WhichCar By Wheels

MG Motor Australia has officially unveiled the all-new MG QS, the brand’s first full-size seven-seat SUV, now available at dealerships nationwide.

With an attractive driveaway price of $46,990 for the Excite (FWD) variant and $50,990 for the all-wheel-drive Essence model, the QS is expected to make a splash in the large SUV category, taking on the likes of the Kia Sorento, Toyota Kluger, Ford Everest, Isuzu MU-X, Hyundai Palisade, and Mitsubishi Outlander.

Introductory pricing

MG QS Excite (FWD)$46,990 driveaway
MG QS Essence (AWD)$50,990 driveaway

Under the bonnet, both models feature a 2.0-litre turbocharged four-cylinder petrol engine that delivers a robust 153kW of power and 360Nm of torque, paired with a smooth 9-speed automatic transmission. Fuel consumption is rated at 8.4L/100km for the FWD and 8.8L/100km for the AWD model.

Designed with the modern Australian family in mind, the MG QS offers a true seven-seat layout, making it a practical and spacious option for daily commutes, school runs, and weekend adventures. The third-row seating is flexible and can be easily folded flat to accommodate bulkier items such as luggage, sports equipment, or prams.

The QS doesn’t compromise on comfort or features. Standard across both variants are wireless Apple CarPlay and Android Auto, electric tailgates, and a choice of 20-inch alloy wheels for the Excite and larger 21-inch alloys for the Essence. Whether it’s advanced tech or functional space, the QS blends everyday practicality with premium style.

“This is an exciting milestone for MG as we introduce our first 7-seat SUV to Australian roads,” said Peter Ciao, CEO of MG Motor Australia. “The QS has been crafted with local families in mind, delivering flexibility, performance, and premium features – all at a competitive price.”

He added that the brand continues its commitment to offering high value without sacrificing quality or technology, a reflection of MG’s strategy for taking on the Australian SUV market.

Backed by MG’s industry-leading 10-year warranty and a national network of nearly 100 dealerships, the MG QS is now available for test drives and orders across Australia.

The Nissan Leaf, one of the first mass market EVs, has been transformed into a coupe SUV ahead of its 2026 Australian release. Based on the same platform as alliance cousins like the Renault Megane E-Tech, the new Leaf will offer two battery sizes with up to 604km of range – a big increase on the 385km maximum of its predecessor.

A clean sheet design, the new Leaf is now a coupe SUV than a hatchback, which Nissan says was done for cleaner aerodynamics for better range. While there are some elements of the exterior styling that mimic the brand’s latest products, like the China-specific N7 electric sedan, parts such as the tailights mimic Nissan products from the past such as the 300ZX sports coupe.

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The interior is better quality and more modern than before with new 14.3-inch screens that are even larger than its bigger Ariya sibling, and they now feature Google-based navigation with live traffic and the ability to access the Google Play Store to download apps such as YouTube. The 437-litre boot is healthy for the segment and over 50-litres larger than the previous Leaf.

Two battery sizes will be available with the new Nissan Leaf: either a 52kWh unit or a larger 75kWh with the former capable of 436km of range and the latter 604km. Both are capable of a 150kW DC fast charge for a 20 to 80 percent charge in less than 30 minutes.

The smaller battery uses a 130kW motor and the larger one 160kW. The latter motor is capable of a 7.6-second 0-100km/h acceleration time, which is marginally slower than the previous model.

Available features on the new Nissan Leaf include a Bose sound system with speakers inbuilt into the driver’s headrest, battery pre-conditioning for the best possible charging speeds, a panoramic electrochromatic glass roof, vehicle-to-load (V2L) functionality up to 3.6kW, a 360-degree cameras with a ‘see-through’ view and over-the-air updates.

The 2026 Nissan Leaf will reportedly go on sale in Australia in 2026, with local pricing and specifications yet to be announced.

Contenders

Winner: Ford Ranger

Driving
Interior
Practicality
Overall value

Things we like

  • Easily the best ute to drive
  • Wide range of variants and engines
  • Intuitive and practical interior

Not so much

  • No variant is particularly cheap to buy
  • No more manual option
  • Rear seat not huge for adults

There’s no great secret as to why the Ford Ranger has been this country’s best-selling ute over the last couple of years. Designed in Australia by Australians for Australians is its unique selling point, and that home-grown focus has paid off in spades. It’s not just here either. The Ranger is the second best-selling ute globally, is sold into over 180 markets and is the third best-selling nameplate for Ford after F-Series and Transit. Go figure.

Unlike many manufacturers who had viewed utes as lowest common denominator distress-purchases, Ford took the time to research what Aussie ute buyers wanted, understood the pride they took in their vehicles and developed a workhorse that drove well, looked good and was packed with ideas that worked in the real world.

From a core range, the popularity of the Ranger line up has allowed it to grow tendrils that start out as niche ideas, such as the specialised Raptor variant, which build a cult following in their own right. The rugged Super Duty, due next year, could well be the next to outsell Ford’s most optimistic predictions. The off-road focused Ranger Tremor version has boosted appeal for those who want more ability in the dirt without stretching to the Raptor, while the recent addition of a petrol plug-in hybrid version also broadens Ranger’s appeal.

The diesel engines remain the backbone of the range and both the 2.0-litre four and the 3.0-litre V6 have something to be said for them, although we’d gravitate towards the latter for its smarter all-wheel drive system. Teething issues with the gearbox have long since been sorted, as has an issue with oil weep around the turbocharger. There’s hardly a weak spot across the entire range, but a Sport on all-terrain tyres is probably the value sweet spot.

With strong off-road ability, 3500kg braked towing ability across the mainstream range, a whole host of smart towing and off-road tech features, heaps of choice across the line up and fresh models coming on stream, it’ll take a concerted effort from Toyota to knock the Ranger off its perch.

Mitsubishi Triton

Driving
Interior
Practicality
Overall value

Things we like

  • Grunty bi-turbo diesel engine standard across the range
  • Modern and practical interior
  • Good refinement in the segment

Not so much

  • More expensive than it used to be
  • Manual only on base models
  • No hybrid drivetrain yet

Released in 2024, the current shape Mitsubishi Triton received a big upgrade into its current generation. Not only was it made a lot more modern and feature-packed, but it’s also now more capable and more practical than ever before.

