For many 4×4 enthusiasts across eastern Australia, the Easter long weekend has traditionally marked a time to pack up and head off‑road. But this year, a rising tide of fuel shortages and spiking prices is prompting a noticeable shift: Some travellers are opting to stay closer to home or rethink their plans entirely.

Nationwide concerns about fuel availability – particularly diesel – have intensified in recent weeks. Dozens of regional petrol stations have reportedly run dry of petrol or diesel, with some independent outlets rationing or selling out completely. Station owners have described the situation as the worst shortage they had seen in decades.

Tourism operators in Victoria and other states say rising petrol and diesel prices are already influencing how Australians plan holidays. Families and smaller touring vehicles that might have headed to regional hotspots are instead thinking about shorter journeys or staycation‑style weekends closer to home.

Industry groups have noted that while many won’t cancel holidays outright, travellers – including caravanners and campervan owners – are adjusting trips to be shorter or closer, reducing overall fuel consumption. In some parts of NSW and Queensland, fuel shortages have even forced local service stations to impose limits on how much fuel customers can buy – a sign that anxiety around supply has trickled into everyday travel behaviour.

For off‑road enthusiasts, rising fuel prices and uncertainty around availability create a direct challenge. Remote tracks and long stretches between service points already demand careful planning, and running low can be more than inconvenient, it can be dangerous. 

Rather than risk journeys where fuel stops are critical, many owners are recalibrating their Easter plans.

• Shorter regional outings instead of extended desert or outback loops.
• Day trips from home bases where fuel security is more certain.
• Exploring closer national parks and lesser‑known tracks that don’t depend on long fuel‑range planning.

These changes mirror broader tourism trends this Easter, where higher fuel costs and supply worries are expected to suppress long‑haul travel intent and encourage people to explore destinations within two hours of home.

Governments and industry bodies have pushed messages urging calm and assuring motorists that overall national supplies remain adequate, even as rural and regional areas experience shortfalls. Officials emphasise that panic buying has exacerbated local shortages, while noting that fuel reserves and imports continue to flow.

Still, for the 4×4 community gearing up for Easter, the practical reality on the ground is prompting many to park their big trips and stick closer to home this holiday break.

Nissan Australia has launched the D27 Navara ute and we’ve had our first taste of it on the backroads and tracks outside Canberra. 

Here, we were able to sample the top-of-the-range (for now) Pro-4X model, as well as the ST-X and ST variants. There is also an SL model on sale, but it wasn’t available on this launch drive. Nissan has confirmed that a Pro-4X Warrior model will be added to the range later, but it wouldn’t reveal when. As with the previous Warrior, it will benefit from a full suspension upgrade from Premcar, along with additional body protection and styling enhancements.

The D27 Navara is only being offered in a 4×4 double-cab body style with a ute tub. There are no other cab options or 4×2 variants in the new Navara range.

Nissan has expanded its relationship with Premcar, turning to the Melbourne engineering firm to refine the suspension across all new Navara models. This includes specific calibration of the shock absorbers to suit Australian conditions. The shocks are now a twin-tube design, improving durability on rough tracks.

Significantly, the front shocks now feature an internal rebound spring which, as the name suggests, absorbs and controls the damper through the full range of compression, delivering more controlled and compliant performance on rough terrain.

JUMP AHEAD

• What each model gets
• On- and off-road performance
• Powertrain and performance
• Safety and ownership
• Verdict
• Specifications
• Pricing

What each model gets

It’s no secret that the latest Navara shares plenty with Nissan’s alliance partner Mitsubishi and its Triton ute, but the Nissan team is keen to highlight its points of difference in both specification and price. 

Standard equipment on the SL includes an electronic locking rear differential (RDL), LED headlights and tail-lights, a 7-inch instrument display, and a 9-inch touchscreen infotainment system with wired Android Auto and wireless Apple CarPlay. There’s also satellite navigation, cloth seats, vinyl flooring, tailgate assist for easier access to the tub, 17-inch steel wheels with all-terrain tyres, and Nissan’s Easy-Select dual-range transfer case, which misses out on the full-time 4×4 mode offered by the Super Select system.

The ST builds on the SL’s equipment list, adding 17-inch alloy wheels, carpet flooring, a leather-accented steering wheel, a rear USB outlet, privacy glass, an auto-dimming rear-view mirror, heated exterior mirrors and a sports bar in the tub.

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The ST-X model gets the Super Select 4×4 system, offering full-time 4×4 as well as 2WD and dual-range 4×4. Drive modes include Normal, Eco, Gravel, Snow, Mud, Sand and Rock, along with hill descent control. The ST-X also steps up to 18-inch alloy wheels in place of the 17s on lower grades, adds power-fold exterior mirrors and features silver exterior highlights to distinguish it from the rest of the range. A cargo liner protects the tub and tailgate assist is standard.

Inside, the ST-X gets leather-accented seats with power adjustment for the driver, heated front seats, dual-zone climate control, push-button engine start and a wireless phone charger. The multimedia screen remains 9-inch, but both Android Auto and Apple CarPlay are now wireless.

The Pro-4X is the hero of the range for now and stands out with a distinctive grille surround featuring lava orange highlights, 17-inch matte black alloy wheels with 265/65R17 all-terrain tyres, wheel arch flares with orange accents, black roof rails and a tailgate badge. None of the new Navaras have a power outlet or lighting in the cargo tub, nor a tonneau cover as standard.

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Inside, Pro-4X owners get leather-accented seats with orange stitching and suede bolsters, a leather-accented steering wheel with matching stitching, and ‘PRO-4X’ logos embossed on the front seatbacks. There are also black-painted inner door handles and orange accents on the centre console and door trims. The Pro-4X comes standard with a towbar fitted, fully wired and ready to go. The towbar is optional on the lower grades.

The interior across all grades feels well laid out, comfortable and easy to operate. The 9-inch infotainment screen seemed adequate when it debuted in the Triton just a couple of years ago, but with newer models like the HiLux, Tasman and Shark now offering larger displays, it looks and feels small in the 2026 Navara. There’s nothing wrong with its operation, but it does appear dated by current trends.

On- and off-road performance

Our drive of the ST Navara included a particularly rough and rutted farm track, where the suspension exhibited excellent poise and control over even the most unsettling sections.

The ST and SL models employ a four-leaf rear spring pack designed for users likely to carry a constant load. The ST we drove had around 300kg of ballast in the tray and remained settled and composed on both sealed and unsealed roads.

The ST-X and Pro-4X Navaras use a lighter three-leaf rear spring pack to maintain passenger comfort when unladen, and we found it worked equally well both on- and off-road. There are different damper tunes for the two spring configurations, as well as for the 17- and 18-inch wheel specifications.  There is no longer a Navara with a coil-sprung rear axle, as there was in the previous D23 generation.

