For serious 4×4 fans and Isuzu enthusiasts, a rare opportunity has just appeared: The 2017 Isuzu D-MAX LS-Terrain “Concept X” show car is officially up for sale. 

Far from a run-of-the-mill dual-cab ute, this one-off build was conceived as a factory-backed exploration of what the D-MAX platform could achieve when pushed to the extreme. Developed in Australia by Team Isuzu as part of their precision driving and engineering program, the Concept X was never intended for private ownership. 

Vehicles like this were primarily built for displays, promotional events and public appearances, making it an exceptionally rare chance to acquire a genuine manufacturer-backed concept. It’s important to note that this vehicle is sold unregistered and is not able to pass roadworthy in its current form. Any prospective buyer would need to undertake modifications or rectifications to meet state road legislation.

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Built from the ground up

It’s based on the flagship D-MAX LS-T, but almost every visible and mechanical component of the Concept X has been custom engineered. Guards, bonnet, bullbar, suspension, and even structural elements were hand-fabricated. 

Sitting proudly on massive 38-inch Toyo Open Country M/T tyres – said to be the largest ever fitted to an Isuzu passenger vehicle – the Concept X features a seven-inch lift and a fully redesigned suspension with remote-reservoir shocks. Its extreme approach and departure angles (around 50° and 38°) place it firmly in the territory of purpose-built off-road machines.

Underneath, the rear leaf springs have been swapped for a custom MU-X-style five-link coil-spring setup, dramatically improving articulation for technical terrain. It also features a motorsport-grade braking system with oversized floating discs and multi-piston calipers. Plus, it’s loaded with functional off-road features including integrated front and rear winches, a fully custom alloy tray, and dedicated storage for spare wheels and fuel containers.

At its heart, the Concept X retains the proven 3.0-litre turbo-diesel engine paired with a six-speed automatic transmission. Aside from minor tuning, the drivetrain is untouched. Inside, the LS-T interior offers comfort and convenience, contrasting sharply with the radical exterior.

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Rare opportunity

With just 808km on the odometer, this Concept X is a piece of automotive history. For collectors, enthusiasts or anyone seeking the most talked-about D-MAX ever built, this is a chance to own the original Concept X. Key specs and features:

• 3.0L turbo-diesel, 6-speed auto
• 38-inch Toyo Open Country M/T tyres
• Massive seven-inch lift
• Custom guards, bonnet, bull bar, tray, suspension and structural modifications
• Integrated front and rear winches
• Jerry can and spare wheel storage
• Premium LS-T interior (relatively unchanged)
• Sold unregistered, and requires modifications for road use

Auction and inspection details

The vehicle is based in Western Australia at 6 Spartan Street, Jandakot. The auction starts on 6 March at 6:00pm and ends at 6:06pm on March 11, 2026. The vehicle is available for inspection from March 4 at 8:30am. Slattery Auctions is open Monday to Friday, 8:30am to 5:00pm.

Every workshop has one: The build that sets the benchmark, ignites the spark and proves the dream was always bigger than the shed it started in.

For Off Track Concepts (OTC), this LandCruiser was exactly that. Long before OTC became the name behind multiple 1VD-converted heavy hitters and high-end touring fabrication, this 105 Series was the project that lit the fuse.

Back in August 2018, OTC set out with a simple goal: To build the 105 Toyota should have made. The recipe began with a grandpa-spec 1999 FZJ105 and a rolled 2009 VDJ79 donor – a duo destined to become something far greater. Engine and gearbox mounts were fabricated from scratch, and before long the mighty 1VD was squeezed into its new home. Then came the headache phase: Stripping back the V8 loom to only the essentials, long days buried in wiring diagrams and plenty of head-scratching. But the payoff? Hearing the V8 thunder to life inside a 105 chassis for the first time.

The bonnet was merged to create a factory-looking scoop for the top-mount intercooler. A custom exhaust followed, along with an in-house airbox, ECU and fuse-box brackets, and a reworked fuel system. The dash was rewired, the cluster modified and everything clicked together like it had always belonged there. With the fundamentals sorted, the 105 received its first wave of upgrades: HARROP E-lockers, Dobinsons springs and shocks, a TJM bar and winch, STEDI Type-X Pros, 35s, a tidy rear bar and a simple but functional drawer setup.

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The first off-road trip

By April 2019, “Big Blue” was ready for its maiden voyage: A 3000km haul to SA for a proper dune flogging.

From there the 105 saw mud, snow, sand and everything in between. And when lock-downs hit, the downtime became development time. This was the period where the fabrication style OTC is now known for truly took shape. In 2022, the rough early drawers were ripped out and replaced with a next-level touring system – router-cut, perfectly finished and integrated with an upright fridge, compressor, hot-water setup and a full 12V lithium install. The systems were getting sharper, the finish cleaner and OTC’s identity was forming fast.

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Around the same time the infamous VDJ80 build was born, and the 105 was officially registered as VDJ105 with a fresh set of plates. Big Blue had already conquered Tassie, crossed the Simpson, tackled the Tele Track (including a successful Palm Creek drop) and cruised home via Fraser Island. The truck wasn’t just proving itself – it was proving OTC.

By late 2022 and into 2023, OTC was in full swing. The first VDJ280 was completed, followed by another 1VD-powered 80 Series. Custom mounts, intercooler fans, airboxes, brackets, fridge slides, drawer systems, trays and canopies rolled out of the shed in quick succession. By 2025, a second VDJ280 build emerged – this time chopped, wearing a full in-house OTC tray and pushing the brand’s fabrication capability to an entirely new level.

Before the big features, the viral builds and the fully booked workshop, there was Big Blue. The original spark. The first step off track.