Under the bonnet of every Triton model is a new bi-turbo 2.4-litre four-cylinder diesel engine that outpunches rivals such as the Isuzu D-Max while also giving the Triton the industry standard 3500kg braked towing rating. On the road, the new Triton is a big improvement over the previous model, while giving a more solid road feel than some rivals. Its new engine is refined as well, especially against the loud 3.0L unit in the D-Max/BT-50 twins, though it would be great to see a plug-in hybrid variant as Mitsubishi is a pioneer in the PHEV space. 

The cabin of the Triton is a massive improvement on the previous shape with better quality, more tech – a 9.0-inch touchscreen with wireless smartphone mirroring is standard across the range – and more practicality, with more rear seat space than the previous model.

While the standard warranty is a five-year/100,000km job, if it’s kept serviced at a Mitsubishi dealership after that, up to 10 years of warranty is available and its five-year service cost averages out to a reasonable $509 per year. Add in its big improvement over the previous model, its comfortable driving experience and grunty engine, and the Triton is a worthy ute option.

Isuzu D-Max

Driving
Interior
Practicality
Overall value

Things we like

  • Excellent safety equipment across the range
  • Modern and feature-packed cabin
  • Improved infotainment system

Not so much

  • Trusty 3.0L diesel is loud
  • Huge range can get confusing
  • Manual only available on base SX

It’s easy to pigeonhole the Isuzu D-MAX as a crude but endearing workhorse that has built its own minor cult following. That’s to underplay the incremental development that has seen that D-MAX comfortably occupy the third spot in the Australian dual-cab ute sales charts for 2024, netting a near 12 per cent share of the market. That’s more than double the sales of the next best contenders, the Mitsubishi Triton and the Mazda BT-50. So Isuzu is clearly doing something very right.

No, the D-MAX can’t hold a candle to the Ford Ranger in terms of sophistication, but it’s not so very far off a Toyota Hilux. What’s more, it comes with a six-year warranty, although it does carry a 150,000km limit, which is something to consider if you’re cross shopping versus Toyota’s five-year, unlimited kilometre deal.

The 1.9-litre 110kW/350Nm powerplant that’s fitted to the SX Crew Cab entry-level versions should probably be given a wide berth, as for $2000 you can upgrade to the 3.0-litre with 140kW/450Nm. That’s money very well spent, as it nets you a far more flexible and relaxed engine. Because Isuzu only sells two models – this and the MU-X SUV – it keeps itself busy with a fully fleshed-out range of variants for each.

Therefore the steps from one model to the next are small and it pays to do your homework on which of the trims – SX, LS-M, X-Rider, LS-U, X-Terrain and Blade – is right for your requirements. The good-looking X-Rider Crew Cab is largely a dark-finish cosmetic pack above the LS-M grade, and will doubtless appeal to those who want a little more bling, but the LS-M is $3700 cheaper and comes with Bi-LED headlights, 17-inch alloys and higher grade cloth interior. As you ascend the range, the price tag begins to look a little more self-conscious, with the flagship $73,990 Blade being the off-road focused one, broadly adjacent to a Ranger Tremor or a Hilux Rogue.

With a thriving owner community and a wide range of accessories available, plus parts support in some of the more remote reaches of Australia, the D-MAX does a lot to appeal to those who prize capability and aren’t afraid to take their ute off the beaten track. It might not be the number one pick here, but it’ll be the first port of call for many who are looking for something that more than punches above its weight.

Mazda BT-50

Driving
Interior
Practicality
Overall value

Things we like

  • Excellent safety equipment across the range
  • Modern and feature-packed cabin
  • Improved infotainment system

Not so much

  • Loud 3.0L turbo-diesel engine
  • Manual no longer available
  • More grunt would be great

Shall we address the elephant in the room straight off the bat? Yes, the Mazda BT-50 is effectively an Isuzu D-MAX that has raided the dressing-up box. Mazda themselves make no great secret of that fact, and it’s easy to see why. The Isuzu bones are renowned as some of the toughest in the dual-cab division, and adding a better looking body and interior would, at first, seem to give you the best of both worlds: tough as old boots mechanicals and a level of sophistication up top.

That’s how it proves in practice too, up to a point. There’s no doubt that the BT-50 is utterly unafraid of rolling its sleeves up and getting stuck in, but where the plucky Mazda comes unstuck is in terms of overall sophistication, especially at the top of the range. When compared to the very best dual-cabs, such as the Ranger and the Amarok, were you to spend big on a BT-50, you’d soon start to suspect that you’d get a more value-dense package elsewhere.

The three-litre Isuzu four-pot engine seems – and is – unburstable, but its 140kW/450Nm is a long way shy of the numbers you’d get from a Ranger’s V6 and it’s a long way off the Ford’s measure in terms of refinement and handling too. That’s not so much of an issue if you’re spending little more than $50k on a BT-50, but dropping over $70k on a flagship BT-50 SP – which is Ranger V6 Sport money – seems like an exercise in diminishing returns.

There’s genuine reassurance in quite how strong the new BT-50 feels though. It can genuinely take a licking and still keep ticking, and it’s easy to understand how it accounts for a five percent share of the Aussie ute market. Most buyers will give the entry-level XT a skip in order to get the bigger and better screen from the XTR models up, but the introductory pricing that initially looked so attractive has ended, adding an irksome few grand to what looked like a decent value ute.

Mazda probably needed to come with more if it wanted to establish itself as a clear third option in Australia’s ute market, but what it has offered is well worth your time. If you want a properly rugged ute but don’t want your neighbours suspecting that you skin and eat all of your protein intake, the BT-50 is as good a pick as any.

VW Amarok

Driving
Interior
Practicality
Overall value

Things we like

  • Great to drive, punchy engines – including hot hatch-like TSI452
  • Simple model range: dual cab and 4WD across the range
  • Best in class cabin quality

Not so much

  • No more manual option
  • Rear seat not huge for adults
  • No plug-in hybrid or single cab

If you’re a little less price-sensitive when it comes to choosing a dual-cab ute, it becomes genuinely difficult to make a case against the Volkswagen Amarok. It’s an astonishingly polished package that is one of the most aspirational choices in the entire sector. But does that mean it’s a ute for people who don’t really like utes?

Not really. While there might be other choices that would be your go-to if your weekend fun involved mud ruts so deep that your diff does a decent impression of a ploughshare, the Amarok is nevertheless a lot more versatile than its sophisticated look and feel initially suggests. Under the skin, it’s much the same as the existing Ford Ranger, so it’s clearly a well-engineered package that’s designed specifically with Australian conditions front and centre of mind.

