Off road

After an extended pre-launch campaign, the Haval H10 has finally received a price tag for the Chinese domestic market.Starting from the equivalent of A$45,500, and stretching to A$50,000 in China, the H10 sits perched atop the Haval SUV line-up. This pricing, with the usual premium added by the time it arrives in Australia, would see the SUV start at around $60,000+ locally, if it comes.The H10 rides on the company’s new GWM One architecture which it currently shares with the Wey V9X.It uses the latest iteration of the company’s signature all-wheel drive Hi4 system, but doesn’t have the same rugged hardware as the alternate Hi4-T system despite its clear off-road aspirations.Hi4 pairs the front 1.5-litre engine to the wheels via a hybrid transmission and four-speed gearbox, while the rear axle is purely electric, leaving room under the floor for a large battery pack. In contrast, the Hi4-T system used on various Tank and Cannon models from GWM’s range trades away the larger battery size for a proper longitudinally-mounted transmission and transfer case, with a hardware link to the rear axle and differential.As such, the H10 has a massive 42.8kWh battery granting the over-five-meter-long SUV a pure electric driving range of up to 232km, according to the more lenient Chinese measuring standard.The engine produces 123kW/243Nm, while the front transmission-mounted electric motor produces 100kW and the rear motor produces 220kW. GWM claims total system outputs for the H10 are 440kW/722Nm.The brand says the huge SUV will sprint from 0-100km/h in 4.9 seconds, and uses 6.6L/100km of fuel even when the battery is drained.Despite not being equipped with Hi4-T, the H10 still has an approach angle of 24 degrees, a departure angle of 25 degrees, a breakover angle of 20 degrees and unladen ground clearance of 220mm. It features an electronic crawl mode in place of hardware low-range, and features a differential lock inside the rear motor for more intense off-road scenarios.The suspension features electromagnetic adaptive dampers with a double wishbone front and multilink rear set-up with coils all round. Notably the car features Continental tyres rather than the usual Giti tyres which ship on many GWM models.Interestingly, and as previously revealed in regulatory filings, the H10 is available in two body styles, almost like the Land Rover Defender from which it clearly sources inspiration. One is a 5138mm long five-seat version, while the other is a 5299mm long six-seat version, with the extra length applied to the frame beyond the rear axle.Both share a 3000mm long wheelbase, 2050mm width and 1970mm height. The five-seater has a boot capacity of 815 litres, while the six-seater gets 316 litres which expands to 1056 litres with the third row folded.The interior features all of GWM’s latest kit, including a 15.6-inch central touchscreen and 10.25-inch digital instrument cluster running the brand’s latest ‘Coffee OS3’ software. At least one trim level features a 17.3-inch roof-mounted entertainment screen for rear passengers, paired with a 7.1 format 1560W 21-speaker audio system.While Australia has been identified as a priority market for GWM and the brand has previously told CarsGuide the H10 could be a go locally, representatives have said the brand may have trouble with the overlap between products like the H10 and other boxy SUVs from its Tank off-road brand, particularly the LandCruiser-esque Tank 500 which currently occupies this space.What may be more likely for an Australian arrival, at least in the short term, is the company’s far more luxurious Wey V9X.Wey will sit atop GWM’s portfolio as a luxury brand to rival the likes of Denza and Zeekr in Australia. Stay tuned for more on GWM’s aggressive new model plans for the remainder of 2026 soon.