We spent most of our off-road driving in an ST-X Navara, tackling steep and rutted terrain that at times required low range on descents, but we didn’t need to engage the rear diff lock at all. The Navara proved up to the task without raising too much dust. From this drive, we felt the ST-X is the pick of the D27 range, offering all the comfort, convenience and driver-assist features available without the gaudy orange accents featured on the Pro-4X, inside and out.

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Powertrain and performance

All D27 Navaras are powered by Mitsubishi’s 2.4-litre bi-turbo diesel engine, producing 150kW and 470Nm, with a claimed combined fuel consumption of 7.1L/100km. The engine is paired with a six-speed automatic transmission, with no manual option offered. 

The transfer case in SL and ST grades delivers dual-range part-time 4×4, while the upper grades get Mitsubishi’s excellent Super Select system, which offers two- and four-wheel drive, high and low range, and full-time 4×4 for on-road driving.

The engine’s peak torque of 470Nm doesn’t tell the full story of the Navara’s performance. The key is where that torque is delivered, with a broad spread that gives the ute plenty of mid-range grunt where it’s most useful. This will be especially appreciated by those who tow or regularly carry loads, but it improves the driving experience in all scenarios.

All D27 Navaras have a 3500kg towing capacity. GVM is rated at 3190kg and GCM at 6250kg, giving payloads between 1064kg for the SL and 964kg for the Pro-4X.

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Safety and ownership

All models in the D27 Navara range, from SL to Pro-4X, share the same level of safety equipment.

This includes eight airbags, autonomous emergency braking (AEB), lane departure warning with emergency lane assist, trailer sway control, front and rear parking sensors, a reversing camera, blind spot warning, intelligent around-view monitor with moving object detection, driver monitoring, tyre pressure monitoring (TPMS), and front and rear cross-traffic alert. These features have earned the D27 a five-star safety rating, although this is based on 2024 testing.

The new Navara comes with Nissan’s service-activated warranty of up to 10 years/300,000km (otherwise five years/unlimited kilometres). It also includes up to 10 years/300,000km of service-activated roadside assist (otherwise one year/unlimited kilometres), along with a five-year flat-price service schedule, with services priced at $499.

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Verdict

The comment that the new Nissan’s infotainment makes it feel dated compared to newer utes like the HiLux, Shark and Tasman could just as easily be applied to the Navara as a whole. It will make a solid workhorse or family touring 4×4, but it won’t match those newer models for outright appeal, nor is it likely to challenge the popularity of the Ford Ranger.

Pricing and value for money will be key to Navara sales.

Specifications

Pricing

JAC Motors Australia has confirmed fuel efficiency and range figures for its upcoming plug-in hybrid dual-cab ute, the Hunter PHEV, with a mid-year Australian arrival now confirmed.

The brand says the Hunter will deliver a combined fuel consumption figure of 1.6L/100km (NEDC) and a combined driving range of 1005km (NEDC), positioning it as a long-range electrified option in the 4×4 ute segment.

“We’re launching the right ute at the right time, and it will be at the right price,” said Ahmed Mahmoud, Managing Director of JAC Motors Australia.

“The Hunter PHEV is arriving in Australia mid this year, and we believe it is going to get the attention of Australians looking to move into a plug-in hybrid without compromising on the capability, practicality and toughness they need from a ute.”

“These latest figures are exactly the kind of proof points that matter. A combined fuel consumption figure of 1.6L/100km (NEDC), and a combined cruising range of 1005km (Based on NEDC fuel/energy consumption) show just how compelling Hunter PHEV will be for Australians who want capability, flexibility and efficiency in one ute.”

Under the bonnet, the Hunter PHEV combines a turbocharged petrol engine with dual electric motors, drawing energy from a 31.2kWh lithium-iron phosphate battery. The system also supports a 3.3kW vehicle-to-load (V2L) function, enabling the ute to power external devices such as tools or provide backup electricity in emergency situations.

The model made its global debut at the 2025 Melbourne Motor Show and will sit alongside the brand’s existing T9 turbodiesel dual-cab range in Australia.

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JAC has also confirmed the Hunter will be backed by its All Roads Assurance ownership program. This includes a seven-year, unlimited-kilometre warranty covering commercial use, along with 24/7 roadside assistance, capped-price servicing and a loan vehicle program.

Local development work is ongoing, with the Hunter recently undergoing testing at Victoria’s Lang Lang Proving Ground. JAC says refinement for Australian conditions has involved input from Michael Barber of global engineering firm Multimatic.

Deposits are expected to open soon, with more details to be announced in the lead-up to its Australian launch, including additional updates to be revealed at the 2026 Melbourne Motor Show, running from April 10 to 12. 

JAC will also display a one-off customised Hunter PHEV at the show. Unveiled by NRL star Josh Addo-Carr, the bespoke build includes a unique paint finish by Smith Concepts in Brookvale, Lenso tyres, a lift kit, hard lid, upgraded lighting, an e-bike setup, and a suite of JAC Genuine Accessories. 

A recall has been issued for AUSEV‑converted Ford F-150 Lightning models in Australia due to a charging issue, in a further blow to the local importer following its recent collapse. 

The recall, listed on the Australian Government’s Vehicle Recalls Australia under campaign REC‑006569, affects a total of 146 vehicles built between 2022 and 2025 that have been remanufactured to right‑hand drive. According to the notice, a defect in the battery system could cause the internal charging pins to overheat. If a person makes direct contact with the overheated charge port pins immediately after a charging session, there is a risk of burns or serious injury.

“Vehicles that are fitted with a Combined Charging System (CCS2) charge port may experience increased electrical resistance during high-power Direct Current (DC) fast charging causing the internal charging pins to overheat,” the report reads. “Please avoid charging the vehicle using DC fast chargers. Use AC charging instead”.

The safety notice comes just days after AUSEV’s parent company, BossCap, entered receivership on March 17. The Queensland company, founded in 2012, imported and converted the F‑150 Lightning for Australia. Its collapse is linked to Ford’s global strategy shift and weak demand for the electric pickup.

Earlier this year, AUSEV significantly reduced pricing on remaining stock, with the entry‑level Lightning Pro (equipped with a 98 kWh battery) dropping to $109,990 plus on‑road costs, down from $169,900. The move followed Ford ending F‑150 Lightning production in the United States.

The recall comes amid broader strain within Ford’s Australian operations. The company has warned that without government support to mitigate the costs imposed by the 2025 New Vehicle Emissions Standard, up to 1500 engineering jobs tied to local Ranger and Everest development could be at risk, underscoring the impact of tightening emissions regulations on the business.

Owners of affected vehicles are advised to contact AUSEV to arrange an inspection and necessary repairs, which will be carried out free of charge. Affected owners should be contacted directly, but anyone unsure of their vehicle’s status is encouraged to check their VIN against the official recall notice.

My first terrifying taste of night driving in the outback took place back in 1995 just after I waved goodbye to a few mates at Broken Hill airport.