Buyers largely choose from the 125kW 2.0-litre turbodiesel TDI405 models, the 150kW 2.0-litre twin-turbodiesel TDI500 variants or the V6 turbodiesel TDI600 models, but where the Amarok has offered a key point of difference over its cousin with the Blue Oval badge is that it also offers the 2.3-litre petrol TSI452 powerplant. If you’re dead set against diesel but want these underpinnings, the $79,990 TSI452 Aventura was – hulking Ranger Raptor aside – the only show in town, but the addition of this engine with plug-in hybrid boost to the Ford’s range erodes Volkswagen’s USP here.

No great issue. The Amarok is still a better looking thing than the Ranger, with a nicer interior and the price step up isn’t perhaps as great as you might expect, with around $2k separating the entry-level Ford and Volkswagen V6 variants. That’s a relatively modest sum to apply some creative man-maths to.

Downsides? There are fewer physical controls for the air conditioning than the Ranger gets, with most of the functions incorporated into the reskinned infotainment system. You also don’t get an app to allow for the likes of remote monitoring, diagnostics, vehicle locating or over-the-air updating.

There is a feel-good quality to the Amarok that Volkswagen does very well. Choose, say, a mid-range Style version and it features leather-effect inserts on the dash and door cards and grippy microfibre ‘ArtVelour’ seating upholstery. It even gets matrix LED headlights, which you’ll value on those late drives home on country roads.

The Amarok makes all kinds of sense if you need a ute, but don’t want to shoulder many of the downsides that come with ute ownership. If you don’t think driving a ute means putting up with crude controls, second-rate interior materials and a poor ride, it makes a compelling case.

Nissan Navara

Driving
Interior
Practicality
Overall value

Things we like

  • Most comfortable ride in the segment thanks to IRS
  • Punchy twin-turbo engine standard across the range
  • Very capable and Aussie-developed Warrior

Not so much

  • Lacking features such as adaptive cruise control
  • No hybrid or faster model
  • Feeling old

One of the oldest utes in the segment, the Nissan Navara is set to gain a new generation in 2026. But we think there’s still merit in the current model, which Nissan has kept nicely updated across its lifecycle. The barebones of the Navara are impressive too, with a refined feel that outshone many rivals at its release – the independent rear suspension, for example, makes it more comfortable than a lot of competitors.

Under the bonnet of the Navara range is a twin-turbocharged 2.3-litre four-cylinder turbo-diesel engine that makes solid outputs – the same as a 3.0-litre D-Max but with 700cc less capacity for better fuel consumption – and both a six-speed manual and a seven-speed automatic are available across the range.

Like the Triton, the Navara has up to 10 years of warranty if serviced through a Nissan dealership – but it extends to 100,000km more than the Mitsubishi, and its roadside assistance can last for up to 10 years in total as well. Its $499 annual service for the first five years is reasonable in the segment, while its 20,000km annual service intervals are long as well.

While the Navara misses out on features such as adaptive cruise control and wireless smartphone mirroring, it’s otherwise still well equipped across the range and potential buyers have a heap of variantsto choose from, including the excellent Warrior by Premcar, with its off-road features made and fitted in Australia. Overall, while the Navara might be feeling a little old, it still has a lot to offer ute buyers including a potentially long warranty, grunty engine, solid driving dynamics and unique variants, like the off-road Warrior.

GWM Cannon Alpha

Driving
Interior
Practicality
Overall value

Things we like

  • A curious entrant between mid- and full-sized utes
  • Diesel, hybrid and plug-in hybrid drivetrains on offer
  • Borderline luxurious interior

Not so much

  • Strange and expensive service schedule
  • No base hybrid variant
  • Annoying active safety features

Sitting above the Cannon in the line-up, the GWM Cannon Alpha is a unique entry into the ute segment. While it’s not as large as something like a Ford F-150, it eclipses utes like its Cannon sibling to sit in a mid-way segment between the two. It’s also fairly unique not only in the ute segment but the car industry as a whole by offering two turbo-petrol hybrid drivetrains, as well as the 2.4-litre turbo-diesel that was recently installed into the Cannon.

While some buyers will choose the 135kW/480Nm 2.4-litre turbo engine, many are predicted to choose from one of two 2.0-litre turbo-petrol hybrids: either the 255kW/648Nm regular hybrid, or the 300kW/750Nm plug-in hybrid, the later of which gives a huge 115km of electric-only range and, if charged, a claimed 1.7L/100km fuel consumption rating.

Inside the Cannon Alpha is an impressively lux-feeling cabin for the ute segment, with elevated touches such as electric-reclining rear seats in the Ultra. The dashboard uses many software touch materials, while its huge 14.6-inch touchscreen controls most of the functions inside the cabin and that can be annoying.

Like the smaller Cannon, the Cannon Alpha is covered by a seven-year/unlimited km warranty and a strange servicing schedule. It’s also surprisingly expensive to service at over $700 per year. But overall, the GWM Cannon Alpha’s value equation is excellent, especially if you’ll be carrying bigger people in the rear seat. That it offers not one, but two hybrid options is impressive as well and all variants can tow a 3500kg braked trailer.

Toyota HiLux

Driving
Interior
Practicality
Overall value

Things we like

  • Wide range of variants
  • Gutsy 2.8L diesel engine
  • Well equipped

Not so much

  • Loud engine options
  • Feeling dated inside
  • Base Workmate petrol very thirsty

A couple of years ago, we ran a test that pitched the Toyota HiLux against the Ford Ranger and Volkswagen Amarok. It probably won’t surprise you to hear that the Hilux finished a distant third. It felt a generation behind the others in virtually every regard and while an update has since been visited upon the venerable Toyota, the result would be the same today. But there was something telling at the wrap-up of that test.

As we prepared to depart, I asked our most experienced off-road tester which of the three he’d take if he wanted to get to Finke, or Cameron Corner, or a leisurely jaunt to Cape York. He pointed at the Hilux, snorted and said, “Not even a question.” And there, wrapped up in that appraisal, is the reason that Hilux sales have stayed so buoyant.

We can talk about infotainment systems, ride quality or interior materials all we want, but for many Aussies, it’s a HiLux or nothing. Parts are plentiful, they know what they’re going to get and, for a good proportion of these buyers, they’re on first name terms with the dealer down the road. The roots go deep here.