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Modifications list

• 1VD-FTV–converted 1999 FZJ105 LandCruiser
• OTC fan shroud and airbox
• Harrop E-Lockers
• ARB BB51 shocks + Dobinsons 2in coils
• TJM bullbar, steps and rails
• TJM 9,500lb winch
• Custom rear bar and tyre carrier
• STEDI Type-X Pro spotties
• GME XRS UHF
• Sony head unit with Hema Maps
• ROH Hammer wheels with Maxxis RAZR 315/70R16 tyres
• OTC drawer system and cargo barrier
• 45L Engel MTV fridge
• 10L hot-water system with quick-connect shower
• 100Ah lithium battery
• 60A charger, solar charger and 300W inverter
• 50L water tank with Shurflo water pump
• Alu-Cab Gen 3 rooftop tent
• 30-Second 270 awning
• Axis Fabrication stainless snorkel

Tesla has restructured the Cybertruck line-up in the United States with a substantial price cut and the introduction of a new, more affordable all-wheel-drive version, a move aimed squarely at reviving interest in the electric pickup after weaker than expected sales.

The newly announced Dual Motor All-Wheel Drive Cybertruck starts at US$59,990 (A$85,000 approx.) – the lowest official entry price to date for the model. That figure is roughly US$20,000 ($A28,000 approx.) below the previous AWD option and replaces the less-popular single-motor, rear-drive version that was withdrawn from sale. The new AWD model retains core capability such as dual motors, four-wheel steering, a powered tonneau cover, and utility power outlets in the bed.

To reach the cheaper price point, Tesla has made pragmatic trade-offs compared with higher trims. The truck uses coil springs with adaptive damping instead of height-adjustable air suspension, and towing and payload figures are said to be reduced. Interior trim shifts to durable textile seating and simplified finishes, and some convenience tech such as a rear infotainment screen has been omitted.

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Alongside the new base model, Tesla has trimmed pricing on its top-end Cyberbeast pickup from about $114,990 (A$163,000 approx.) to $99,990 (A$142,000 approx.) by dropping an expensive bundled “Luxe Package” that previously added features like supervised Full Self-Driving and unlimited charging access. All three Cybertruck trims now come in below the six-figure mark in the USA.

These adjustments come after the Cybertruck’s sales trajectory has been well below Tesla’s early projections. Last year’s US deliveries were around 20,000 units, roughly half the level of the prior year and far short of the 2023 target of 250,000 units annually. Industry observers see this pricing reset as a response to both slowing electric-vehicle demand and increasing competition in the full-size EV ute segment.

Tesla has indicated the US$59,990 (A$85,000 approx.) pricing could be part of a limited-time offer, leaving open whether this entry model or its price point will be permanent.

The vehicle is still not available in Australia.

The Victorian High Country has a way of getting under your skin.

No matter how many times you visit, how many tracks you drive, or how many campfires you sit beside, it always feels like there’s something more waiting just beyond the next ridgeline. For me, it’s those tracks that never deliver the same experience twice. Whether it’s shifting weather or changes in light, High Country tracks evolve with every season. But the feeling you get when you drop the tyre pressures, engage low-range and tackle mountainous tracks never fades.

Over the years, I’ve driven plenty of unforgettable tracks across Australia, but there’s a special kind of magic in the Victorian High Country. It’s a blend of history, raw terrain and big country that demands respect while rewarding you in ways few places can. These aren’t just tracks through the bush; they’re adventures that challenge your off-road skills, your route planning and sometimes your patience. And when it all comes together, High Country tracks deliver moments that stay with you long after you’ve packed the gear away at home.

JUMP AHEAD

• Mount Pinnibar Track
• Clear Hills Track: Craigs Hut to Mount Stirling
• Blue Rag Range Track
• Zeka Spur Track 
• Bluff Track and 16 Mile Jeep Track 
• Essential information
• Best campsites

Mount Pinnibar Track

There’s something about standing on top of Mount Pinnibar that makes you feel small in the best possible way. Sitting just shy of 1800m, it’s one of the highest points you can legally drive to in Victoria, and the views from the summit are hard to beat.

The drive begins with a water crossing of the Murray River – sometimes a challenge in itself – before the track leads you past Tom Groggin Station and the challenges become real. When the climb starts, everything changes. The track tightens, the surface becomes rougher, and you quickly realise this is not a place to rush. Low range becomes your best friend as you pick careful lines over loose rock, washouts and steep pinches that demand both patience and precision. If the track is wet, the clay makes the drive even more difficult.

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Mount Pinnibar is a reminder that the High Country does not hand out easy wins. This track is rarely maintained, and conditions can vary widely from season to season. One year it might feel manageable; the next, it can become a serious test of both vehicle and driver. I learned that the hard way a few years ago when I blew the rear diff in my Prado on this very climb. It was one of those moments that brings everything into sharp focus. Out here, there’s no roadside assistance. No quick fix. Just you, your mates, and whatever tools and experience you have on hand.

The first time I drove this track, I remember stopping halfway to take it all in. The higher you climb, the broader the views become. Valleys stretch away in every direction, and the air feels cleaner with every metre of elevation. By the time you reach the summit, the noise of the world feels a long way behind you, often replaced by the wind. Up here, even the snow gums are shaped by it.

Standing at the trig point and gazing across the High Country, you realise why this track is held in such high regard. It’s more than just a challenging ascent; it’s about gaining a perspective that few ever experience. This is one of those rare spots where you stay longer than intended, aware that you might not return for some time.

Clear Hills Track: Craigs Hut to Mount Stirling

Clear Hills Track is not just a scenic link between Craigs Hut and Mount Stirling. It is a genuine High Country challenge in its own right, and one that should never be underestimated.

