.Plus, all the old entry-level small cars have vanished from Australia except for the Mazda2 (which is essentially exactly the same car) and Yaris (one generation newer), coming in at a rude $27,290 and $29,190 respectively today.It’s worth noting that a number of light SUVs do cost less than the cheapest back in 2016 (Mazda CX-3 Neo manual from $19,990, or nearly $28K today), including the Chery Tiggo 4, MG ZS, Hyundai Venue, Mahindra XUV 3XO, GAC Emzoom, Jaecoo J5 and Haval Jolion, but still cost more than the aforementioned small cars did a decade ago.At the start of 2016, there were 36 small cars of Toyota Corolla size available in Australia; that number has halved today. And they’re hanging around a lot longer than before.Toyota recently announced that it was extending the lifespan of most models from seven to nine years.We’d already noticed. The current Corolla launched in 2018 and is still going. The previous one was done in six years, while four years was common before that.Meanwhile, the Mazda 2, CX-3 and Mazda 3 arrived in 2014, 2015 and 2019 respectively and are still on-going. The Hyundai i30 hatch surfaced in 2017. As did the existing Volkswagen Polo. And even today’s VW Golf 8.5 is a reskin of the 2012 Mk7.What’s happened? Buyers have abandoned passenger cars for SUVs, so carmakers have been forced to keep their models in production longer for a better return on investment. Or, as in Ford’s case with the Fiesta, Focus and Mondeo, they drop them altogether, relying on utes and SUVs instead.In 2016, buyers could purchase a new large, rear-wheel-drive family car designed, developed and built in Australia, like the Ford Falcon or Holden Commodore from under $50,000 in today’s money, or the slightly-smaller, front-drive Toyota Camry-based Aurion as a locally-made alternative.Along with the Skoda Superb that is the only one left standing in 2026, all were defined by their size, space and power.Too large for you? There were another 16 mid-sized sedans that offered almost as much, for a little less. Camry, Honda Accord and Hyundai Sonata are the only names that are hanging on today.Chrysler, meanwhile, imported the 300 series, while in the upper-large segment, the Holden Caprice faced the Hyundai Genesis and, from the following year, the woefully underrated Kia Stinger. Such sedans are now history.Likewise, consumers can no-longer buy a monocoque-bodied workhorse/weekend-plaything ute as defined by the Holden and Ford Falcon utes, though the KGM Musso EV is the start of something new.And there’s more. Where have all the coupes gone since 2016? There were nearly 30 under $100,000. Why are there only four convertibles left under $100K? And from a dozen people movers under $60,000, that number has also plummeted to four, losing icons like Tarago, Odyssey and Stavic along the way.All have been replaced by dozens of EVs in hatchback, liftback/sedan or SUVs of differing sizes, with sleek, homogenised silhouettes, screen-heavy dashboards featuring minimised buttons, silent electric powertrains and every shade of white through black, or silvery blues, greens and browns.Just remember: 20 years ago, your Commodore could be had as a sedan, wagon, Monaro coupe, Adventra crossover wagon, ute, cab-chassis, Crewman dual-cab ute and long-wheelbase Statesman or Caprice, in regular or HSV performance upgrade guises, some with all-wheel drive and all with V8 options to the standard V6, with the latter also offering a liquid petroleum gas alternative. Today Holden is history.Besides the locally-designed and developed Falcon and Commodore, we also had the Falcon-derived Ford Territory to call Australia’s Own (and only-ever) SUV.These vehicles, along with the T6 ute-based Ford Ranger, Ford Everest and Mazda BT-50 made in Thailand and elsewhere, were created and engineered across this country, and were thus better-suited to our environment than their imported alternatives.And many supported Australian suppliers as a result. Most of all that has now since also gone.This one’s heartbreaking for car enthusiasts – or those who want to feel more connected with their vehicle.In 2016, we counted over 170 different makes and models available with a manual gearbox. Today that number is down to around 30 and falling.Both tallies include everything from Morgans to Mahindra Pik-Ups.Earlier we said the least expensive Toyota today – the Yaris – started from nearly twice as much as the 2016 Ascent manual’s $14,990. At least it’s a much better model than back then. And hybrid to boot.But that’s nothing compared to how much the least-expensive new Ford costs today.The 2016 Fiesta Ambiente kicked off from $15,825 (about $21,300 in 2026), while its cheapest passenger vehicle equivalent today is the Everest Active 4WD SUV from $58,990.And if it’s a non-commercial vehicle-based Blue Oval product you desire, that would be the Mustang Mach-E Select from $65,990.The proliferation of touchscreens, with their distracting sub-menus and absorption of buttons that would previously have controlled the climate system, drive modes, side mirrors or even the glove box, has been so widespread – and we have Tesla to thank for starting this craze – that independent safety organisations like EuroNCAP now penalise new vehicles it tests that do not offer clear and unimpeded access to important functions.You wouldn’t read a book whilst driving along a highway. Staring at a screen instead of the road is much the same thing.The 2026 Toyota RAV4, meanwhile, scores highly for its user interface but then drops the ball with an infuriating trigger-happy and never-ending driver-distraction warning. No thanks.Countless other new vehicles suffer from advanced driver assistance systems (ADAS) interference technologies. Designed to help, they also serve to harass and annoy the driver, leading to greater fatigue and further risk of distraction.Stupid electronic door handles that just do not work intuitively are another sore point, as is the deletion of a spare wheel because the electrification technology takes precedence over personal security when stranded with a blowout far away from home.Thoughtless excuses to help carmakers save money, this is not progress but the devolution of the car we never saw coming back in 2016.