The list of Australia’s favourite off-road SUVs is set for a massive shake up in the coming years, as a 4WD-obsessed boom in the Chinese market starts to overflow to Australia.The GWM Tank 300 and Tank 500, as well as Denza’s B5 and B8, might have been the first to tackle ever-popular legends, the Toyota LandCruiser, Nissan Patrol and Ford Everest, but they will soon be joined by new offerings from GAC, Geely and Chery.Below is a list of the five off-road hybrid SUVs either confirmed to be heading to Australia or highly likely for an Australian arrival with the intention to unseat some of the world’s most popular 4WDs.Also known as the Geely Battleship 700, this large hybrid off-roader is part of an all-new family of flagship products for the Geely brand.It will debut a new off-road architecture for Geely, which can be equipped with either a 1.5-litre or 2.0-litre engine mated to a front electric motor, and dual rear electric motors that feature a mechanical differential lock.There is no mechanical connection between the front and rear axles, with that space taken up by a 47kWh battery pack, which grants it up to 185km of CLTC driving range, according to preliminary specs out of China.Combined power for its tri-motor system is a headline-grabbing 830kW, and the boxy off-roader has luxurious interior fittings which take Geely into new territory. Pricing is yet to be revealed, and while the Galaxy Cruiser hasn’t been confirmed for an Australian arrival, it is slated for a UK arrival, confirming right-hand drive production.Read more about the Geely Galaxy Cruiser hereWith styling more reminiscent of the Toyota Prado rather than the Defender-esque look of the Geely, GAC’s upcoming Yue 7 was recently revealed at the 2026 Beijing Motor Show.Also a plug-in hybrid with no mechanical connection between the engine and rear axle, the over-five-meter-long SUV boasts formidable off-road angles.It is not as punchy as the Geely claims to be, with a mere 400kW of combined power on tap from its 1.5-litre four-cylinder petrol engine and dual electric motor set-up, which is a familiar formula for these Chinese 4WDs.It will be offered with either a 28.3kWh or 46kWh battery pack, which grants it either 116km or 188km of CLTC electric driving range, respectively.The computer-based 4WD system is said to be capable of sending power to just one wheel at a time if needed and simulating low-range driving.While GAC Australia is yet to comment on the arrival of the Yue 7, the company is plotting 10 new models in our market in just five years, with the local boss telling CarsGuide recently this will include a large SUV and a pick-up truck.Read more about the GAC Yue 7 hereThe Chery sub-brand’s flagship off-road machine is squarely designed to target rivals like the Tank 500 and Denza B5, according to executives.Unlike some of its rivals here, the V27 doesn’t ride on a ladder-frame platform and instead rides on a car-line monocoque underpinnings.This isn’t an indicator of its off-road performance, with prior iterations of the famous Mitsubishi Pajero and current Land Rover Defender also based on unibody platforms.The V27 uses a range-extender hybrid system (meaning the 1.5-litre engine is not mechanically connected to the front or rear axles), being purely electrically driven at the wheels.It uses a 34.3kWh battery pack which grants it 150km of electric driving range to an also lenient NEDC standard and power outputs from its dual-electric motor set-up combine for a total of 335kW/505Nm.Despite being over five meters in length, the V27 is only a five-seater, but has a cavernous boot area, and like the above GAC Yue 7 is able to be equipped with a tailgate mounted full-size spare.Expect to learn more later in 2026 as the iCaur brand gears up for its Australian debut.Read more about the iCaur V27 hereYou may remember Freelander as a Land Rover nameplate from the 90s, but it has now been spun off as a new sub-brand and joint-venture between Land Rover and Chery, as the British company embraces ‘China Speed’ for best use of its intellectual property.Utilising a Chery platform and Huawei cabin tech, the Freelander 8 large SUV also wears iconic elements of the Freelander nameplate’s British design.A far cry from the original Freelander of the 90s, which was a relatively small but capable SUV, the new model is a large three-row offering chasing the trendy boxy bodystyle trend in the Chinese market.Also using a 1.5-litre engine