Steep climbs test your gearing and momentum, while deep wombat holes and rough washouts force you to slow down and choose your lines with care. In places, the track feels raw and untouched, which only adds to the sense that you’re driving something real rather than a graded bush road. With seasonal closures in place, timing is everything here, and tackling it in the right conditions can make the difference between a rewarding drive and a long, hard day.

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Reaching the summit feels like a proper achievement, but the experience does not end when the engine switches off. A short walk leads to the trig point, where the views open right up across the alpine country. On a clear day, you can see all the way to the Mount Hotham ski fields – a reminder of just how high and remote you really are. It’s the kind of spot that makes you linger a little longer, soaking in the silence and the scale of the landscape.

On the opposite side of the track, another short walk leads to one of the High Country’s most remarkable natural landmarks. Known as Australia’s Highest Tree, at 1725m, this battered snow gum has stood firm for decades against relentless alpine winds and brutal weather. Twisted, scarred and weathered beyond recognition, it feels like a living symbol of this place – tough, uncompromising and still standing strong. Standing beside it, you can’t help but draw parallels with the tracks that lead you here. They’re not easy; they don’t give much away, but they leave a lasting impression on anyone who takes the time to experience them properly.

Blue Rag Range Track

Blue Rag Range is a track everyone talks about – and for good reason. It’s raw, exposed and breathtaking in equal measure. From the moment you start the climb, you know you’re in for something special. The track wastes no time getting serious, with steep, rocky sections that demand full concentration.

As you make the climb with low-range locked in, the landscape changes dramatically. Trees thin out, the air cools, and suddenly you find yourself driving along a ridgeline, with nothing but open sky above and sweeping valleys below. On a clear day, the views from Blue Rag are unforgettable. You can see for what feels like forever, with layer upon layer of mountains rolling away into the distance.

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I’ve driven this track in different seasons, and it never disappoints. In summer, the alpine grasses glow gold in the late-afternoon light. In autumn, the colours deepen, and the air carries a crisp edge that tells you winter isn’t far away. No matter when you visit, Blue Rag commands respect. Weather can change quickly up here, and what starts as a sunny drive can turn into a lesson in humility if clouds and wind roll in.

The trig point is where you stop, step out of the vehicle, and stand quietly for a while. It’s not something you plan; it just happens, as the views from here demand. This is one of those tracks that reminds you why you bought a 4×4 in the first place. While the track continues down to the Wongungarra River, it is rated very difficult, with wombat holes, steep and slippery sections, and a level of risk few four-wheel drivers tackle.

Zeka Spur Track 

If you want a track that strips four-wheel driving back to its raw essentials, Zeka Spur is hard to beat. It’s steep, relentless and unapologetic in how it tests both the vehicle and the driver.

Dropping off the ridgeline, the track plunges toward the Wonnangatta Valley in a series of sharp descents that keep your heart rate up and your focus locked in. In dry conditions, it demands careful throttle control and steady braking. In the wet, it can become a completely different beast, with clay sections that turn slick and rutted, reminding you just how quickly things can go sideways in the High Country. Tackling it the opposite way is even more challenging, where traction, momentum and picking the right line are key to reaching the top.

I’ve always thought of Zeka Spur as one of those tracks that teach you respect – for gravity, for the weather, for your four-wheel drive’s limits and your own experience. There’s no room for complacency here; every corner and every pinch demands attention and good judgement.

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But for those who take it on with the right mindset, Zeka Spur delivers something special. There’s a deep satisfaction in reaching the bottom and knowing you’ve earned every metre of the descent. Having towed down Zeka Spur as a novice, this track quickly taught me how important electric brakes are on a camper trailer.

Once you reach the valley floor, the reward is immediate. The Wonnangatta River winds through open country and offers plenty of camping options along its banks, making it a perfect place to rest after a demanding run down the spur. These riverside camps are ideal for longer stays and give you the chance to truly soak in the atmosphere of one of the most iconic areas in the High Country.

If you’re pushing on toward the alpine areas again, Howitt Plain Hut is another popular campsite, but space here is limited. It’s best suited to a quick overnight stay or emergency shelter rather than a large group camp, especially during peak seasons when this part of the High Country sees plenty of traffic.

Linking Zeka Spur with the Wonnangatta Valley and the Howitt High Plains turns a tough track into a complete High Country adventure, blending challenging driving with some of the most memorable camping you’ll find anywhere in Victoria.

Bluff Track and 16 Mile Jeep Track 

Some tracks in the High Country give you scenery. Others give you a challenge. Bluff Track and the 16 Mile Jeep Track deliver both in a way that feels deeply connected to the history of this place.

Bluff Track is often the gentler introduction. The climb winds steadily through alpine forest before breaking out onto open ridgelines, where the views stretch across layer after layer of mountains. It’s not the most technical drive in the region, but it has a way of reminding you that altitude changes everything. The air cools, the wind picks up, and suddenly you’re very aware that you’re travelling through a landscape that can turn quickly if the weather decides to shift.

Then there’s the 16 Mile Jeep Track, which couldn’t feel more different. Where Bluff Track invites you to soak up the scenery, the 16 Mile demands your full attention. It’s narrow, steep and unapologetic, with rocky pinches and deep ruts that keep you working the wheel from start to finish. This is old-school High Country driving at its best. No shortcuts, no easy lines – just proper four-wheel driving that rewards patience and good judgement.

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What brings these two tracks together is Bluff Hut, sitting like a quiet sentinel over the alpine plains. Built in the 1950s as a shelter for cattlemen moving stock through the High Country, the hut quickly became an essential refuge in an unforgiving environment. In later years, it also served skiers and bushwalkers who needed protection from sudden alpine storms. The hut standing today is a faithful rebuild of the original, preserving both its history and its purpose.