The current HiLux range benefits from 48v mild hybrid tech from SR trim upwards, but prices have crept up as a result. An SR5 with an automatic ‘box now retails at over $63k. Refreshingly, Toyota still offers a decent selection of manual models for those who prefer three pedals and a stick. The GR Sport version ekes another 15kW and 50Nm from the 2.8-litre turbodiesel four that is good for 150kW/500Nm in the rest of the range.

There’s little in the way of extraneous gear that can go wrong fitted to the current HiLux, although the addition of a damper for the tailgate (finally) is a welcome touch. Central locking for the tailgate? Don’t push your luck.

You’ll put up with heavy steering, an unsettled ride, poor quality cameras and an unrefined engine in order to feel at ease behind the vehicle that’s billed as ‘The Unbreakable Legend’. What’s more, with Toyota shelving plans for a new model based on TNGA-F underpinnings, the HiLux may well have to trade on that reputation for some time yet.

Jeep Gladiator

Driving
Interior
Practicality
Overall value

Things we like

  • Lots of fun touches, like the removable roof
  • Excellent off-road ability
  • Comfortable to drive

Not so much

  • Rivals offer better towing and payload
  • No diesel option, just a thirsty NA V6
  • Quite expensive

The Jeep Gladiator was originally launched in Australia in 2020 and has received modest sales success since then. Really just a stretched version of the highly capable Wrangler off-roader, the Gladiator is more of a lifestyle product than a lot of the utes on this list – its braked towing capacity is only 2721kg or around 800kg less than most proper ute rivals, for example.

Part of that is that the Gladiator is only available in Australia with a 209kW/347Nm 3.6-litre petrol V6 engine mated to an eight-speed automatic – earlier North American versions were available with a V6 diesel engine that would’ve given it more capability, but alas, that was never offered in Australia. The petrol V6 is powerful, though it lacks torque – something you need when towing.

But the Gladiator has a lot more ‘cool factor’ than most other utes – for example, did you know that it’s actually a convertible? The roof panels are removable for that true wind in your hair off-road feeling. It’s also covered in Jeep ‘Easter eggs’ – small clues to its past – that give it more character than most rivals.

While the engine could be torquier, the on-road experience in the Gladiator is largely comfortable and its off-road ability is one of the best here. Jeep’s five-year/100,000km warranty is shorter than a lot of rivals here, but it does offer roadside assistance for the life of the vehicle if serviced through a Jeep dealer and the first five services cost only $399. Overall, the Jeep Gladiator is more lifestyle toy than serious ute, but those who understand it will love it.

BYD Shark 6

Driving
Interior
Practicality
Overall value

Things we like

  • Excellent value for money
  • Quick performance
  • Feature-loaded and good quality cabin

Not so much

  • Not as capable as Ranger PHEV in towing
  • Not as capable off-road as rivals
  • Thirsty if not charged

The BYD Shark 6 is a disruptor. And like most disruptor technologies, it does a few things extremely well, but it’s never going to be for everyone. We get that. We also understand that there’s a constituency of ute buyers who will never subject their machinery to terrain more arduous than an unsealed road and have no real requirement to tow huge loads. Even Ford’s figures back that up, with a large majority (70 percent) of Ranger owners never logging heavy towing journeys.

If that sounds like you, the Shark may well rack up a big score in the credit column. If you see a ute as something that opens the door to lifestyle activities like cycling, surfing or camping or if you need one to transport work gear around, it probably has you covered in a way that none of its rivals can quite manage.

For a start, it’s a plug-in hybrid that offers around 85km of real-world electric range, against a claim of 100km. And hooey, is it quick out of the blocks. If a Shark pulls up alongside your Raptor don’t start gunning your engine. You’ll only be embarrassed by the Chinese ute’s fierce step-off and left wondering whether the additional $33k you dropped on the Ford was money well spent. It was, don’t worry.

Nevertheless, the Shark keeps the surprises coming, with a polished ride, an interior treatment that’s more mature and well thought-through than we bet you were banking on, a useful and large tray with lighting and a trio of three-pin sockets to power tools, camping gear, e-bikes or other electronic gear. Do keep in mind the modest 790kg payload and the 2500kg braked towing figure though.

The 1.5-litre petrol engine sounds woefully underbaked for a 2710kg vehicle, but it can draw upon a 30kWh blade battery which translates into a punchy system output of 321kW and 650Nm. BYD quotes a 2.0L/100km fuel economy figure, and the Shark can charge at up to 55kW on a DC charger. You’ll get nearer 8L/100km, which is still lineball with many diesel utes.

Sales have been strong, and it’s possible that in 2025, the Shark will depose the Isuzu D-MAX as Australia’s third-favourite ute. That’s an incredible effort coming from a base of zero. Being a disruptor comes with a certain element of risk. Being a very talented one, less so.

Kia Tasman

Driving
Interior
Practicality
Overall value

Things we like

  • Nice to drive, grunty diesel
  • Simple model range
  • Intuitive and practical interior

Not so much

  • No variant is particularly cheap to buy
  • No manual option
  • No single cab or hybrid yet

The Kia Tasman is the new kid on the block and made by a brand that’s never entered the ute segment before. Using a distinctively Australian name, the Tasman was largely developed for Australia, so it had better be good. Luckily for Kia, in a lot of respects, it is quite good.

The cabin of the Tasman takes a lot of what we’ve seen from other new Kia models, such as the large dual panel infotainment and driver’s display, handy tabs to adjust the temperature of the cabin and plenty of cabin storage, into a more workman-like layout. Both families and tradies will appreciate the Tasman’s practical details, such as the dual wireless phone charger on some models.

The 2.2-litre turbo-diesel engine in the Tasman is also used in the Sorento SUV and Carnival MPV and it’s one of the most refined in the segment. While its peak 440Nm torque output could be better, its 3500kg braked towing capacity is up there with the leaders in the segment. On the road, the Tasman impresses with its Australian-tuned ride quality, and is more comfortable than most rivals over a variety of surfaces.

Overall, the Kia Tasman is a serious entrant into the ute segment that deserves attention. While some may not like its styling, it could offer more performance and we aren’t yet aware of how much it will cost to service, it’s still a very impressive first time effort from Kia. We expect it to push the brand’s sales further up the leaderboard in Australia. Top three? Time will tell.