in a range-extended set-up, the brand has at least confirmed that it will have some kind of tough off-road ability despite an over-three-meter long wheelbase.Power figures are yet to be confirmed, but it will get over 200km of electric driving range from an enormous 60.33kWh battery pack, while promising 2000kg of towing capacity and at least a central differential lock.Read more about the Freelander 8 hereGWM’s long-expected off-road monster is still on the cards for an Australian launch. The good news is, the brand is strongly considering an upcoming updated model featuring the company’s new 4.0-litre V8 twin-turbo engine.The bad news is this update, which is expected to be the first version of the 700 available in right-hand drive, isn’t due until 2028.The Tank 700 is available in both rugged Hi4-T form, which maintains the mechanical linkage from the engine to the rear axle, maintaining a low-range transfer case and placing the electric motor in the transmission, as well as new-age Hi4-Z form that forgoes the mechanical connection for a larger battery and more electric driving characteristics.As for specs the latest Hi4-Z version produces a combined 720kW/1375Nm, according to Chinese specs. Its 59kWh battery pack grants it a WLTC-measured 190km EV driving range.Expected to be priced well north of $100,000 in Australia (perhaps even more in its ultimate V8 form), the Tank 700 would move GWM into new pricing territory and test the limits of what its buyers are prepared to pay. Even so, GWM is expected to debut a Tank model even higher up the price scale, with an expected Tank 800 to be launched on the same GWM One platform as the flagship Haval H10 and Wey 9X from the Chinese giant’s other sub brands.Read more about the GWM Tank 700 here

Toyota's LandCruiser family looks ready to grow in Australia, with the brand confirming new models are under study that would expand the lineup beyond the 300 Series, Prado and 70 Series in our market.The comments appear to confirm reports Toyota is working on at least two new LandCruiser models – a new ute and an SUV, both with electric options – which are expected to launch from next year.And one or both appear on the table in Australia, with Toyota here confirming they are studying the opportunity and believe there is room for new LandCruiser models in our market."We're studying it, and we think that there is probably room for this. It's about the right product at the right time," says Ray Munday, Senior Manager Product Planning and Pricing at Toyota Australia.It would mark a significant departure from all we've known and expect from the LandCruiser badge, with both rumoured models to be reportedly based on a monocoque (or car-based) platform, meaning they will have an urban focus, rather than an off-road one.It has been reported that the ute version will take its cues from the EPU concept first revealed at the 2023 Japan Mobility Show. The SUV version – expected to take its inspiration from the LandCruiser SE concept also revealed in Tokyo – is reportedly designed as a "sports SUV" – a far cry from the rugged off-roaders that currently wear the LandCruiser badge.Both are reportedly being developed with electric and petrol-hybrid options.One model that is almost certain to not appear in Australia is the LandCruiser FJ, with Toyota pouring cold water on the idea of launching that product in our market."The FJ has an older engine, it doesn't meet our requirements, (and) doesn't come available in the powertrains that we're after, so no plan on that," says Toyota Australia VP of Sales, Marketing and Franchise Operations, John Pappas.That engine is the brand's 120kW and 246Nm 2.7-litre petrol engine, which has recently been axed from entry-level Toyota HiLux variants in Australia.

I’ve been doing this for a while now, and I have had the opportunity to test and review all sorts of weird and wonderful metal. But this one might be a first for me.I can’t recall ever testing a vehicle that’s not actually intended to be bought by you, the CarsGuide reader. But so it is with the new Toyota HiLux BEV. You can have one if you really want one, but even Toyota concedes that its first all-electric ute isn’t really designed for the public buyer.Instead, it’s for mine sites, which Toyota has been studying for two years to deliver an electrified HiLux fit for a very particular purpose.Which is why, on paper, the numbers aren’t overly impressive. The Hilux is offered in two