Rolling into Bluff Hut after tackling either of these tracks always feels like arriving somewhere that matters. You can almost picture the stockmen of decades past riding in at dusk, cold and exhausted, grateful for a fire and four solid walls. These days, it offers the same comfort to four-wheel drivers who’ve earned their rest after a demanding run.

Pairing Bluff Track with the 16 Mile Jeep Track makes for one of the most satisfying combinations in the Victorian High Country. You get the raw technical challenge of the 16 Mile Jeep Track, followed by the sweeping views and flowing climbs of Bluff Track. Finish the day at Bluff Hut, and you have the full package – great driving, rich history and that unmistakable feeling that you’ve truly experienced this remarkable part of the country rather than just passed through it.

Essential information

Every time I head into the Victorian High Country, I come home with more than photos and muddy boots. I come back with stories – stories of fog lifting over a ridge at sunrise, stories of campfires shared with mates after long days behind the wheel, stories of tracks that challenged me and moments that humbled me.

Mount Pinnibar teaches you about commitment and reward. Clear Hills Track, from Craigs Hut to Mount Stirling, reveals the quieter beauty of the alpine world and its deep sense of history. Blue Rag Range reminds you how powerful and raw this country can be. Zeka Spur strips it all back to the basics, where steep country and hard driving demand your full attention. The 16 Mile Jeep Track and Bluff Track tie it all together in a journey that feels bigger than the sum of its parts.

This is why the High Country keeps calling you back. Not just for the driving, but for the feeling of being part of something older and wilder than ourselves. In a world that moves faster every year, these tracks invite you to slow down, look around and remember why adventure still matters.

And once you’ve felt that, once you’ve stood on a ridge with the wind in your face and the mountains at your feet, you’ll understand exactly why the Victorian High Country is not just a destination. It’s a way of life.

• Nearest towns: Mansfield, Corryong, Omeo and Dargo are the main gateways into the High Country.
• When to go: The best time to explore the High Country is from late November to April, when seasonal track closures are lifted. Summer offers long days and clear access, while autumn brings cooler weather and stunning colour. Always check local conditions, as weather can change quickly and snow can fall outside the winter months.
• What to take: Compressor and tyre gauge; Tyre repair kit and basic tools; First aid kit; UHF radio; Plenty of water and food; Warm clothing, even in summer; Firewood, where permitted, or a gas stove.
• Difficulty: These tracks range from moderate to difficult. A high-clearance four-wheel drive is essential, and low range is required on Mount Pinnibar, Blue Rag Range, Zeka Spur, Clear Hills and the 16 Mile Jeep Track. Drivers should be confident in steep terrain and prepared for changing weather and track conditions.
• More info: https://www.parks.vic.gov.au/places-to-see/parks/alpine-national-park
• Current track conditions and seasonal closures: https://www.parks.vic.gov.au/get-into-nature/safety-in-nature/seasonal-road-closures

The best camps in the Vic High Country

Lovicks Hut camp or Bluff Hut: Bluff Track

Iconic High Country campsite with open grassy flats and one of the region’s most photographed huts. A great social camp for groups, with plenty of space and a classic mountain atmosphere.

Wonnangatta River: Zeka Spur Track

Peaceful riverside camping with easy access to swimming and relaxed afternoons. A perfect spot to unwind after tougher alpine driving.

Pinnibar summit camp area: Mount Pinnibar

High-altitude camp with sweeping views across the High Country. Best suited to well-prepared travellers who are watching weather conditions closely.

Craigs Hut: Clear Hills Track

Craigs Hut makes a far better overnight stop. Camping below the hut gives you more space and a stronger sense of history, with the clearing offering a classic High Country camp setting that feels worlds away from the crowds.

The Renegade X is an extreme mud-terrain tyre designed to combine off-road performance with a commanding visual presence. 

Its deep mud-terrain tread with large voids promotes rapid self-cleaning in mud, while oversized tread blocks dig and claw for traction in soft terrain. The tyre’s massive shoulder lugs improve grip at the edge of the tread and support traction in ruts and off-camber conditions, while also adding visible width and a tougher stance. A bold sidewall design further enhances the tyre’s presence, and the tread layout prioritises traction and durability over on-road refinement, making the tyre’s purpose immediately clear.

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On soft and uneven surfaces, the Renegade X delivers consistent bite. Stone ejectors prevent clogging in mud, while the reinforced casing and sidewalls improve resistance to punctures, cuts, and general off-road abuse. The combination of aggressive tread design and durable construction allows it to tackle rocky tracks, gravel roads, and slippery, uneven terrain with confidence.  These features make the tyre suitable not only for weekend off-road trips and demanding trails but also for vehicles carrying moderate loads in harsh conditions. 

Unlike the Renegade R/T+, which balances off-road capability with quieter on-road performance, the Renegade X leans fully into extreme mud-terrain traction and bold styling, prioritising off-road grip and durability over highway refinement. On sealed roads, this means the tyre’s design comes with a few trade-offs. The Renegade X is firmer and noisier than all-terrain or highway tyres, and frequent on-road use will accelerate tread wear and increase fuel consumption. However, these trade-offs reflect the tyre’s prioritisation of off-road performance.

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The Renegade X is best suited to 4WD owners who spend most of their time off-road and want a tyre that transforms the vehicle’s stance while delivering reliable mud-terrain performance. It appeals to drivers needing reinforced sidewalls, strong traction in soft or rough terrain, and a tyre that visibly signals its off-road intent.

Its aggressive styling makes it as much a visual statement as a functional tool, giving a vehicle a commanding look that matches its capabilities.

Denza is the luxury arm of China’s BYD brand, much like Lexus is to Toyota and Genesis is to Hyundai. 

It’s no surprise Denza positions itself as a luxury brand, as it was originally conceived as a joint venture between parent company BYD and Mercedes-Benz. BYD eventually bought out its German partner, but not before learning a thing or two about building premium automobiles.