It was late in the afternoon as I pointed the Daihatsu Rocky I was driving towards Cobar, only 470km to the east, and I wondered why then-4X4 Australia Editor Ron Moon, and then-Tri-State Safari owner Mick McCulkin had both strongly advised me to instead spend the night in town, and then head off in the morning. I soon found out why…

As I watched the sun dip below the horizon in the Rocky’s rear-view mirror, I had no idea of the terror that lay ahead. Sure, I had seen a few kangaroos in the first 50 clicks or so out of Broken Hill, but they mostly seemed content to sit on either side of the road. But as the deepening red sky darkened, the ’roos became much more active … and far more numerous.

I started counting how many I could spot and, at their peak, I reckon there could have been as many as 20 or more ’roos between each guide post on each side of the road … and several of them thought the shafts of golden light coming from the Rocky’s spotties were an invitation to hop across the road and reach nirvana.

To avoid an impact with Skip, I had to drop my speed significantly, first from 100km/h down to 90 then 80 … and eventually as low as 60 clicks. The problem now was that the countless semis shifting freight throughout the night would come thundering past me at a dollar-ten.

I tried to drop in behind one of these semis, thinking that it would protect me from the kangaroo onslaught, but the remains of one ’roo were simply flicked up by its wheels and smeared over the Rocky’s windscreen, the wiper motor struggling to clear the bloody mess. It was like a horror movie.

Eventually I made it to my hotel in Cobar near midnight, relieved but tired. Lesson learnt: if possible, avoid driving at night in the outback.

JUMP AHEAD

• Avoid, if you can
• Trip planning
• Lighting upgrades
• Frontal protection
• Driving techniques
• Fatigue
• FAQs
• Tips and pitfalls

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Why night driving in Australia is sometimes unavoidable

But Australia is a big country with vast distances that can’t always be covered between sunrise and sunset, especially in the shorter months which coincide with the 4WD touring season.

As a result, sooner or later we all find ourselves driving at night on country and outback roads … roads that are often swarming with wildlife and wandering stock that can be difficult to spot until it’s too late, especially if you’re relying on your vehicle’s standard lighting system to pierce through the dark.

And if you don’t have decent frontal protection on your vehicle, you could end up stranded in the middle of nowhere in the middle of the night.

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Trip planning for 4×4 night driving

The best way to avoid night driving altogether is through proper and thorough trip planning.

When you’re planning a journey, check out the distances involved between stops, look at the conditions you are likely to encounter and how they will affect your average speed, and calculate what time you will need to depart point A to reach point B before nightfall, or preferably before dusk when the wildlife becomes more active and difficult to spot.

On any 4WD trip, you should expect the unexpected. A flat tyre, for example, can add at least 30 minutes to a trip, or if you become stuck off-road, it may take several hours to conduct a successful vehicle recovery, so make sure you build some flexibility into your schedule for unplanned events.

Of course, depending on the length of the delay, there may be no way you can make it to your intended overnight stop before nightfall, so you must either be willing to drive at night, or to set up camp somewhere until morning — and if conditions become too dangerous, pulling up early is often the safest option.

Of course, on day trips you might not be equipped to spend the night on the side of the road, but you should always carry at least some food and water in your vehicle, as well as a blanket or sleeping bag. As Lord Baden Powell used to say, be prepared. In remote areas, it’s also worth considering long-range communication such as a satellite phone or emergency beacon, as UHF radios have limited range.

Lighting upgrades for night driving

On those occasions when you have no choice but to drive at night, you’ll want to make sure you can see where you are going and, even in this day and age of modern LED lighting, the standard headlights on many vehicles are woefully inadequate for driving on country and outback roads once the sun has dropped below the horizon.

There are several options when it comes to improving the lighting on your vehicle, including replacement wiring looms, upgraded headlight bulbs/LEDs and, of course, the fitment of driving lights and light bars.

For those who drive an older vehicle, replacement of the standard 55W halogen globes with higher-output globes can significantly improve lighting performance, especially when combined with an upgraded wiring loom with thicker wiring and better components to minimise voltage drop.

Some modern vehicles run poor halogen lights too; the standard headlights on my 2020 Ford Ranger XLS Sport, for example, are simply terrible, so a bulb upgrade is a simple fix. Swapping out the standard bulbs with LED replacements is another alternative, but overall light output will still be limited by the reflectors and lens optics of the standard headlights.

Another alternative, and available for several vehicle models whether old or new, is to replace the OE halogen headlights altogether with LED headlight units. But make sure the lights are ADR approved, and preferably from a reputable manufacturer; there are many cheap units on the market with poor optics that could result in less light output than the original headlights.

When it comes to driving lights and light bars, these days it’s LED all the way thanks to low power consumption combined with good light output. Once again, not all driving lights and light bars are created equal, so make sure you do your homework and opt for quality items that will stand the test of time. Most driving lights and light bars are available with either spot beams or spread beams, or a combination of both, and which light pattern you opt for will depend on the type of night-time driving you’re likely to be doing.

Spot beams are best suited to the kind of open country you’re likely to encounter in the outback, where you want to be able to see as far down the road as possible, whereas spread beams are better suited to closed-in country, with twisty roads and lots of vegetation, for example, where lighting up the distance is not as important as lighting up the middle- and near-distance, and to the sides of the road.

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Most four-wheel drivers will encounter varying terrain depending on where they are travelling, which is when a spot/spread beam combination comes in handy. With driving lights, you could fit one spot beam and one spread beam, while some light bars have spot beams down in the centre and spread beams off to the sides. Another option is to fit a couple of spot beam driving lights and a spread beam light bar.

Most LED driving lights and light bars are built pretty well these days, with strong housings and tough polycarbonate lenses, and they need to be in order to handle the tough conditions they are likely to encounter hanging out the front of your 4WD, with stones and rocks flicked up by other vehicles, the occasional knock from bird strikes, whacks from branches when driving off-road, and constant vibrations dished out by rough and corrugated roads.

Also look for lights with strong and easily adjustable mounting systems, and always mount them to a sturdy point on your vehicle, such as the flat upper surface of a bullbar so they don’t vibrate and get knocked out of alignment. Make sure any auxiliary lighting is wired to operate with high beam and complies with local regulations, and keep your headlights and windscreen clean, as dirt, dust and bug splatter can significantly reduce light output and visibility at night.

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Frontal protection for outback driving

Speaking of bullbars, if any night driving is on the cards, you really need to have one fitted to your vehicle.

An animal strike on an unprotected vehicle can cause all sorts of damage, destroying the cooling system, breaking the headlights and even bending steering components, leaving the vehicle and its occupants stranded, and potentially in a life-threatening situation if driving in a remote area.