grades and three styles – the SR cab-chassis ($74,990), the SR double-cab pickup ($76,490) and the more luxurious SR5 double-cab pickup ($82,990), all prices before on-road costs – and all share the same powertrain componentry.That means dual-motor power, fed from a 59.2kWh lithium-ion battery. Range, then, is just 245km in the cab-chassis, and 315km in the pick-up. Critically, though, Toyota is quoting the more lenient NEDC figure there. In line with the more realistic WLTP protocol (which is the industry standard in Australia), those numbers would likely be less than 200km and around 270km, respectively.That is… not a lot of range for an EV. But remember that particular purpose I mentioned? Toyota tells me the average open-cut mine site is about 40 square kilometres, and workers there need an electric ute to only cover relatively short distances before it is docked to recharge (150kW DC, 10kW AC).They also, Toyota says, need their electric utes to do ute-like things, which is why this electric HiLux can still very much go off-road. There are two motors on board here, one front and one rear, delivering a total 144kW. Toyota doesn’t quote a combined torque figure, though each motor is capable of producing more than 200Nm.It’s fed to all four wheels through a single-speed transmission, and Toyota has debuted a six-mode multi-terrain select system, with Auto, Dirt, Sand, Mud, Mogul and Snow modes.We tested the electric HiLux off-road, on a not-overly-challenging course to be fair, and the plug-in Toyota handled it all with ease and felt like it had more to give.It will also tow a 2.0-tonne braked trailer and the payload figures are around 725kg for the pickup versions and 855kg for the cab chassis – though we tested neither, and suspect your battery charge will drop like a bowling ball off a balcony when you ask the HiLux to carry or tow.The electric HiLux also looks a lot like a diesel HiLux. It is, and feels like, a retrofit, rather than a bespoke EV model, which they tell me is kind of the point. The minesites want the HiLux, they just don’t want the emissions. The big differences outside are, wait for it, the charging flap, the filled-in grille and aero-friendly wheel designs. Inside, there’s a new shift-by-wire gear selector, which has been moved closer to the driver. You still benefit from the tech overhaul given to the rest of the new HiLux range, which means twin 12.3 inch screens with Apple CarPlay and Android Auto. There are some strange-feeling shortcuts at this price point, though. Your circa-$75K SR model gets fabric seats with manual adjustment, for example, and you’ll need to spend more like $83K to get a wireless phone charger included.Anyway, that visual familiarity extends to the drive experience as well. Yes, acceleration is smoother, quieter and more constant without stepping through gear shifts, and that all feels very EV. But the behavior of the HiLux feels very familiar, in that it still has that kind of jittery unladen ride that is pretty common in dual cab utes. I thought the extra battery weight would settle the ride down a little bit, especially because it's down low and quite heavy, and should act a bit like having a load in the tray. But it still feels plenty bouncy on the road, and especially in the passenger seat, which somehow feels the ride more than the driver.That's not a big criticism. It's symptomatic of virtually all dual-cab utes. Electric or otherwise, as it turns out.On the road, the power on offer is ample. It feels quite punchy off the line, and while it's not one of those EVs that throws you back in your seat, the power is instantaneous and constant, and smooths-out the acceleration. We pushed towards and beyond 100km/h a couple of times and the power didn’t die off it just kept smoothly climbing to triple digits. All of which I fear might end up being something of an irrelevant point, because as I've said, you are unlikely to buy this. Toyota says that private sales are going to make up about five per cent of the BEV's total haul. The rest are going to mine sites and the like, which is why so much of this vehicle has been tailored to work there, rather than in civilian life.But those who do opt for the electric version are going to find themselves with the smoothest and perkiest Hilux, possibly of all time and also the quietest.It bodes well for electrified utes of the future, if only they can extend their range out to something a bit more usable.