The Denza B5 starts at $74,990 for the base model, before stepping up to the B5 Leopard at $79,990. The bigger B8 wagon starts at $91,000 for the seven-seat version and rises to $97,990 for the six-seat variant.

The Denzas ride on the same body-on-frame DMO (Dual Motor Offroad) PHEV platform as the BYD Shark, with electric motors independently powering the front and rear axles. A small-capacity internal combustion engine (ICE) acts primarily as a generator but can also provide drive to the front axle when needed.

JUMP AHEAD

• What does the B5 come with?
• What does the B8 come with?
• On-road performance
• Off-road performance
• Verdict
• Specs

What does the B5 come with?

The B5 is powered by a dual-motor hybrid setup that produces up to a claimed 400kW and 760Nm in total. 

The 31.8kWh battery provides up to 90km of electric-only driving (WLTP) and supports 100kW DC fast charging. The three-tonne B5 is claimed to do the 0-100km/h dash in 4.8 seconds. The B5’s ICE is a 135kW/260Nm 1.5-litre petrol unit that is also found in the current Shark ute. 

Inside, the Denza B5 is a two-row wagon offering five seats, with Nappa leather trim, a 15.6-inch touchscreen, a 12.3-inch digital driver display, 11 airbags, a 360-degree camera, and 1064 litres of boot space. It’s a decent-size wagon with plenty of luxury and features reflecting its premium ambitions.

The Leopard specification adds off-road features to the mix, including hydraulic adaptive suspension, front and rear electric diff locks, and a 3000kg towing capacity, and of all the models we drove on the launch, we feel it would be the most appealing to off-road 4×4 enthusiasts.

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What about the B8?

The Denza B8 cranks the dial up to 11 in terms of size, features and performance. 

It is available in six- and seven-seat, three-row layouts offering more space and higher levels of equipment, including heated, ventilated and massaging seats; individual captain’s chairs in the back of the six-seat variant; premium leather trim; a cooler/hotbox; and an 18-speaker audio system. Safety equipment includes 14 airbags, a 360-degree camera, and all the usual ADAS kit.

We are keen to try out the centre console fridge/hotbox more extensively. Not only does it keep your drinks cool, but it can also be dialled up to 50°C to keep your pies warm. It even has a rear access door so passengers in the back can use it as well.

The B8’s motors are boosted to produce a claimed 425kW and 760Nm and use the same 31.8kWh battery, with DC fast charging up to 120kW. The B8’s ICE powerplant is larger than that of the B5, being a 145kW/350Nm 2.0-litre petrol unit. It offers a combined range of 1040km on the NEDC cycle. The hydraulic suspension from the B5 Leopard is standard on the B8, along with electric diff locks (front and rear on the six-seat version). The B8 has a 3500kg towing rating, and the towbar, hitch and wiring are all fitted from the factory.

Peak mode madness comes via 16 drive modes, including Comfort, Eco and Sport for regular driving, and Snow, Sand, Mud, Mountain, Rock, Intelligent, Creep and Wading modes for off-road terrain. Beyond those, you can also access Sport+ mode, Custom mode, Burst mode, Climbing mode, Tug-of-War mode and Leopard Turn mode.

If you ever thought modern vehicles were making off-road driving too complex, you’ll either laugh or throw your hands up in amazement at the Denza’s extensive suite of drive modes.

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On-road performance

Our first experience with the Denzas came behind the wheel of a B8 model and quickly revealed its most annoying feature as we were driving out of town. 

Driver monitoring cameras have become common in modern vehicles as manufacturers strive to achieve the highest safety ratings, and many drivers find them annoying, but the Denza takes that annoyance to a whole new level. It was constantly telling me to keep my eyes on the road despite looking straight ahead through the windscreen.

I tried removing my prescription polarised glasses and it reduced the alerts slightly, but they were still constant. They were at their most annoying when driving into the sunlight and, personally, they would be a deal-breaker for me if I were considering any vehicle. You can turn the driver monitoring system off, but what’s the point of having safety features if they’re so annoying that you need to disable them while driving? Aside from this constant annoyance, the B8 was a pleasant place to while away the kilometres as we left Adelaide and headed for the Flinders Ranges. The cabin is large and luxurious, and the performance belies the Denza’s substantial mass.

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All those motors, batteries and luxury features come at a cost, and the B8 six-seater tips the scales at a hefty 3290kg. While the combined hybrid powertrain delivers thrilling acceleration and cruises nicely on the highway, you can’t hide that weight. This made the ride choppy on some road surfaces, particularly at lower speeds in the city and when travelling through regional towns. This was less evident at higher speeds on the highway, but it did get a bit unsettled on rough sections of curves. That said, Denza has done an amazing job managing the mass the way it has.

Pleasingly, this feeling wasn’t as evident when driving the B5 Leopard, which tips the scales at a still-hefty 3007kg (the standard B5 weighs 2897kg). The B5 was far more composed and smoother riding on the rough outback highways and gravel roads we drove it on. This improved ride quality comes despite the B5’s shorter 2800mm wheelbase compared to the 2920mm between the axles of the larger B8 models.

The B5 feels like a much better-sorted vehicle in all driving conditions, both on- and off-road. If you don’t need the seating capacity of three rows or the pinnacle of Denza luxury, then the B5 could be a better option for you.

Off-road performance

Like the BYD Shark ute, the Denza’s DMO platform has no mechanical connection between the front and rear axles, so there is no traditional transfer case as such. 

This means they can’t be mechanically locked together, so the system relies on computers to regulate drive between the individual wheels. With no transfer case, there is no traditional low-range gearing, and this was found to be a limitation in the Shark. Denza has addressed this deficiency by fitting a low-range gearset on the rear axle only. There is no low-range gearset for the front axle and, instead, the computers vary the electrical input to the front electric motor to match the drive of the rear.