Toyota LandCruiser 70 Series

2024 Toyota LandCruiser 70 SeriesGXL Double Cab Chassis
Driving
Interior
Practicality
Overall value

Things we like

  • Punchy 2.8L diesel now standard across the range
  • Great off-road ability
  • Heavy duty GCM

Not so much

  • Expensive to buy and service
  • Feels ancient
  • Some will miss the former V8

If an award was to be given for the most legendary ute, the Toyota LandCruiser 70 Series would likely be the winner. Production for the 70 Series started in 1984, and while it’s had numerous technological, mechanical and safety updates since then, it’s still the same basic hard-working product that it’s always been.

Recently, the former 4.5-litre V8 turbo-diesel engine that so many buyers loved about the LC70 was shelved and in its place, the 150kW 2.8-litre four-cylinder diesel that is used in products such as the HiLux and a six-speed automatic transmission. While some may lament the V8, there’s no denying that the four actually makes more power and torque, and an automatic transmission will open up its appeal against the former manual-only V8.

Inside the LC70 is a basic and ancient-feeling cabin with very little in the way of comfort – electric mirrors, lumbar adjustment and even automatic climate control aren’t available. A new 7.0-inch touchscreen now features with a very aftermarket look, though it at least has Apple CarPlay and Android Auto to bypass the native system’s lack of functionality. The new digital trip computer has also made it feel more modern than previous versions, though it’s still quite basic.

Like other new Toyota products, the LC70 is covered by a five-year/unlimited km warranty with no roadside assistance. Its servicing is quite expensive as well, and also quite inconvenient at six-month/10,000km intervals. But the expense and old feeling will be easily brushed off by those that the LC70 appeals to. It’s a no-nonsense go anywhere vehicle, now with just a sprinkle of modern tech like LED headlights, smartphone mirroring and – gasp – an automatic transmission.

Contenders

Winner: Ford Ranger Raptor

Driving
Interior
Practicality
Overall value

Things we like

  • Built like no other ute
  • Gutsy V6 petrol engine
  • Tested on world’s toughest terrain

Not so much

  • Pricey… but durable
  • You’ll wince at the bowser
  • Others offer a better rig for big fit-outs

Think Raptor and you probably have some super-saturated vision of big utes bounding over dunes in Baja, but the Australian reception to the Ford Ranger Raptor has been almost as euphoric. There’s a solid reason for that and it’s one that’s tough for any rival to replicate.

It’s a truly big-budget item that’s been designed by Australians in Australia for the Australian market. Yes, it’s screwed together in Thailand, but we genuinely do lay claim to the genesis of the world’s straight-out-of-the-crate off-road ute and that’s something we should be enormously proud of.

Back in the March 2025 issue of Wheels, Daniel Gardner had the opportunity to drive the Ranger Raptor, F-150 Raptor and the Bronco Raptor back to back on the dunes of the UAE, and he returned utterly convinced that the Ranger was the toughest and most capable package, so we certainly don’t need to tug the forelock to the US mothership.

The unique and near-indestructible rear end with its specific subframe, the Fox 2.5” Live Valve internal bypass shock absorbers, the electronically controlled front and rear diff locks, the 850mm wading depth, the clever and useful selectable drive modes (which include damper settings), Ford’s Trail Control (effectively a low-speed cruise control for off-road use) and the monster 17-inch BF Goodrich KO2 high performance A/T tyres give the Raptor incredible off-road capabilities, especially for a vehicle with what some off-road greybeards would see as the inherent caveat of independent front suspension. It also features 285mm of ground clearance, a 32° approach angle, 24° breakover angle and 27° departure angle allow.

A snorkel and a front bar may be the only aftermarket accessories you’d ever need to get to some fairly remote places on the map. And you’d certainly want to be in nothing else to cover kilometre after kilometre of red centre washboard.

Due to issues surrounding payload, we’d look to a leaf-sprung ute if we wanted to build a serious overlanding rig, but if you just want something that’s absolutely good to go bush straight off the forecourt, nothing really gets close to the Ford Ranger Raptor.

Nissan Navara Warrior

Driving
Interior
Practicality
Overall value

Things we like

  • Re-engineered in Australia by Premcar
  • Manual gearbox option
  • Great standard tyres

Not so much

  • Feels dated inside
  • No seat heating even on PRO-4X model
  • Low range selection can be fussy

Congratulations to Nissan for identifying that not everyone is ready or able to drop $90k on a Ford Ranger Raptor and that a budget alternative, offering much of the Ford’s capability at two-thirds of the price, could well find a ready market. And so it has proven.

Whereas the Raptor is unapologetically over-engineered, Nissan has taken a more pragmatic view regarding the Navara Warrior. Like the Ford, it’s built in Thailand, but from there it comes to Australia and is stripped back and worked up by Premcar in Melbourne.

The ground clearance is lifted by 40mm to 260mm and the track splays from 1570mm to 1600mm. The approach angles improves from 32 to 36 degrees, and the the suspension now features revised spring and damper rates for improved isolation and compliance. A bigger jounce bumper has been fitted to reduce shock pathways into the cabin at full suspension travel. That’s on top of all the gear such as a winch-compatible front bar, broader fender flares, meaty Cooper AT3 rubber, a 3mm steel underbody protection plate and a red front bash plate.

There’s even a respectable payload available – up to 961kg for the manual PRO-4X and 952kg for automatic versions. Not everyone’s a fan of rowing their own gears out in the rough stuff, but there’s a hardcore of off-road drivers who like that feeling of control, the mechanical simplicity and the challenge of right gear, right time. And choice has to be a good thing, right?

In practice, the Navara Warrior feels nigh-on unstoppable and there’s no real acclimatisation process to getting to grips with the drive controls. There’s even an old-school handbrake bar, which we love. The seating position takes a bit of getting used to, as there’s no reach adjustment for the steering column, and the low range system prefers to have no load on it and be on flat ground to engage and, as we all know, that’s not always a given. The fairly useless and largely cosmetic sports bar of the Warrior Pro-4X variant also limits access to the front tie-downs. Other gripes? Seat heating would come in handy for winter high country jaunts and the infotainment seems a bit off the pace. The fuel gauge can also be a little vague. It’s also worth noting that there’s no stock of the base SL Warrior manual on hand right now.

No, it’s not as sophisticated as a Ranger Raptor and nowhere near as fast, but if you value reliability and no-nonsense common sense engineering for your off-road ute, the Navara Warrior ticks all the right boxes.