Chery’s new Toyota HiLux is packing some impressive stats.The new Chery Stockman dual-cab ute is due to go on sale at the end of this year packing a diesel plug-in hybrid set-up.No other ute-maker has delivered a diesel-hybrid set-up. Not even Toyota - the master of diesel utes and hybrid power.Chery’s Executive Director of Engineering Peter Matkin summed it up simply earlier this year.“It’s easier to do the gasoline version,” he said.That pot shot at rivals is about to be put to the test as it prepares to take on the petrol plug-in hybrid Ford Ranger and the BYD Shark 6.One paper it stacks up.The Stockman combines a 2.5-litre turbocharged diesel engine with an electric motor to deliver 350kW and 800Nm sent to all four wheels.It can drive up to 100km under electric-only power, but this is calculated via the more lenient NEDC test cycle. Expect closer to 80km when tested to the benchmark WLTP cycle.The diesel plug-in hybrid will be joined by a petrol plug-in version in 2027.New details reveal the Stockman will be a proper work truck, with leaf spring rear suspension paired with more sophisticated double wishbone hardware up front.It will have a 750kg unbraked towing capacity and 3500kg braked. Chery has not revealed payload yet.It will be fitted with all terrain tyres as standard and will have 247mm of ground clearance.It is a big unit measuring 5450mm long, 2010 wide and 1890 tall. It’s wheelbase is a large 3250mm.That means it is slightly bigger than the HiLux and others, and more in-line with the GWM Cannon Alpha and BYD Shark 6 that straddle the space between the Ford Ranger and big US puck-up trucks.The tub is 1560mm long, 1560mm wide and 500mm high.Chery has also previously said it would have front, centre and rear diff locks, and it should have low gearing for proper off-roading.It is believed it will be priced similar to the BYD Shark 6's $57,900 (before on-road costs) starting price.Chery Australia Chief Operating Officer Lucas Harris told CarsGuide earlier this year the new ute had to be tough and the diesel-electric combo gave it the best chance to achieve that capability Australians demand from a ute.“I believe Chery has one chance to prove that we can build and deliver a highly capable ute,” said Harris.“And so to do that, it needs towing capability, payload capability, all-terrain capability. Particularly all-terrain capability, you know, you get people towing caravans on the beach. You really do need the torque and power delivery that a diesel gives you down low to be able to do those things.”Full details, including model line-up and prices will be revealed closer to the car’s launch date.

As Lord Acton told us way back in 1887, “Power tends to corrupt and absolute power corrupts absolutely.” But Lord Acton never drove the new Toyota LandCruiser 300 Series Performance Hybrid. Remarkably, despite the company’s litany of sports cars over the years - Supra, MR-2, Celica, etc - this new off-road SUV can lay claim to the title of ‘the most powerful Toyota production car’ ever offered in Australia.That’s thanks to its new powertrain, which is lifted from the US-built Tundra ‘pick-up’ (aka super-sized ute), combining a 3.5-litre twin-turbo V6 petrol engine with an electric motor mounted between it and the 10-speed automatic transmission.But unlike the rest of Toyota’s hybrid range that focuses on efficiency, this 'i-Force Max' powertrain (as it is known in the Tundra) is biased towards performance - and a lot of it. The new LandCruiser makes 341kW of power and 790Nm of torque, which is an extra 114kW and 90Nm on top of the already very capable 3.3-litre V6 turbo-diesel engine in the LC300.It’s obviously a lot of performance, but the LandCruiser is a lot of SUV, so while Toyota calls it a ‘performance’ vehicle, don’t expect to be blowing the doors of a Porsche Cayenne or Ferrari Purosangue. Instead, it offers a punchy amount of torque that helps get the big beast moving with relative ease. But during on- and off-road drives there weren’t any moments where this new powertrain stood out as hugely different and better than the already impressive turbo-diesel option. Officially, Toyota says this new engine helps to tow more easily but we weren’t able to test that, so we’ll reserve judgement. They also said the addition of the electric motor improved low-speed behaviour off-road - and this we did get to test.In news that will shock nobody, the Toyota LandCruiser performed well off-road, with the addition of a new, more powerful engine not suddenly turning it into a tarmac-only soft-roader. But to say the electric motor makes it dramatically different, and indeed superior, off-road is a hard call to make without back-to-back testing on more challenging off-road terrain.The catch with this potential improved off-road and towing performance is the performance hybrid powertrain comes with a not-insignificantly smaller fuel tank than its diesel sibling - a 98-litre tank, instead