In practice, you can hear the diff gears change when you select off-road modes such as Rock and Mountain, but it is only a modest change in ratio and provides little engine braking, simulated or otherwise, when descending steep hills. 

To achieve the control you want when descending steep hills, the driver needs to select ‘Creep’ mode which, like Toyota’s Crawl Control and Ford’s Trail Control and other similar systems, works as a low-speed cruise control to maintain a set speed selected by the driver.

The Denzas need their cross-axle lockers to tackle rough terrain, as the fully independent suspension has relatively short control arms, meaning very little wheel travel, and they pick up wheels over even small undulations and gullies. The ETC can only do so much before you need the aid of the lockers.

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Verdict

The Denza duo are a welcome addition to the premium 4×4 wagon segment and represent a lot of bang for your buck if you’re not a badge snob. 

The folks at Denza hope to attract buyers from premium European SUV brands such as BMW, Mercedes-Benz, Audi and even Range Rover, so they have high ambitions. We reckon buyers considering a Prado Kakadu, Everest Titanium, LandCruiser 300 Hybrid or Y63 Patrol could also be swayed to take a punt on a new brand if they get behind the wheel and sample a Denza. It is a compelling option for buyers.

Our pick of the range is the B5 Leopard, as it feels a far better-sorted vehicle than the B8 in the way it carries its weight and performs both on- and off-road. It’s a good-size wagon for anyone not needing three rows of seating and offers a lot of vehicle for less than $100K.

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Pricing

• Denza B5: $74,990 +ORC
• Denza B5 Leopard: $79,990 +ORC
• Denza B8 7S: $91,000 +ORC
• Denza B8 6S: $97,990 +ORC

Specs

Superior Engineering has expanded its suspension range for the Toyota Hilux GR Sport.

The new line-up spans entry-level twin-tube gear through to fully adjustable remote-reservoir suspension and billet upper control arms, giving Hilux GR Sport owners clear options depending on budget and intended use. Here’s a more detailed look at each component.

Superior Nitro Gas Twin Tube Pre-Assembled Front Struts: Two-inch (50mm) lift

Price: $991 per pair

These pre-assembled front struts are designed to bolt straight in, removing the need for spring compressors or additional setup. The twin-tube construction uses a 40mm piston and 20mm shaft to deliver controlled damping and a noticeably more compliant ride over stock. Low-pressure nitrogen gas reduces oil cavitation when the shocks heat up on corrugated or rough roads, helping maintain consistent performance.

A Teflon-coated piston lowers internal friction, while the polished chrome shaft and high-quality seals are aimed at long service life in dusty and dirty conditions. Velocity-sensing valving adjusts damping force to suit changing terrain | More info

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Superior Nitro Gas Twin Tube Rear Shocks: Two-inch (50mm) lift

Price: $200 each

Designed to pair with the front twin-tube struts, these rear shocks use the same 40mm piston and 20mm shaft combination. The nitrogen-charged twin-tube design focuses on ride comfort and consistency, particularly on rough or uneven roads. Durable seals and a polished shaft help resist wear and oil leaks over time | More info

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Superior Monotube IFP 2.0 Pre-Assembled Front Struts: Two-inch (50mm) lift

$1061 per pair

These monotube IFP struts are aimed at drivers wanting higher performance and durability. Heat-treated alloy steel pistons feature race-inspired porting and variable-rate shim stacks to deliver vehicle-specific damping. A composite Teflon wear band reduces internal resistance while maintaining strength under load.

Construction quality is a key focus, with CR3+ plated, bored and honed cylinder tubes, aircraft-grade billet aluminium components and 20mm hard-chromed shafts. The struts are fully rebuildable, serviceable and upgradeable, and backed by a 3-year unlimited-kilometre warranty | More info

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Superior Monotube IFP 2.0 Rear Shocks: Two-inch (50mm) lift

$260 each

Matched rear monotube IFP shocks designed to complement the front struts. They share the same piston design, materials and rebuildable construction, allowing the suspension to be serviced and tuned over its lifespan. Improved heat control and consistent damping make them suitable for lifted and performance-oriented setups | More info

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Superior Adjustable 2.0 Monotube Remote Reservoir Front Struts: Two-inch (50mm) lift

$399 each

These front struts add an external remote reservoir with an 8-stage compression adjuster, allowing quick changes from a softer ride to firmer control via a simple dial. The remote reservoir increases oil volume and cooling capacity, while the internal floating piston separates oil and nitrogen to prevent foaming and shock fade.

Built with heat-treated alloy steel pistons, billet aluminium components and 20mm hard-chromed shafts, the struts are fully rebuildable and covered by a 3-year unlimited-kilometre warranty | More info

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Superior Adjustable 2.0 Monotube Remote Reservoir Rear Shocks: Two-inch (50mm) lift

$389 each

Rear shocks that mirror the front adjustable units, featuring the same 8-stage compression adjuster and remote reservoir design. Increased oil capacity and improved cooling help maintain damping consistency on long, rough tracks, while rebuildable construction supports long-term ownership | More info

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Superior Billet Series 6061-T6 Alloy Upper Control Arms

$1320 per pair

Specifically designed for Hilux Revo Rogue and GR Sport Wide Track models (2022-on), these upper control arms address alignment and strength issues common with lifted suspensions. Machined from 6061-T6 billet aluminium and anodised for corrosion resistance, they offer a lightweight yet highly durable alternative to OE arms.

Heavy-duty ball joints provide smooth articulation and long service life, helping maintain correct suspension geometry when running larger tyres or aftermarket suspension. The arms are a direct replacement using factory mounting points, keeping installation clean and straightforward | More info

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The updated Superior Engineering Hilux GR Sport range gives owners a clear progression – from simple twin-tube upgrades through to adjustable, rebuildable suspension and heavy-duty billet control arms – allowing builds to be tailored precisely to how the vehicle is used.