Isuzu D-Max Blade

Driving
Interior
Practicality
Overall value

Things we like

  • Re-engineered in Australia by Walkinshaw
  • Tried and trusted drivetrain
  • Worthwhile and well-chosen suspension upgrades

Not so much

  • More grunt would have been nice for the money
  • Extrovert exterior treatment
  • Availability is limited

While there’s a lot to be said for the effectiveness of Isuzu’s D-Max Blade, originality probably isn’t its key asset. It effectively follows the pathway that Nissan took with the Navara Warrior models, bringing a well-considered base ute to an Australia specialist – in this case Walkinshaw – which undertakes a fundamental re-engineering of its suspension and off-road accessories.

There’s little to complain about the D-Max Blade’s off-road abilities, but its Achilles heel may well be the value proposition. Whereas Nissan offered the Navara Warrior in both a ritzy PRO-4X and a more utilitarian SL version, Isuzu has positioned the D-Max Blade as a model at the top of the range with just about every bell and whistle available crow-barred in. That means a drive-away price of nigh-on $78,000, when a little $50k can buy you a D-Max with the same 4JJ1 3.0-litre diesel powerplant. In percentage terms, that’s quite the uptick.

The bits that matter are the 29mm lifted suspension featuring Monroe 35mm MTV twin-tube dampers. The Blade runs on 275/65R17 Goodyear Wrangler Duratec RT all-terrain tyres, and there’s an extra 32mm of track width compared with a more familiar D-max LS-U model. There’s also underbody protection in the form of a steel plate that doubles the usual D-Max’s 1.5mm gauge to 3.0mm. There’s even a cross-braced eight-tonne load rated recovery point system. Rough Terrain mode also tamps down throttle sensitivity for those moments when the vehicle’s bouncing its way over truly awful terrain.

Buyers get 244mm of ground clearance and approach breakover and departure angles of 29.2, 25.2 and 19.2 degrees respectively. It’s a well engineered and wisely chosen set of upgrades that deliver a decent uptick in off-road capability for the already burly D-Max. You’re also buying a whole heap of stuff like embroidered headrests, scuff plates, identification plaques, Basalt Black detailing, decals, exclusive mud flaps and a vast list of such tinsel, so it would have been very welcome had Isuzu also offered the Blade off-road package on a more affordable variant without all the aesthetic extras.

With its leaf-sprung rear end and near-indestructible chain-driven 3.0-litre diesel engine, the beauty of the D-Max Blade is that it brooks no surprises with Aussie drivers who know and trust the D-Max. It’ll get you where you need to go and back again. It might not do so in the most comfort or in the quickest time, but there’s a lot to be said for rugged dependability in this wide, brown land and the D-Max Blade has that in spades.

Ford Australia has officially launched the all-new 2025 Ranger Super Duty Cab-Chassis range, revealing pricing and detailed specifications for what the company calls its most capable mid-size truck yet.

Designed with demanding industries and adventurous off-roaders in mind, pricing for the rugged utility vehicle starts at a Manufacturer List Price (MLP) of $82,990 plus on-road costs.

Built to endure the toughest job sites and most remote terrains, the Ranger Super Duty range is available in three configurations: Single, Super, and Double Cab-Chassis. All three are powered by Ford’s 3.0-litre V6 turbo-diesel engine, which delivers a robust 154kW at 3,250 rpm and 600Nm of torque from as low as 1,750 rpm. The powerplant features a specially tuned calibration to meet heavy-duty EUVI emissions standards and includes AdBlue integration while preserving the engine’s full torque output.

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Ford has reinforced the Ranger Super Duty’s chassis, axles, and suspension system to support remarkable payload and towing capacities. The truck boasts a Gross Vehicle Mass (GVM) of 4,500kg and a braked towing limit of 4,500kg when equipped with genuine Ford tow components. With an 8,000kg Gross Combined Mass (GCM), the truck is ready to haul heavy loads with ease.

Payload figures impress across all variants:

Higher Gross Axle Weight Ratings of 1,900kg at the front and 2,800kg at the rear support these figures, while a redesigned cooling system provides 25% greater efficiency, ensuring consistent performance under load.

In terms of off-road capability, all variants feature increased ground clearance (up to 299mm), a widened track (1710mm), and a class-leading water wading depth of 850mm.

MLPs for each model are:

Single Cab-Chassis$82,990
Super Cab-Chassis$86,490
Double Cab-Chassis$89,990

Prices exclude trays and on-road costs.

“This truck is built to outperform,” said Ford Australia CEO Andrew Birkic. “Whether it’s towing heavy equipment or navigating remote work sites, the Ranger Super Duty delivers.” With durability and capability at its core, the new model sets a new benchmark in the mid-size truck category.

Read Wheels initial review here.

Audi has revealed the crucial third-generation of its Q3 small SUV, which will go on sale in Australia in the first half of 2026. It features sharp new styling, a lot more technology throughout and – potentially for Australian release – a plug-in hybrid with DC fast charging and up to 119km of electric driving range.

Using an updated version of the ‘MQB’ platform that underpins the previous Q3 – as well as cars such as the A3 and Volkswagen Tiguan – the new-generation Q3 is more sharply styled than before, ushering in its latest design theme from cars such as the new Q5 and A6. It also appears to be longer than before, though Audi is yet to confirm dimensions.

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Inside the new Q3 is a new dashboard layout that heavily follows larger Audi models. At the centre of the dashboard is a new 12.8-inch touchscreen with new Android Automotive software, where owners can download third-party apps such as YouTube and Spotify. In front of the driver is a new 11.9-inch display and together, it and the touchscreen form part of a curved panel.

The separate passenger screen seen in other new Audis is not found in the Q3, while the gear selector has moved to the right-hand side of the steering column to free up space in the centre console. The brand has also introduced a new indicator and wiper selector, which has removed the traditional stalk and instead uses buttons to activate the indicators and wipers.

In Europe, the Audi Q3 will be launched with four drivetrains: a 110kW/250Nm 1.5-litre turbo-petrol engine, a 195kW/400Nm 2.0-litre turbo-petrol engine, a 110kW/360Nm 2.0-litre turbo-diesel and a 220kW/400Nm 1.5-litre turbo-petrol plug-in hybrid. The PHEV features a 19.7kWh battery for up to 119km of electric driving range (WLTP) and DC fast charging ability for an 80 per cent charge in under 30 minutes.