of the 110L one in the diesel.Combined with higher fuel economy - 10.0L/100km vs 8.9L/100km - it means the theoretical range of the performance hybrid is 980km compared to over 1235km from the diesel. For those looking at an LC300 for a long-distance adventure vehicle, losing a potential 255km of range on each tank is not a small matter and swings the needle in favour of the diesel.You’re also paying upfront for the extra performance, with this new model more expensive than its diesel alternatives. For starters, the performance hybrid powertrain is only available with the high-spec Sahara ZX and GR Sport variants, which start at $156,740 and $155,990 (before on-road costs) respectively, a more than $8000 premium over the diesel.Obviously both are well equipped with alloy wheels (18-inch on the GR Sport and 20s on the Sahara ZX), leather-accented seats, heated and ventilated front seats, a 12.3-inch multimedia touchscreen paired with a 14-speaker JBL sound system. The only major specification difference for the Sahara ZX (aside from wheels and some styling) is the inclusion of a dual rear-seat entertainment system. For comparison, Denza B8 plug-in hybrid starts at $91,000, and offers 425kW and 760Nm from its plug-in hybrid powertrain. Like the LC300 it can tow up to 3500kg but unlike the Toyota, the Denza’s bigger battery allows for up to 115km of electric-only driving and has better on-paper fuel economy. It’s certainly a vehicle worth cross-shopping if you’re looking at an LC300, but ultimately there are some major differences between the pair.In terms of design and practicality there isn’t a lot to say about the new performance hybrid variants compared to the rest of the LC300 line-up, as it’s still a relatively new vehicle by Toyota standards, having only launched in 2021.The only design difference between the petrol and diesel models is the lower bumper treatments (front and rear) on the Sahara ZX, but the GR Sport is visually identical regardless of which engine you choose.Inside the new options look the same, with a fantastic array of physical buttons, dials and knobs (as well as the 12.3-inch touchscreen) to easily adjust things even on bumpy, tricky roads - and very much in keeping with the practical ethos of the LandCruiser.However, the biggest difference between the diesel and petrol is the boot. Thankfully there is no repeat of the hybrid Prado’s high boot floor and plastic riser solution to housing the hybrid’s battery under the rear floor. Neither of the petrol models are available with a seven-seat option and the floor is slightly higher than the diesel model, but not dramatically so.But despite Toyota’s best efforts to package the battery up tightly space is still lost, 216 litres to be precise, with the hybrid boot measuring 910L compared to 1126L in the diesel.

A third model has been revealed as part of Chery’s iCaur sub-brand, set to head to Australia imminently.Expected to join the already revealed iCaur V23 and V27, the 2027 iCaur V25 is a mid-size range-extender hybrid electric vehicle (REEV) sharing strong boxy design links with the smaller V23.Coming in at 4636mm long according to data published by the Chinese Ministry of Industry and Information Technology (MIIT) in its home market and seen by CarNewsChina, the iCaur V25 sits about halfway between the V23 small SUV and the V27 large SUV in terms of size.It features a 1.5-litre turbocharged four-cylinder petrol engine that makes 115kW and charges a 33.68kWh battery pack, providing the off-roader with an electric driving range of around 150km.Under WLTC testing, the V25 has a claimed efficiency of between 1.52L to 1.54L/100km depending on the model grade.At a little over 2.2 tonnes, the iCaur V25’s towing capacity is 1800kg, if an optional towing kit is included.According to the MIIT’s details, the V25 is also 1920mm wide, 1855mm tall, rides on a 1820mm wheelbase and has a track width of 1635mm at the front, 1642mm at the rear.Overhangs of 736mm at the front and 1080mm at the rear are also quoted, though an approach angle of 28 degrees and a departure angle of 24 degrees have also been reported.In Australia, Chery’s iCaur sub-brand, which focuses on electrified off-road vehicles, is set to launch in the second quarter of 2027.The local arm of the business is currently hiring senior members of its team to run sections of the business like marketing, branding, and PR, with advertisements for a number of roles live at the time of writing.

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?

Ford's new base-spec Everest Active has replaced the Ambiente and Trend variants. The Active has a newly offered 2.0-litre four-cylinder single-turbo diesel engine, which produces less power and torque than the twin-turbo engine it replaces, but has been promised to improve fuel economy. So, has the new engine made the Everest any better or worse on- and off-road?

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…