Most bullbars are manufactured from steel or aluminium, and there are even some plastic models on the market. A well-designed and built steel bullbar will offer the best protection, but there is a weight penalty. And while aluminium bars are generally not as strong as steel ones, they are lighter, which has benefits in terms of less wear and tear on vehicle components (suspension and tyres, for example), less of an effect on vehicle handling and less of an impact on vehicle performance and fuel economy.

No matter what material you opt for, ensure the bullbar protects the front-end of your vehicle as much as possible, including the cooling system and the headlights. Most bullbar manufacturers also produce compatible under-vehicle protection systems, designed to protect vulnerable mechanical components such as those related to the suspension and steering systems.

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Night driving techniques

Even if you have equipped your vehicle with the best possible lighting system, and ample frontal protection, you still need to be super-attentive when driving at night to protect both you and your vehicle, as well as any wildlife and roaming stock.

On open roads, you want to look as far ahead as your lighting will permit, but also be wary of what is in the middle- and near-distance. Most animal strikes will come as a surprise, with kangaroos, for example, hopping out of the scrub on the side of the road right in front of you, not giving you enough chance to take evasive action.

For this reason, it’s important to adjust your speed to suit conditions; if it’s dark and there are a lot of animals about, you really need to slow down to give yourself the best chance of avoiding an impact. On dirt roads, remember that braking distances can increase and vehicle control is affected by tyre pressures, so drive accordingly.

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Wildlife can hop out of the darkness just about anywhere, but there are some places where animals are more likely to be lurking than others, such as at creek crossings or where there is decent-sized foliage near the sides of the roads. When you happen upon these scenarios, back off a little and always expect the unexpected.

Knowing when and how to best use your vehicle’s lighting system will make it easier to see where you are driving. You probably won’t want to use a pair of spot beams when driving in closed-in terrain with lots of foliage about, for example, as bright, focused points of light shining into the bush just ahead of you can be distracting.

This is when a combination of spot driving lights and a spread-beam light bar can come in handy, as you could switch off the driving lights and rely solely on the spread beam, which would be much better suited to this scenario, then, when the terrain opens again, switch the spot beams back on.

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Powerful spot beams can also be problematic on highways where there are a lot of reflective road signs about; as the road signs are lit up they can distract you and make it difficult to see what is on the road right in front of you, so you might need to dip them. Some driving lights offer light-output adjustment, so you can still have some of the benefit of improved light output without the blinding reflections off road signs.

Dust can also be a major hazard at night, especially when following other vehicles on dirt roads. In heavy dust, bright lights can reflect back and reduce visibility, so it can be better to drop back or dim your lights.

Always remember to dip your high-beam and/or driving lights for oncoming traffic. Try to anticipate when oncoming vehicles are likely to see your lights, and dip to low-beam beforehand so the oncoming driver isn’t blinded by all those banks of bright LEDs.

If you’re cresting a small hill, or driving around a bend, you should be able to see an oncoming vehicle’s light beams before you see the lights, so you will know when to dip your lights. Also dip when following other vehicles; we all know how difficult it can be to focus on the road ahead when you have the high-beam lights of a following vehicle shining in your eyes from your rear-view mirrors.

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Don’t stare at the headlights of oncoming vehicles, instead look to where you want to go, on your side of the road. We’re prone to steering towards what we look at, so if you’re looking at an oncoming vehicle you might drive into it! This is called target-fixation, and it’s real, so avoid it.

When travelling in a group, maintain safe spacing between vehicles and use a UHF radio to communicate hazards, oncoming traffic or wildlife on the road. When driving at night on twisting roads, anticipate what may be around the corner, whether that be an unexpected animal, a downed tree, an oncoming vehicle or whatever. Again, adjust your speed to suit conditions.

The TFT screens and instrument panels in many modern vehicles can also be distracting and if set too bright, they can make it difficult to see the road ahead at night. While most screens and instrument panels have auto-dimming night modes, sometimes it’s better to switch them off completely. Likewise, make sure your rear-view mirrors are angled so that the light from vehicles behind you is not shining in your eyes.

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If you find yourself in a situation where you’re driving off road at night – and yes, some people actually like doing this, whereas I reckon once the sun is down you’re better off sitting around the campfire with a chilled article – you will need to have as much light flooding the immediate vicinity as possible.

Equipping your vehicle with under-vehicle lighting is one way to achieve this, or you could make sure your spotter has a powerful torch to help guide you safely over obstacles. You should also have a reliable way to communicate with your spotter, such as a UHF radio, as you might find it difficult to see hand signals at night.

Tired eyes and fatigue

I’ll leave the last word on night driving to 4X4 Australia Editor Matt Raudonikis who, when I pitched this story to him, offered this sage advice: “Don’t fall asleep when driving.”

If you’ve been driving all day and you find yourself still driving at night, there is a fair chance you’ll be tired, so make sure you keep hydrated and eat healthy foods.

No matter how tempting, try to avoid food and beverages with high sugar and caffeine content; while sugary treats and buckets full of coffee may give you a short burst of energy and attentiveness, when the effects wear off you’ll feel more tired than you did before, making it difficult to focus on the task at hand, which is to safely reach your destination without damaging you, your vehicle, other road users, and wildlife and stock.

Remember, plan your trip, equip your vehicle with the right gear, stay focused, and drive to the conditions.

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FAQs: 4×4 night driving in Australia

Q: Is it safe to drive at night in the outback?
A: It can be done safely, but risks increase due to wildlife, wandering stock and reduced visibility. Planning ahead and driving to the conditions are critical.

Q: What lighting is best for 4×4 night driving?
A: LED driving lights and light bars offer strong performance. A mix of spot and spread beams works best for varying terrain.

Q: Do I really need a bullbar for night driving?
A: If you’re travelling in rural or outback areas, a bullbar can prevent serious damage from animal strikes and help keep you mobile.

Q: How fast should you drive at night on country roads?
A: Always adjust your speed to suit visibility and conditions. If wildlife is present, slowing down significantly is often the safest option.

Q: What are the biggest dangers when driving at night?
A: Wildlife strikes, driver fatigue, limited visibility, dust, and unexpected hazards like stock or debris on the road.

Q: How can I reduce fatigue when driving at night?
A: Stay hydrated, eat well, take regular breaks and stop if you feel tired. Don’t rely on caffeine or sugar to push through fatigue.

Q: What should I carry in case I get stuck at night?
A: At a minimum: water, food, warm gear, basic recovery gear and emergency communication so you can safely wait until morning if needed.

Tips and pitfalls

Recently sold via Slattery Auctions earlier this month, our Toyota LandCruiser 79 Series build has officially found a new owner. 

The build of our Toyota LandCruiser 79 Series was the most exciting project we’ve undertaken to date. There’s nothing like the 70 Series LandCruiser, and in many ways it’s the ultimate base on which to build your perfect touring 4×4. Its basic heavy-duty construction and V8 engine are unrivaled in the 4×4 sphere, making it the go-to platform for creating the ultimate all-road tourer.