Interior (overseas model shown)

Later on, a 150kW/320Nm 2.0-litre turbo-petrol engine will join the range as well, with Australian engine choices yet to be announced. It’s expected that a full range of active safety features will be standard on the new Q3 when it launches locally, including a new semi-autonomous driving function that will allow it to make lane changes autonomously at speed of 90km/h and above.

Other available features for the new Q3 include a new driver monitoring camera, new adaptive dampers with a broader spread between comfort and sport modes, 30-colour ambient lighting, upgraded Matrix LED headlights, OLED tailights, a 12-speaker Sonos sound system, tri-zone automatic climate control and a 15-watt ventilated wireless phone charger.

The 2026 Audi Q3 will enter local Audi showrooms in the first half of 2026, with local pricing and specifications to be confirmed.

The escalating conflict between Israel and Iran is poised to impact Australian motorists, with petrol prices anticipated to rise in the coming weeks.

Brent crude oil prices have surged from $65 to $77 per barrel over the past week, marking an 18 per cent increase since hostilities intensified. This spike is attributed to Israeli airstrikes on Iranian nuclear facilities and subsequent retaliatory actions, raising concerns over potential disruptions to global oil supplies.

Australian Treasurer Jim Chalmers has warned that sustained high oil prices could exacerbate inflationary pressures domestically. He emphasized that while the immediate focus remains on the human cost of the conflict, the economic ramifications are significant. Chalmers noted that a 10 per cent increase in oil prices sustained over a year could add approximately 0.4 percentage points to Australia’s inflation rate.

AMP Chief Economist Shane Oliver highlighted that if current oil price levels persist, Australian petrol prices could rise by around 12 cents per litre. However, he also pointed out that Australia’s fuel supply, primarily sourced from Asia, may offer some insulation from direct supply disruptions.

The potential closure of the Strait of Hormuz, a critical chokepoint through which approximately 20 per cent of global oil passes, remains a significant concern. Any blockage could lead to further volatility in oil markets, impacting fuel prices worldwide, including in Australia.

Despite these challenges, the Reserve Bank of Australia (RBA) is expected to maintain its course on interest rates, with a potential rate cut anticipated in July. Analysts suggest that the RBA may view the inflationary impact of rising oil prices as temporary, focusing instead on broader economic indicators.

Motorists are advised to stay informed about fuel price trends and consider refueling ahead of potential increases. While the situation remains fluid, the Australian government continues to monitor developments closely, aiming to mitigate economic impacts on households.

MG Motor Australia has announced pricing and specifications for the upgraded 2025 MG5 small sedan, which is now in MG dealerships. Important safety changes have been made to the 5 and it’s now priced from $32,990 drive away for the MY25 Essence.

Originally announced last year, the upgrades to the MG5 include a wider range of active safety features, including a greater range of autonomous emergency braking (AEB) to cover pedestrians and turn-across vehicles, as well as adaptive cruise control and lane keeping assistance.

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The brand has also added features such as seatbelt reminders, front and rear outboard seatbelt pre-tensioners and front and rear whiplash restraints. Otherwise, the MG5 Essence is unchanged compared to the 2024 model.

Under the bonnet, the MG5 Essence’s 119kW/250Nm turbocharged 1.5-litre four-cylinder petrol engine and seven-speed dual-clutch transmission continues as before – the naturally aspirated 84kW 1.5-litre engine in the former Vibe is no longer available.

The turbocharged engine is rated at 6.4L/100km for combined fuel consumption and 149 g/km for CO2 emissions. It needs 95RON premium unleaded fuel, and features a 50-litre fuel tank.

2025 MG5 pricing (drive away)

Essence: $32,990

2025 MG5 Essence standard equipment:

MG5 Essence safety equipment:

The updated 2025 MG5 is entering local MG dealerships now, priced from $32,990 drive away.

Ford Vice Chair John Lawler has offered a frank assessment of the internal combustion engine’s (ICE) future within the company’s long-term strategy at the recent 2025 Bernstein Strategic Decisions Conference.

His remarks, first reported by Automotive News, suggest Ford may be rethinking its traditional approach to in-house powertrain development, hinting at greater reliance on external partners for engines and transmissions in the years ahead.

Lawler emphasized a fundamental shift in consumer attitudes: “I don’t think people view powertrains like they did 30 years ago, when horsepower, displacement, and torque defined a car’s identity. That perception has largely faded.”

He argued that as ICE development becomes increasingly cost-intensive and less of a market differentiator, consolidation is inevitable.

While Ford remains committed to producing its EcoBoost engines and 8- and 10-speed automatic transmissions for at least the next three years, Lawler’s comments imply that beyond that timeline, the company may expand its use of outsourced components. Any such transition would likely not take effect before 2028, given current labour agreements.

The company already has a precedent for this model in Europe. Ford’s Transit Connect, though branded with EcoBoost and EcoBlue labels, uses Volkswagen-developed powertrains. Similarly, Ford’s Explorer and Capri EVs ride on VW’s MEB platform. These partnerships demonstrate that branding and engineering can diverge without diluting consumer trust – an approach Ford may replicate across more segments.

Industry-wide trends further support this pivot. Stringent emissions regulations are making ICE development less attractive, particularly as consumers increasingly prioritise tech features, safety, and design over engine specs.

Lawler noted that the enthusiast market, once captivated by engine innovation, is shrinking amid the rise of SUVs and electrification.

While Lawler affirmed that combustion engines “aren’t going away anytime soon,” Ford’s evolving strategy may eventually phase out proprietary ICE development in favour of more flexible, collaborative models – a sign of both economic pragmatism and the changing automotive landscape.

The contenders

Winner – KGM Musso

Driving
Interior
Practicality
Overall value

Things we like

  • Excellent value for money
  • Optional XLV pack adds further capability
  • Great warranty and service package

Not so much

  • More grunt would be appreciated
  • No more manual option
  • Outdated lap-only rear middle seatbelt

If you’re looking for a good all-round ute that won’t break the bank, we think that the KGM Musso should be at the top of your test drive list. Not only is it excellent value for money, but it’s also quite comfortable, good to drive, well equipped across the range and spacious on the inside.

Priced from just $38,000 drive away for the entry level ELX, even with the optional extended length XLV package and the optional Luxury Package for features such as a sunroof and even heated outboard rear seats, the top-spec Musso Ultimate doesn’t touch $50,000 drive away. Remember when utes used to be that cheap?