Chinese brand Foton has released a range of new accessories for its Tunland pick-up to help it battle the big name utes. Foton has focused on three distinct packages catered for potential uses for its ute in partnership with Ironman 4x4. The first is designed to elevate off-roading and adventuring experience, and includes canopies, roller covers and roof platforms.It is the most expensive of the packages.  The canopy is available with either solid alloy opening panels or glass windows around the sides, both costing $6,845.85. The manual roll cover costs $2814.08, with the electrically operated one increasing the price to $3717.07. A rear tonneau cover is also available for purchase with a sports bar on the V9 and without it on the V7, both priced at $950.62. Both models can also be optioned with a roof platform costing $2558.05. The maximum cost of this cargo package is $14,071.59.This would push the price of a base Tunland V7 up to more than $54,000, before on-roads. The next package available focuses on its load lugging capacity. A seven-pin tow bar kit is available for $1560.89, along with RedArc electric brake controller costing $871.33 that is on run out. There are three items that are only available for pre-order at this stage, which are an electric brake controller ($1428.61), Anderson plug kit ($992.95) and recovery point kit ($418.01).This costs a total of $5271.79.The final package targets the general use of the Tunland, with a series of covering options. There is a carpet mat set ($129.95), rubber deep dish set ($212.64) and a hybrid of the pair ($288.86). A rubber tray liner is available for pre-order and will cost $232.42. All accessories are covered by the seven-year warranty.The Tunland returned to Aussie shores late last year with workhorse V7 and lifestyle V9 models. It starts from $39,990 for V7, with prices ranging up to $49,990 for the top-end V9.The Tunland finds itself in a tough battle against the Ford Ranger and Toyota HiLux.It is powered by a 2.0-litre turbo-diesel engine and mild hybrid set-up, producing 120kW and 450Nm. It sold 715 units up to June, but is yet to make a dent in the hold of the established pack. 