Starting with a blank canvas

We started with a brand-new double-cab LC79 GXL in plain white as our blank canvas, but before we took delivery and before it was registered, the team at Brighton Toyota shipped it to Terrain Tamer for its suspension and GVM upgrade.

The hardware included Terrain Tamer shock absorbers, TT steering components, TT coils for the front end, a steering damper, and TT parabolic leaf springs for the rear.

We’d heard good things about Terrain Tamer’s parabolic springs from others using them on 70 Series LandCruisers and were keen to try them ourselves. I’ve got to say I was impressed with the ride quality from the start, even when the Cruiser was stock and unladen, and that solid, controlled feel from the suspension has continued as the build progressed and the Cruiser gained more gear and weight. I’d happily recommend them and use them on any 70 Series in the future.

The next step under the truck was a wheel track-correcting rear differential from Multidrive. This replacement diff housing and axle assembly bolts in place of the OE unit and brings the rear wheel track in line with the front.

I love that the Multidrive replacement diff looks just like the Toyota unit, so you can’t tell it’s been changed. The real difference comes when you drive the Cruiser on rutted roads, where the rear wheels now follow in the tracks of the front ones and track straighter without squirming in the ruts.

Also at the back, we fitted a Marks 4WD High Clearance towbar. This unit matches the factory Toyota tow rating but, as the name suggests, sits higher on the chassis to limit any obstruction to the departure angle. A bonus of this bar is the nicely rounded recovery points at each end, optimised for use with soft shackles when you’re dragging your mates out of a bog.

While it was at the Marks 4WD workshop, we had the team replace the factory snorkel with an innovative new product. The Scavenger Snorkel system is designed to extract dust and grit from the intake stream before it reaches the airbox, taking the load off the air filter, and it does its job much more quietly than the Toyota snorkel.

We completed the undercarriage with a set of the then-new Loaded alloy wheels wrapped in 35/12.5R17 Maxxis RAZR mud terrain tyres. The key thing about the Loaded wheels is that they are rated to 1600kg each, making them perfectly suited to a big, heavy 4×4 with an increased GVM such as this. The Loaded ‘Gibb’ wheels look the part too.

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Canopy setups and camp-ready gear

Moving up to the top of the chassis, we fitted a chassis-mounted canopy from Oz Track Custom and filled it with goodies, including upright and drawer fridges from Bushman, a 200Ah lithium battery from Custom Lithium, and a 12-volt management system and 2000W inverter from Australian manufacturer REDARC.

A Rola Titan roof rack was fitted on top, along with REDARC solar panels to keep things charged when parked up in camp. MAXTRAX recovery boards also went up top, plus a MAXTRAX recovery kit inside.

A comprehensive protection setup for the Cruiser came from Ironman 4×4, starting with Ironman’s signature Apex bullbar with scrub rails running back to steel side-steps/rock sliders. An Ironman 4×4 winch sits in the bar ready for recoveries, and a pair of Ironman 4×4 Scope LED driving lights are mounted up to light the way ahead.

With a Simpson Desert trip planned and the 79 as the support vehicle, we fitted a set of MSA power-fold mirrors and an Icom UHF radio, loaded it up, and sent it on its way.

In preparation for tackling the desert sand dunes, we installed an NSV smart compressor mounted under the passenger’s seat. The smart part is the digital control panel that fits into the dash, where you can set the desired tyre pressure and the system will raise or lower the pressure to the set level. Clever stuff, and it neatly mates with the NSV fire extinguisher mount.

Needless to say, the Cruiser handled the trip like it was made for it, which it kind of was! The desert leg of the trip involved dragging a less capable vehicle over some of the dunes.

Power and performance upgrades

Once the red sand and dust were cleaned out of the Cruiser, we set about tidying up a few things and went back to Phil at Ontrack Automotive to sort them out. To improve the way the Cruiser was driving, Phil fitted a set of caster correction bushes to the front end, gave it a thorough wheel alignment, and tidied some of the kit fitted to the canopy.

REDARC came out with its new REDWorks all-in-one panel system, designed to simplify installation, so we removed the existing REDARC hardware and remounted it in the REDWorks fascia to make it more accessible and easier to operate.

The Cruiser served as a support vehicle and base station for several group road tests and the occasional weekend getaway. It was when returning from a winter High Country trip with some of our favourite suppliers that I realised how slow the vehicle had become as the weight increased, and I knew it was time for a performance upgrade.

The team at Horsepower Factory came to our aid with a package that included before-and-after dyno testing, a Manta 4-inch DPF-back exhaust system, and a Diesel Tune Australia ECU tune. The result was torque climbing to 548Nm and power increasing to 133.5kW, up from the baseline 293Nm and 96kW when we drove it in. A sizable difference that changed the way the Cruiser drove on the highway.

To cope with the increase in torque, we fitted an Xtreme Outback X-Series organic clutch kit. It easily handles the extra grunt without negatively affecting clutch feel or action. In fact, it improved performance, delivering a more positive and precise feel at the pedal.

One last trip for the Cruiser saw an interstate run over the Christmas break, and for this it was fitted with an Alu-Cab Gen 3 rooftop tent and awning that proved to be a perfect package for traveling when on the road every day, shifting from one campsite to the next.

Passing on the keys

As they say in the classics, all good things must come to an end and, with our new builds for 2026 about to start, it was time for someone else to enjoy the fruits of our LandCruiser build. 

The Cruiser has now been sold via Slattery Auctions and should be in the hands of its new owner. We’re sad to see it go but hope whoever the lucky new owner is shares its future travels with us. Stay tuned for the first upgrades on our old versus new HiLux builds.

More than 100 service stations in NSW have run out of diesel, with another 35 completely dry, leaving 4×4 enthusiasts facing fuel shortages.

Speaking at a press conference, NSW Premier Chris Minns confirmed 105 of the state’s 2500 fuel stations have no access to diesel, while 35 locations don’t have access to anything.

“As it stands today, as a result of the strategic reserves being released and the sulphur content restrictions being eased, there is in fact more petrol in the economy today than there was five weeks ago or four weeks ago,” Minns said.

He added that the shortages are mainly caused by distribution issues and localised overconsumption: “The issues that you’re seeing in terms of supply for consumers is the distribution of it and also in some areas overconsumption of people just taking more than they need.”

“The second point we make is, particularly in regional communities, you might be taking (fuel) from someone else that really needs it,” he said.

Officials warn against storing or hoarding fuel, which can be extremely dangerous. Diesel and petrol are highly flammable, and improper storage can lead to fires, explosions, or toxic fumes. Motorists are urged to carry only approved containers and avoid keeping large quantities at home.

Global oil markets are fueling the surge in diesel prices. Conflict in the Middle East and refinery pressures have pushed costs higher, with some Sydney and Melbourne stations now charging $3 per litre.

The shortages are hitting regional and remote areas hardest, where alternative fuel options are limited. Transport operators and primary producers are facing higher costs, with potential flow-on effects for goods and services in rural communities.