Under the bonnet of the Musso range is a 2.2-litre turbo diesel engine paired to a six-speed automatic transmission and a part-time four-wheel drive system. Making 133kW/400Nm outputs (420Nm in XLV variants), it’s outshone in the grunt department by many rivals – we’d love to see its Rexton SUV sibling’s 148kW/441Nm tune applied, and eight-speed auto fitted – but it’s still quite a willing drivetrain that’s quite refined for the segment.

One big plus of the KGM Musso for buyers for whom space is a chief consideration in assessing a ute? The extra 300mm bed length that the XLV versions afford.

The Musso isn’t perfect as it only has a lap sash seatbelt for the middle rear seat and there’s no single cab or manual transmission options, but the KGM Musso is a great option if you’re after a value-priced ute that just does its job well. That it’s covered by a long warranty and isn’t expensive to service is just the cherry on top.

JAC T9

Driving
Interior
Practicality
Overall value

Things we like

  • Excellent value for money
  • Great warranty and service package
  • Feature-loaded across the range

Not so much

  • Needs more grunt
  • Rivals can tow more
  • Ride quality needs finessing

The JAC T9 is a brand new product to the Australian market, having launched locally earlier this year. If offers not quite the same level of capability as segment leaders, but it is priced significantly less than them at just $42,662 plus on-road costs for the entry-level Oasis.

Under the bonnet of the T9 is a 120kW/410Nm 2.0-litre turbo-diesel engine that’s mated to a ZF eight-speed automatic transmission, which is noticeably less grunt than most competitors and as a result, its 3200kg braked towing capacity is 300kg less than its main rivals. On the road, the T9 is surprisingly refined and comfortable, though the ride quality is too stiff.

Inside the T9 is a good quality and feature-packed cabin that compares well to rivals. Centre of the cabin is a large 10.4-inch touchscreen with features such as Apple CarPlay and Android Auto and it’s easy to use, though could feature more kit like satellite navigation. The 7.0-inch digital driver’s display is small, however, and could use more functionality.

The T9 range is covered by a seven-year/unlimited km warranty with seven years of roadside assistance and five years/75,000km of servicing costs $2133 or $426 per annum, which is low in the segment. Overall, there are some clear improvements that need to be made to the JAC T9: more grunt for more on-road and towing performance and a smoother ride quality are the big ticket items. But if they’re no issue to you, the JAC T9 is worth consideration against more expensive rivals.

GWM Cannon

Driving
Interior
Practicality
Overall value

Things we like

  • Very well priced across the range
  • Wide range of variants
  • Surprisingly high quality interior

Not so much

  • Stiff ride quality
  • Strange service intervals
  • Active safety systems need refinement

When the GWM Ute – as the Cannon was known then – arrived on the scene in 2021, it set a new level of value in the ute segment priced from just $35,490. Since then, GWM has updated the Cannon with a pretty serious facelift earlier this year with a more powerful engine, an updated interior and more features. Pleasingly though, the Cannon’s value equation is still excellent – the top-spec XSR is only $50,990 drive away.

Under the Cannon’s bonnet is either a 2.0-litre or a beefier 2.4-litre four-cylinder turbo-diesel engine, with the 2.0L mated to an eight-speed auto and the 2.4L a nine-speeder, to ensure that you’re always in the power band accessing the full 480Nm of torque. Driving the Cannon is a totally fine experience, with light steering and good refinement, though the ride is too stiff.

Inside the Cannon is a great quality and seemingly luxurious (for the segment) interior with a lot of soft touch materials and good practicality. The 12.3-inch touchscreen is responsive and features wireless phone connectivity, while the rear seat is roomy enough for two adults.

The GWM’s seven-year/unlimited km warranty is one of the best in the ute segment, while its service intervals are a bit off though servicing isn’t expensive. Overall, the GWM Cannon presents as a great value and good all-round ute that deserves consideration if you’re after a bargain.

LDV T60

Driving
Interior
Practicality
Overall value

Things we like

  • Punchy 2.0-litre turbo-diesel engine
  • Nicely appointed cabin
  • Excellent value for money

Not so much

  • No capped price servicing program
  • Loud and unrefined engine
  • AEB not standard on some variants

The LDV T60 has been on the Australian market for some time now, and has just received another update aimed at keeping it fresh. It received a futuristic new interior, an uprated twin-turbocharged diesel engine and updated styling to give it a more butch exterior look. 

LDV also gave the T60 a new multi-link coil-spring rear suspension set up for a greater ride comfort, and it’s definitely more comfortable than the pre-updated model, especially in urban driving. Its new twin-turbo diesel engine boasts healthy figures in the segment: 160kW of power and 500Nm of torque, while it’s mated to an excellent ZF eight-speed automatic transmission. 

While the LDV T60 has a long seven-year/200,000km warranty with five years of roadside assistance, there’s no capped price servicing plan so dealers decide how much it will cost to service. That makes it tough for those trying to budget the running costs of their new vehicle. 

Overall, the LDV T60 presents an interesting option in the ute segment, particularly if you’re value-focused. While some models are missing important safety tech, its service costs are unknown and its new – admittedly gruntier – twin-turbocharged diesel is unrefined and loud, it still has a lot going for it such as its tweaked design, new dashboard and improved ride quality.

Mahindra S11 Pik-Up

Driving
Interior
Practicality
Overall value

Things we like

  • Value priced
  • Willing turbo-diesel engine
  • Off-road talent

Not so much

  • Barely any active safety features
  • Less warranty than other Mahindra models
  • Strange service schedule

It’s no surprise to see some utes here that cost upwards of $100,000 and how many of them will actually get to work isn’t likely to be many. On the other end of the scale is the Mahindra S11 Pik-Up that’s priced from under $40,000 drive away and was designed to work.

The S11 Pik-Up’s braked towing capacity of 2500kg is 1000kg off its most capable rivals, and its 103kW/320Nm 2.2-litre turbo-diesel engine is also someway off rivals. But its off-road ability is greater than what a lot of rivals could manage as well.

Mahindra covers the S11 Pik-Up with a five-year/150,000km warranty with five years of roadside assistance, which is curiously less than its other products like the XUV700. Its service pricing isn’t cheap either at $574 per year for the first four years.

Overall, the Mahindra S11 Pik-Up isn’t going to challenge its main rivals on standard equipment, capability or performance but that isn’t really the point. If you’re after a no-nonsense work vehicle that can handle what you throw at it, it’s a good choice – especially if you don’t want to wait for a Toyota LandCruiser 70 Series.