Chery has unveiled its KP31 ute concept, offering a preview of the production model due in Q4 2026.

The KP31 will be the world’s first ute with a plug-in hybrid diesel system. It pairs a 2.5‑litre turbocharged engine with electric assistance, delivering a claimed 47 per cent thermal efficiency and 10 per cent better fuel economy than a typical diesel powertrain. Payload is rated at 1000kg, with a towing capacity of 3.5 tonnes. Chery says vibration levels will be cut by 30 per cent compared with standard diesels.

“We’re incredibly excited to finally reveal the KP31 ute concept vehicle, and this marks the next step in bringing it to the Australian market,” said Lucas Harris, Chery Australia Chief Operating Officer. “It’s also riveting to be the first brand to offer a diesel PHEV in the dual-cab ute class, which will be our key point of difference compared to the competition.”

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Last year’s renderings of Chery’s dual‑cab ute showed a squared‑off, chunky body with upright headlights and a practical rear bumper step, signalling a rugged, ladder‑frame pickup rather than a lifestyle crossover. 

The concept’s design emphasises a commanding presence, with large front and rear branding, a snorkel, 285/70 R17 all-terrain tyres, a tub rack with recovery tracks, and matte grey paint. The concept measures 5610mm long, 1920mm wide and 1925mm tall; production will be slightly shorter at 5450mm.

Chery plans to add a petrol PHEV variant to the KP31 line-up in 2027.

Part 1: From the showroom to the tracks

“What kind of car is that?” It’s a question I’ve been asked many times in the first month of driving the Grenadier.

Is it a Land Rover? Is it electric? Is it Chinese? Not many people seem to know exactly what it is. The only other vehicle I’ve driven that causes this much confusion is my 1968 Country Buggy. Yep, Google it.

By now, most people know the story of why the Grenadier was created. Man drives Defender. Defender stops being made. Man decides to build his own four-wheel drive to replace his much-loved Defender – but better. That man is Sir Jim Ratcliffe, owner of Ineos, Manchester United and a large part of the Mercedes F1 team.

I owned a 2015 Defender back in 2023 in the UK, and I’ve also owned a 1976 VW Kombi. In many ways, the Kombi and Defender feel like a closer driving experience than the Defender and Grenadier. Yes, the Grenadier looks a little like an old Defender, but that’s where the similarities stop. I was lucky enough to go on a few of the Grenadier’s Australian development trips in the Outback a few years back. These were all pre-production vehicles and not final spec. They were rough and still being worked on by engineers, but even then I could tell they were highly capable, and I was looking forward to driving the production model.

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Fast forward to late 2025 and I’m picking up my long-term Grenadier. I’ve gone for a Trialmaster Station Wagon in Scottish White (apparently named after one of Sir Jim’s Scottish mates and his white legs), powered by the BMW B57 diesel engine. I opted for steel wheels, leather trim, heated seats and Safari Windows. The base price is $120,000, plus $8670 in options.

The Trialmaster comes standard with front and rear diff locks, a raised air intake, Class III 1-7/8” NAS tow hitch and electrics, and an access ladder. I also had factory rubber mats added. There are no carpets in this vehicle and that’s exactly how I like it – rubber mats and a vinyl floor are the best.

The very first thing you notice when you drive a Grenadier is the steering. It doesn’t self-centre very quickly compared to most other vehicles. Once you’re aware of this and get used to the steering technique required, it’s fine. Just be ready for it. The Recaro seats are very comfortable and help soak up the kays, plus they look cool. Rear passengers also get a Recaro bench seat, and I like how high it sits you in the back. It’s great for kids, as it makes it easier to look out of the vehicle, placing rear passengers at a similar head height to those in the front.

I picked up the Grenadier just before the start of the summer holidays, and it’s proven to be a great beach vehicle. Having no carpets makes it super easy to get sand out, and the interior utility rails work well when you’ve got lots of gear to tie down in the back.

I strap the surfboards to the roof, with four factory rails fitted. I’m planning to get a roof rack, but more on that later. Running to and from the beach is fun, and the kids have found it to be a great family vehicle so far. It’s not really what this vehicle is designed for, though. Yes, it will do the day-to-day tarmac stuff just fine. The 550Nm of torque that the BMW engine pumps out makes keeping up with traffic easy as well.

It was time to head off-road, so I pointed it toward Lerderderg State Park. I’ve photographed and driven many four-wheel drives up here, so it’s a great place to get to know the Grenadier. The first thing I do once I hit the dirt is flick the low-range selector lever across to lock the centre diff. This also automatically turns off the ESC.

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I leave it in high range to begin with. The ride on gravel roads is excellent and, as I start to push it a little harder, it actually feels light on its feet and keen to turn in sharply. I then head to some fairly steep, rutted tracks. I select low range and start driving up the first climb. The Grenadier has solid axles front and rear, which gives it excellent wheel articulation. I try engaging the rear diff lock and it just walks up the track. No need to even try the front diff lock – I need to find a harder track. That will have to wait until my next trip, though. My first experience off-road has shown that the Grenadier is highly capable, and I’m going to enjoy finding gnarlier places to drive it.

One thing that takes a while to get used to is having the speedo in the centre display rather than directly in front of you. Living in Victoria and constantly stressing about being 3km/h over the limit, I sort of wish it was straight ahead. My other small gripe is that the driver’s-side wiper misses a chunk of the windscreen near the A-pillar. It only becomes an issue if you really get the vehicle and screen super muddy, but I do notice it.

Plans? We’re going to throw some factory and non-factory accessories at the Grenadier while we have it, starting next month. Can’t wait.