Drivers are advised to plan fuel stops carefully and stay informed about station availability. 4×4 forums are sharing real-time updates to help members avoid being stranded.

Superior Engineering has released a new range of upgrades for Toyota LandCruiser models, targeting known weak points in the front end and suspension – particularly on vehicles that have been lifted, fitted with longer shocks, or regularly driven in harsh off-road conditions.

Rather than broad, all-in-one kits, this lineup focuses on specific problem areas that tend to show up with real-world use, such as diff housing damage, tailshaft clearance issues, and compromised wheel alignment. The range covers three key areas: diff protection, crossmember clearance and suspension geometry. Here’s a closer look at what’s new.

Gen 2 Weld-On Heavy Duty Diff Guard (Front)

• To suit: 76, 78, 79 Series (11/2016 onwards)
• Price: $150 (each)

This weld-on diff guard is designed to protect the lowest part of the front differential housing on late-model 70 Series LandCruisers.

Made from 6mm 350GR mild steel, it’s built to take repeated hits from rocks and uneven terrain – something that can eventually damage the factory housing. The Gen 2 design matches the updated post-2016 diff shape, improving fitment and coverage.Because it’s welded on, the guard becomes a permanent part of the housing, reducing the risk of cracking, denting, or wear over time | More info

Key points:

• Suits post-11/2016 diff housings
• 6mm mild steel construction
• Weld-on for permanent protection
• Covers the most exposed section of the diff

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Front Crossmember Modification Plates

• To suit: 79 Series Single Cab (08/2016 onwards)
• Price: $190 (kit)

These plates are aimed at 79 Series single cabs running longer shocks. 

When open shock length increases (roughly 550mm to 620mm), the front tailshaft can contact the crossmember under suspension movement. The kit lowers and reinforces the crossmember to create the clearance needed, helping avoid driveline contact and potential chassis damage.Manufactured from 4mm 350GR mild steel, the plates are CNC cut and supplied ready to weld in place | More info

Key points:

• Designed for 550–620mm open shock lengths
• Improves front tailshaft clearance
• Helps prevent chassis and driveline damage
• 4mm steel, weld-in design

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Billet Adjustable Upper Control Arms

• To suit: LandCruiser 300 Series & Prado 250 Series
• Price: $1320 (pair)

Lifting newer LandCruisers often pushes alignment out of spec. These adjustable upper control arms are designed to correct that by restoring proper camber and caster.

Machined from 6061-T6 billet aluminium, they’re lighter than steel alternatives but still strong enough for off-road use. The anodised finish helps with corrosion resistance. Adjustment allows for fine-tuning alignment to improve steering feel, tyre wear, and overall handling – particularly on lifted vehicles | More info

Key points:

• Corrects camber and caster on lifted vehicles
• 6061-T6 billet aluminium construction
• Adjustable for alignment tuning
• Direct replacement for factory arms

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This new range from Superior Engineering is focused on practical upgrades rather than cosmetic changes. Each product addresses a specific issue – whether it’s protecting the diff, creating clearance for longer shocks, or correcting suspension geometry after a lift.

For LandCruiser owners modifying their vehicles for work or off-road use, these are straightforward solutions to common problems.

For generations, Australia’s affinity for trail exploration and remote‑area travel has made four‑wheel‑drive vehicles a staple of national life. Diesel engines, robust ladder‑frame construction and mechanical low‑range gearboxes defined the archetype of a capable 4×4 for decades.

Now, a new force is transforming that landscape: Plug‑in hybrid (PHEV) technology. Combining internal combustion engines with electric motors and high‑capacity batteries, PHEVs promise significant electric‑only driving for everyday use while preserving the ruggedness, towing strength and off‑road ability that buyers demand. 

As of 2026, Australia’s PHEV 4×4 segment – utes and SUVs alike – is evolving rapidly, and the models below show just how diverse and capable that future is becoming.

JUMP AHEAD

• BYD Shark
• Ford Ranger PHEV
• GWM Cannon Alpha PHEV
• JAC Hunter PHEV
• Chery KP31
• Nissan Frontier Pro PHEV
• Land Rover Defender 110 P400e
• GWM Tank 300 Hi4-T
• GWM Tank 500 Hi4-T
• Denza B5
• Denza B8
• BYD Yangwang U8

BYD Shark: Out now

The BYD Shark 6 was one of the first plug‑in hybrid dual‑cab utes to make a meaningful impact in the Australian market, attracting attention from both tradies and lifestyle buyers looking for a capable 4×4 that also cuts down on fuel costs. 

At its heart is a 1.5‑litre turbo‑charged petrol engine paired with dual electric motors and a multi‑mode hybrid system that together deliver a combined output of around 321kW and 650Nm. The Shark’s 51.9kWh battery gives it a practical electric‑only range of roughly 90 to 100km under typical Australian driving conditions, meaning many owners can cover a full week of commuting and errands in EV mode alone. That electric capability also significantly reduces fuel consumption on urban trips, while regenerative braking and smart hybrid management further enhance efficiency.

Unlike conventional diesel utes, the Shark’s electrified drivetrain doesn’t use a mechanical low‑range transfer case. Instead, it relies on the dual motor setup – one electric motor per axle – to deliver instant torque to all four wheels. On paper, the Shark’s PHEV setup doesn’t match the deep crawl ratios of traditional low‑range gearboxes, but in real‑world conditions its electric torque and traction control systems allow it to perform capably on fire trails and moderate off‑road terrain. 

Ford Ranger PHEV: Out now

Australia’s perennial best‑selling ute received its plug‑in hybrid makeover with a clear goal: retain what buyers love about the Ranger while adding electrified performance and efficiency.

The Ranger PHEV combines a 2.3L turbocharged petrol engine with a single electric motor and a 11.8kWh battery, producing a combined 207kW and 697Nm. This setup delivers smooth acceleration in urban driving and responsive torque when heading off the bitumen.

Ford has retained the Ranger’s 3500kg braked towing capacity and more than 800kg payload, ensuring it meets the practical needs of tradies and touring families. The electric-only range sits at approximately 50km, enough for short commutes and errands without engaging the petrol engine, reducing fuel use while maintaining rugged utility.

GWM Cannon Alpha PHEV: Out now

The Cannon Alpha PHEV brings a performance-focused edge to the electrified ute segment, combining a turbocharged petrol engine with an integrated electric motor in a parallel hybrid setup.

The system delivers strong combined outputs (300kW and 750Nm), with the electric motor providing instant torque to improve throttle response, low-speed control, and towing performance. A high-voltage lithium-ion battery enables a real-world electric driving range of over 100km, supported by multiple drive modes including EV-only, hybrid, and charge sustain. This allows most daily driving to be completed առանց fuel use, while still retaining long-distance flexibility.