JAC Australia has announced pricing and standard specification for its much-anticipated Hunter ute, with sub-$50K cost-of-entry for the petrol-electric plug-in hybrid (PHEV) dual cab sure to put the cat among the pigeons in an increasingly crowded ute segment.Starting at $49,988, before on-road costs it’s just over $6000 cheaper than the Shark 6 PHEV and appreciably more affordable than similarly specified 4WD dual cab utes like the Ford Ranger, Isuzu D-Max and Toyota HiLux.Powered by a 2.0-litre turbo-petrol four-cylinder engine and dual electric motors, the Hunter delivers a stonking 360kW and 1010Nm of combined power and torque with official combined cycle (urban/extra-urban) fuel efficiency of 1.6L/100km (NEDC). That consumption claim equates to a combined range in excess of 1005km, although it’s important to note the lab-derived efficiency number is predicated on keeping the Hunter’s traction battery consistently charged. Claimed EV-only range is “up to 100km.”Braked trailer towing capacity is a category-competitive 3500kg and payload is rated at 915kg.The Hunter is offered in two grades, the Pro 4x4 at $49,988 and the top-spec X 4x4 sitting at $54,844, both before on-road costs.And despite its aggressive price positioning the entry model’s standard equipment list includes JAC’s ‘Super E-Hybrid’ 4x4 system boasting five terrain modes (Snow, Sand, Mud, Rock & Off-Road Crawl Control), a chrome styling package (with body-coloured exterior mirrors), leather-accented interior, wireless Apple CarPlay and Android Auto, a six-way adjustable power driver’s seat, a reversing camera, rear parking sensors, 18-inch alloy rims (plus a full-size steel spare), keyless entry and start, tailgate with Lift Assistance, steering wheel reach and rake adjustment plus multifunction steering wheel controls.The Hunter X adds front and rear diff locks (optional on Hunter Pro), a black styling package (including black roof rails), heated front seats, a four-way power passenger seat, 360-degree camera view, front parking sensors, power-folding exterior mirrors, rear privacy glass, welcome puddle lamps and a rear 220V accessory socket.According to JAC, “Before the first customer drives home in a Hunter, it will have already completed more than 100,000km of testing on Australian roads: durability runs, towing, load-carrying, hot weather, and on- and off-road evaluation. “Vehicle dynamics were overseen from day one by Michael Barber, the respected Australian vehicle dynamic tuning engineer whose past work includes some of the country's most demanding local vehicle programs,” it said.And introducing the new ute, JAC Motors Australia Managing Director Ahmed Mahmoud said, “This isn't a trade-off between price and capability. It's proof that premium performance, advanced hybrid technology and genuine capability don't have to come with a premium price tag. We didn't build Hunter to undercut the market. We built it to disrupt it and reset what Australians should expect from a PHEV ute," he said.Vehicles are scheduled to hit showrooms from next month with registrations of interest already open. And to sweeten the deal for early adopters JAC is offering the first 1000 buyers who reserve a Hunter their choice of a free home EV charger or $500 JAC accessories voucher on delivery.

KGM has launched the new, second-generation version of its Musso ute in the UK, bringing right-hand drive production online and providing a preview of the turbo-diesel dual cab before its Australian arrival this October.Named Musso Rhino in standard trim (musso is Korean for rhinoceros) and Musso Rhino+ in lengthened form, the UK introduction confirms basic specs and gives an insight into likely standard features for Australia.Under the bonnet, the Musso is powered by a 2.2-litre, four-cylinder turbo-diesel engine sending 149kW (at 3800rpm) and 400Nm (from 1400 to 2800rpm) to a selectable 4WD system via an Aisin-sourced six-speed auto transmission.For reference, the base Ford Ranger’s 2.0-litre turbo-diesel delivers 125kW/405Nm while the entry-level Toyota HiLux (manual) sits at 150kW/420Nm. Combined cycle (urban/extra-urban) fuel consumption is 7.9L/100km with CO2 emissions of 252g/km. The drivetrain incorporates 2WD high-range, 4WD high-range and 4WD low-range settings with hill start assist and hill descent control onboard.Off-road credentials include a 30.9-degree approach angle and 27.8 degree departure angle for the standard Musso, with the long version at 30.6 degrees and 24.5 degrees, respectively. Minimum ground clearance is 248mm.Speaking of differences between the two versions, the standard Musso’s load bed is 1300mm long, offers a 1011-litre capacity and a payload of 1090kg with a 6750kg gross vehicle mass (GVM) and enough width to accommodate a Euro-pallet.The long bed model increases those stats to 1610mm, 1262 litres, 1200kg and 6900kg, respectively. Tray width (1570mm) and depth (570mm) are the same for both versions.Both models also feature a standard load bed liner, eight tie-down anchors, a wide opening tailgate, an LED load bed light and rear bumper corner steps.Maximum braked trailer towing capacity is a category-competitive 3.5 tonnes, with trailer sway control, a rear-view camera, Clear Sight View (uses the front camera to create a composite view of what's directly under the nose) and a 360-degree surround view camera system standard. Other standard equipment includes LED projection headlights, 18-inch brushed chrome alloy wheels, silver side steps, black and silver roof rails, Nappa leather seat trim, power-adjustable and ventilated front seats, heated front and rear seats, dual-zone climate control (with dial controls and rear vents), a 12.3-inch digital instrument cluster and a 12.3-inch multimedia touchscreenAlso included are wireless Apple CarPlay and Android Auto, wireless phone charging, rear USB-C ports, digital radio, keyless entry and start, rain-sensing wipers and adaptive cruise control.UK pricing positions the Musso Rhino at £38,995 (~$75,350) and the Musso Rhino+ at £39,995 (~$77,300), before VAT (Value Added Tax), but as with most cars, expect it to be significantly more affordable when it lands in Australia.