• Kilometres this month: 4780km
• Average fuel use: 11.7L/100km

As four-wheel drive travellers, one of the most significant expenses we encounter when crossing this wide brown land is the cost of fuel. 

It still surprises me how many people don’t realise that a fully loaded 4×4 cruising at 100km/h down an outback road will use considerably more fuel than a family hatchback doing the school run. There are a few things you can do to minimise fuel use and running costs, but it’s important to understand that you don’t get anything for nothing – the more you carry, the more it’s going to cost.

Once upon a time, fuel consumption was measured in miles per gallon (MPG) – a system still used in the US – while in Australia we use litres per 100km (L/100km). This simply refers to how many litres of fuel an engine burns to travel a distance of 100km. Now, a small hatchback travelling at 30km/h will use less fuel to cover 100km than a fully loaded 4×4 pushing into a headwind at 100km/h. That’s why the standard fuel-consumption figure shown on the yellow windscreen label of new vehicles is derived from laboratory testing.

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The test is carried out on a dynamometer under controlled conditions so everything is as even as possible, producing a figure that allows buyers to compare fuel consumption between different vehicles. This testing is conducted in accordance with ADR 81/02 (Australian Design Rule). The figure on the label is not meant to reflect what you will achieve on the highway in the real world. Real-world fuel consumption is affected by many variables, including speed, load, altitude, how often you stop and start, and how you drive. The fuel efficiency label exists to help you compare the rated fuel consumption of vehicles you may be considering purchasing.

It still amazes me to read online posts from Joe Bloggs on FaceAche, claiming he’s incredibly disappointed – and out for blood – because the new XYZ Super 4×4 Black Edition he’s just bought and hooked up to a caravan for a run up the coast isn’t matching the fuel-consumption figure shown on the yellow sticker. Oh, and then he mentions he’s fitted a suspension lift, bigger all-terrain tyres, a bullbar and a roof rack – all installed by the dealer before taking delivery. But he still wants to know who’s going to compensate him for fuel consumption that’s higher than expected.

No one, buddy. You don’t get anything for nothing, and all those extras you’ve fitted to the vehicle will have a significant impact on how much fuel it uses wherever you drive it.

How accessories and load affect 4×4 efficiency

In this job, I regularly drive up the Hume from Melbourne to Sydney and back, and it’s a trip I genuinely enjoy. About 850km of just me, a machine and a playlist of old punk tracks – life doesn’t get much better than those nine or so hours behind the wheel.

When we had our V6 Ranger Sport, the Ford would return around 18-19L/100km on that run, travelling at the posted 110km/h speed limit. The ADR 81/02 combined-cycle rating for that vehicle is 8.4L/100km, but ours was fitted with larger, heavier 285/70 mud-terrain tyres, a bullbar that was less aerodynamic than the standard bumper, spotlights, raised suspension – again, less aerodynamic – roof racks, and a large rear canopy loaded with touring equipment. All of those additions to the standard Ford added weight, increased wind resistance and aerodynamic drag, and resulted in more fuel being required to complete the trip.

While we still had that Ranger, I had the opportunity to make the same journey in a bone-stock Ranger Platinum with the same drivetrain but no accessories fitted. It averaged 8.9L/100km for the drive, allowing me to travel considerably further on the same 80L diesel tank before needing to refuel. Take that same accessorised and modified Ranger, hitch a 2500kg trailer behind it, and you can expect fuel consumption to almost double again.

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How to reduce fuel consumption on your 4×4

If you’re worried about the cost of fuel on a lap of the map, there are steps you can take to minimise fuel consumption and, in turn, reduce running costs.

• Buy the right vehicle for your use: Do you really need a V8-powered full-size 4×4 if it’s just one or two of you travelling and you’re not towing, or would a smaller-capacity ute be sufficient?
• Consider your accessories and modifications: As outlined above, anything that adds weight or increases aerodynamic drag will have a negative effect on fuel consumption. If you’re mostly driving around town with the occasional trip up the coast, do you really need a bullbar, winch and driving lights?
• Choose tyres carefully: Will lighter, less aggressive all-terrain tyres suit the tracks you’ll be driving, or do you really need fuel- and power-sapping oversized mud-terrain tyres?
• Think about suspension: Is the OEM-supplied standard suspension adequate for where you’re going? You might be surprised how far a lightly laden, bone-stock modern 4×4 will take you.
• Keep your vehicle serviced: A well-maintained vehicle is not only more reliable but generally more efficient. While there’s not much you can do yourself on modern vehicles while on the road, simple tasks such as monitoring tyre pressures and replacing the air filter regularly when travelling in dusty conditions can make a difference. When the vehicle is due for a service, get it done at the next available town and talk to the mechanic about the type of driving you’re doing so they can check for issues specific to your usage.

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Lighten the load

Service-body style replacement canopies for cab-chassis utes have opened up far more space to carry gear and equipment on the back of a 4×4.

The amount of stuff people load into them can seem endless, but even though it’s enclosed within the canopy, it still adds weight and will increase fuel consumption. Likewise, anything mounted on the roof adds aerodynamic drag and will cost you more at the bowser.

For many, the idea of escaping town for a bush getaway means leaving everyday comforts behind and enjoying a simpler life without the microwave, coffee machine, television and a myriad of other items you can easily do without. Taking stock of what you’re carrying in and on your 4×4, then reducing it significantly to save weight and cut aerodynamic drag, can deliver meaningful savings – not just in fuel costs, but also in vehicle maintenance. A heavy or overloaded vehicle places excessive strain on suspension, tyres and other mechanical components, accelerating wear and shortening their service life.

The money saved on fuel and by avoiding premature wear of mechanical components could leave you with more to spend on what really matters – time enjoying life on the road.