Importantly, the Alpha keeps proper off-road hardware: a dual-range transfer case, selectable low range, and front/rear locking differentials on a ladder-frame chassis. Combined with the electric motor’s precise torque delivery, this setup provides better crawl control and load management than systems relying purely on electronic traction aids. It also comes with DC fast-charging capability, strong thermal management for the battery, and a braked towing capacity of 3500kg.

JAC Hunter PHEV: Out mid-2026

The JAC Hunter PHEV is shaping up as a high-output entrant in Australia’s hybrid ute segment, built around a plug-in hybrid system that prioritises outright performance. 

Early specifications point to a turbocharged petrol engine paired with dual electric motors, delivering combined outputs of around 385kW and up to 1000Nm. This setup suggests a dual-motor AWD configuration rather than a purely mechanical 4×4 system.

Energy is supplied by a high-capacity lithium-ion battery (31.2kWh), supporting an electric-only driving range of roughly 100km under mixed real-world conditions. Multiple drive modes are expected including EV-only operation for urban use, hybrid for efficiency and full-performance modes that deploy maximum combined output. Regenerative braking and an integrated power control unit manage energy flow to balance efficiency with sustained performance.

Despite the focus on power, the Hunter is being engineered with typical ute duties in mind. A braked towing capacity target of 3500kg aligns it with segment benchmarks, while the chassis is expected to retain a ladder-frame construction for durability. Off-road capability will likely rely more on electronic traction systems and motor-driven torque distribution than traditional low-range gearing.

With DC fast-charging capability, modern thermal management systems, and a projected Australian launch around mid-2026, the JAC Hunter PHEV positions itself as a tech-forward alternative in the segment.

Chery KP31: Out late 2026

The Chery KP31 takes a genuinely unique direction as the world’s first ute to pair a diesel engine with a plug-in hybrid system. 

At its core is a 2.5-litre turbocharged diesel combined with electric assistance in a parallel hybrid layout, allowing the electric motor to supplement torque delivery under load while also enabling engine-off driving in low-demand situations. The result is a system designed to maximise diesel’s strengths – strong low-end pulling power and efficiency at sustained loads – while addressing its traditional weaknesses in refinement and responsiveness.

Chery claims a standout 47-per-cent thermal efficiency for the diesel engine, along with around 10-per-cent better fuel economy compared with a conventional diesel setup. The electric motor provides instantaneous torque fill, improving drivability and reducing lag, while also contributing to a claimed 30-per-cent reduction in vibration levels.

A lithium-ion battery (expected 20 to 30kWh) supports an electric-only driving range likely in the 80 to 100km range, with multiple operating modes including EV, hybrid assist, and engine-priority for highway or towing conditions. It’s expected to ride on a ladder-frame chassis with full 4×4 hardware, while offering a 1000kg payload and a 3500kg braked towing capacity.

Nissan Frontier Pro PHEV: Out 2026‑2027

Nissan Frontier has long been known for tough, no-nonsense 4×4 capability, and a plug-in hybrid version is increasingly likely as part of Nissan’s electrification push.

The Frontier Pro PHEV is expected to pair a 1.5-litre four-cylinder petrol engine with a transmission-mounted electric motor, producing around 320kW and 800Nm. A 33kWh battery is claimed to deliver up to 135km of electric-only range (CLTC), with fuel use rated at 6.9L/100km.

Utility remains a focus, with a 3500kg braked towing capacity keeping it competitive with diesel rivals. Timing is still unconfirmed, though an early 2027 window is widely anticipated.

Land Rover Defender 110 P400e: Out now

For buyers who want electrification without giving up serious 4×4 muscle, the Land Rover Defender 110 P400e remains one of the most compelling options on sale.

Land Rover has integrated a plug-in hybrid powertrain while preserving the Defender’s legendary off-road hardware, including a low-range transfer case, full-time all-wheel drive with locking differentials, and the Terrain Response system.

The P400e combines a 2.0-litre turbocharged four-cylinder petrol engine with an electric motor, producing a combined 297kW and 640Nm through an eight-speed automatic transmission. A 19.2kWh battery provides up to around 50km of electric-only driving under WLTP testing, making it practical for short urban trips without using fuel. Despite electrification, the Defender maintains serious capability, with a wading depth of up to 900mm, ground clearance reaching 291mm via air suspension, and a braked towing capacity of 3000kg.

On-road, the hybrid setup adds refinement, offering quiet EV operation in traffic and smoother power delivery; while off-road, the instant torque from the electric motor improves low-speed control on steep or slippery terrain. The result is a Defender that remains true to its heritage while providing meaningful efficiency gains.

GWM Tank 300 Hi4-T: Early 2026

The GWM Tank 300 Hi4‑T PHEV, arriving in Australia in early April 2026, has quickly set a benchmark for electrified off-road capability.

Built on a ladder-frame chassis with part-time 4WD, low-range transfer case, and locking differentials, it keeps serious off-road hardware while adding hybrid efficiency. The Hi4‑T pairs a 2.0-litre turbo petrol engine with a 120kW electric motor through a 9-speed hybrid automatic, producing 300kW and 750Nm.

A 37.1kWh battery provides around 115km of electric-only range (NEDC) and contributes to a combined range of 955km, with 50kW DC fast charging and Vehicle-to-Load capability enhancing daily practicality. It also retains a 3000kg braked towing capacity, while features like crawl control, all-terrain modes, and adaptive safety systems make it versatile on- and off-road. Interior tech includes a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, dual-zone climate control and wireless charging.

Demonstrating its real-world capability, the Tank 300 Hi4‑T PHEV has successfully climbed Australia’s challenging Beer O’Clock Hill in full production spec.

GWM Tank 500 Hi4-T: Early 2026

The GWM Tank 500 Hi4‑T PHEV, expected in Australia later in 2026, is a larger, touring‑oriented hybrid 4×4 that brings serious capability to the segment alongside the Tank 300 Hi4‑T PHEV.

Like its sibling, it rides on a body‑on‑frame chassis with mechanical 4WD, low‑range gearing and multiple locking differentials, positioning it to compete with established full‑size wagons such as the Toyota LandCruiser Prado. Just like the Tank 300 Hi4‑T PHEV, the GWM Tank 500 Hi4‑T PHEV also conquered Australia’s challenging Beer O’Clock Hill in full production spec.

The Tank 500 Hi4‑T combines a 2.0‑litre turbo-petrol engine with a 120kW electric motor, driving through a 9‑speed hybrid automatic to deliver around 300kW and 750Nm. A 37.1kWh battery supports up to roughly 120km of electric‑only range (NEDC) and contributes to a combined driving range around 950km, with 50kW DC fast charging and Vehicle‑to‑Load (V2L) functionality enhancing flexibility. Braked towing capacity remains at 3000kg.

Denza B5: Out now

The Denza B5 joined the Australian market in early 2026 as a new contender in the large hybrid 4×4 space.