In the same way sharks must keep moving forward to breathe, BYD needs Australia to keep its Shark 6 plug-in hybrid ute alive for global consumption.At least that’s the proposition put in an overnight CarNewsChina (CNC) report noting a significant year-on-year export volume decline for the petrol-electric plug-in hybrid (PHEV) dual cab.The report references Chinese industry data pointing to a 25.8 per cent drop in Shark 6 exports to 20,037 units for the first half of 2026 (down from 26,988 in H1 2025).Although BYD has regularly stated its intention to sell the Shark 6 in the Chinese domestic market, so far it’s an export-only proposition, currently on sale in Brazil, Chile, Iraq, Mexico, Saudi Arabia, South Africa, the UAE and critically, Australia.Of that first half volume number, Australian sales (9493 units) accounted for more than 47 per cent.That’s despite increased competition lowering local January to June Shark 6 sales by 8.9 per cent from 10,424 for the same period in 2025.According to CNC, BYD exported 11,038 examples of the Shark 6 in its 2024 launch year, rising to 39,466 units in 2025, although sales slowed appreciably in the second half of last year (26,988 units Jan-Jun / 12,478 units Jul-Dec).In June 2026, BYD recorded 4000 Shark 6 exports with 3398 units (85 per cent of that number) sold within the month in Australia, CNC positioning the ute as “becoming a hostage to one market”.It also makes the point “the BYD Shark 6 is facing intensifying competition in the segment as GWM, Geely, Changan, and other Chinese carmakers introduce their plug-in hybrid, range-extended, and fully electric trucks to the global market”. The upcoming diesel plug-in hybrid Chery Stockman received special mention.It’s also worth noting the potential impact of the smaller BYD Mako ute, scheduled to launch initially in South America in September this year.The front- or all-wheel drive 1.5-litre unibody PHEV dual cab looks set for introduction in other markets with a likely Australian release running the risk of further diluting Shark 6 sales.Could the global Shark 6 slowdown put this ground-breaking ute in peril? Stay tuned.

All automatic versions of the Toyota LandCruiser 70 Series are available to order once again in Australia as the company makes some subtle tweaks to reduce emissions.The LC70 Series now comes with a 20-litre AdBlue tank across the line-up, which allows the 2.8-litre four-cylinder turbo-diesel engine to comply with Euro 6 emissions regulations.The AdBlue system uses the vehicle’s selective catalytic reduction process to inject AdBlue into the exhaust to help reduce nitrogen oxide (NOx) emissions.In 76 Series wagon, 78 Series Troopcarrier and 79 Series dual-cab chassis grades the AdBlue refuelling port is located above the front left wheel arch and has a lockable lid.79 Series single-cab chassis grades, on the other hand, have the AdBlue refuelling port between the cab and rear wheels on the passenger side.The 2.8-litre four-cylinder turbo-diesel engine produces an unchanged 150kW of power and 500Nm of torque.The 78 Series Troopcarrier grades now receive a smaller 130L diesel fuel tank with this update, bringing it line with the rest of the 70 Series line-up. It previously had an 180L unit.While all versions of the LC70 with the six-speed automatic transmission are back on sale, including the 76 Series GXL wagon automatic, which had a sales pause since 2025, grades with the five-speed manual transmission are unavailable for the time being.At this stage Toyota hasn’t given a timeline for when manual-equipped versions of the LC70 will return to Australian shores.“After pausing orders for certain LandCruiser 70 Series in 2025 to manage customer expectations around vehicle supply challenges, we are excited to say that order books are now back open,” said Toyota Australia Vice President Sales, Marketing and Franchise Operation John Pappas.“The addition of the AdBlue system will also ensure the vehicles meet the latest Euro VI emission standards.”Toyota hasn’t detailed pricing for the LC70 yet with the inclusion of the AdBlue system.The line-up currently starts at $75,600 before on-road costs for the 76 Series Workmate wagon automatic, and extends to $83,500 before on-road costs for the 79 Series GXL dual-cab chassis automatic.It’s likely pricing may rise incrementally but we’ll have to wait and see if this is the case.