Built on BYD’s DM‑O Super Hybrid platform, the B5 combines a 1.5‑litre turbocharged petrol engine with dual electric motors and a 31.8kWh Blade battery, producing 400kW and 760Nm and offering roughly 90km of electric‑only range (WLTP) with up to 100kW DC fast‑charging support.

Unlike many crossover hybrids, the B5 is underpinned by a body‑on‑frame architecture with selectable low‑range gearing, electrically actuated front and rear diff locks and available adaptive (DiSus‑P) suspension, giving it traction and composure on gravel and more demanding surfaces as well as sealed roads. Its hybrid system is tuned to prioritise electric driving for daily use while seamlessly blending in petrol power for longer trips and challenging terrain, and a claimed combined range approaching 1000 km underscores its touring potential.

Pricing starting around $74,990 before on‑road costs places the B5 in direct sight of rivals such as the Toyota Prado, but it distinguishes itself with modern tech and strong power figures. Just like the Tank 300 Hi4‑T PHEV, the Denza B5 has proven its mettle by tackling Australia’s challenging Beer O’Clock Hill in full production spec.

Denza B8: Out now

The Denza B8 expands on the B5’s formula by adding seven‑seat flexibility, greater size and higher towing potential, making it especially appealing to families and touring enthusiasts.

Built on the same body‑on‑frame “Dual Mode Offroad” hybrid architecture as the B5, the B8 pairs a 2.0‑litre turbo-petrol engine with dual electric motors for a combined 425kW and 760Nm, helping it stand out in the large PHEV SUV space. The 36.8 kWh Blade battery supports over 100km of electric‑only range (WLTC) while enabling a claimed combined range approaching 900 to 950km thanks to its efficient hybrid system.

Underpinning the B8 is serious hardware for varied terrain and towing. It sits on a body‑on‑frame chassis with selectable low‑range gearing and electronically‑actuated diff locks, and seating is available in both six‑seat (6S) and seven‑seat (7S) layouts to suit different needs. Advanced adaptive suspension with DiSus‑P body control helps the B8 manage weight and remain composed on both highways and rougher tracks.

Inside, premium touches like a large touchscreen, high‑end audio and refined cabin materials support comfort on long journeys, while a broad suite of terrain and drive modes supports traction and confidence beyond sealed roads.

Just like the Tank 300 Hi4‑T PHEV, the Denza B8 has demonstrated real‑world capability by tackling Australia’s challenging Beer O’Clock Hill in full production spec.

BYD Yangwang U8: Late 2026 or beyond

The BYD Yangwang U8 is a full-size hybrid SUV built on BYD’s e4 platform with four independent electric motors and a 2.0‑litre turbo petrol engine as a range extender, producing around 880kW and 1280Nm. 

Its 49kWh battery is expected to offer roughly 180km of electric-only range and about 1000km total CLTC range, with individual‑wheel drive and adaptive traction systems enabling precise torque vectoring and advanced maneuvers, including tank turn capability.

Right-hand-drive prototypes have been spotted testing in Australia, supporting a potential late‑2026 or early‑2027 arrival, though no official launch date is confirmed. 

If it arrives locally, the U8 would be one of the most advanced plug-in hybrid 4×4 SUVs, with its quad‑motor layout and advanced control systems offering capabilities beyond conventional hybrid SUVs.

Looking ahead

The rise of plug‑in hybrid 4×4 vehicles represents a significant shift for Australian buyers. These are not merely soft‑roader crossovers with AWD badges; they are vehicles engineered to balance electric efficiency with authentic four‑wheel‑drive capability.

For many owners, the appeal is simple: you can drive to work on electric power, then tow a caravan, haul gear or tackle remote tracks with confidence. The blend of hybrid technology and rugged engineering offers a path toward cleaner, more efficient motoring without sacrificing the durability and capability that 4×4 buyers hold dear.

In 2026, the PHEV 4×4 segment is still young, but it’s already delivering a fascinating array of options – from everyday utes and family SUVs to serious off‑road wagons. As battery technology improves and charging infrastructure expands, this electrified chapter in 4×4 history looks set to become one of its most exciting.

I’ve always wanted to explore the Walcha area and see what explorer John Oxley was so excited about when he saw flowing rivers cutting through gorges and the rich mix of good pastures on the New England Tablelands.

I started my trip in the town of Walcha, where the elevation is just over 1000m and the weather can change in a snap. I explored the town’s heritage walking trail, visiting some of the many old buildings dating back to the late 1860s and the open-air sculptures around the town limits.

On the north side of town there’s a pioneer village and museum where visitors can see a range of buildings and collections from different eras. Alongside a diverse collection of artefacts, it also houses a Tiger Moth aircraft that was used in the district and was originally built for pilot training in the 1940s.

In the heart of town there’s also the Big Black Shed to wander around in, which is jam-packed with antiques, relics and modern-day items for sale.

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Waterfalls and dry rainforest

After a few hours around town, I headed 20km east to explore the waterfalls this area is known for, namely Apsley and Tia falls. Apsley Falls is where the Walcha plateau meets the rugged Apsley–Macleay gorge system, where the river continues east and finally meets the Macleay River.

There’s cheap camping at the falls, but it must be booked online through the NPWS website. Walking trails lead you around the top of the gorge to different viewing areas, and for the fit crew there’s a hike to the base of the falls. Just down the road is Tia Falls, where there’s also affordable NP camping, which is a great base to set off from if you want to complete the hiking trail loop to the base of the gorge and back.

An interesting fact is that the area below both these falls is considered dry rainforest, which survives in the deep gorges on the moisture provided by the waterfalls in the spray zone. The area below the falls is like a giant sponge, soaking up and slowly releasing the moisture. Oxley Wild Rivers NP protects the largest reserved area of dry rainforest in NSW, covering 10,500 hectares.

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Camping and wilderness at Mummel Gulf

With the tourist trail out of the way, I headed across the Oxley Highway and into Mummel Gulf National Park for the first of my overnight camps at New Country Swamp.

There are five designated areas beside the swamp, which is a rare montane peatland flowing into Numble Creek. The swamp lies at 1200 metres elevation, and the forest includes snow gums, mountain ribbon gum and banksia. It’s a quiet place where you may see wildlife and many birds.

Cedar-getters found quality trees here and this country was heavily logged at the turn of the century. Small-scale mining also took place, and cattle were allowed to graze in the forest. Then in 1992 forest defenders set up camp nearby and protested against the destruction of old-growth forest and the loss of wildlife and biodiversity that normally follows. They were successful, and today this country is protected as Mummel Gulf National Park, with much of it declared wilderness.

From the campsite there’s a pleasant stroll through the forest past snow gums, with a view over the swamp towards the campsite. The track continues to Mummel Gulf lookout, overlooking the deep forested valley of the Mummel River, and on a clear day you can see the top of the Barrington Mountains.

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Budds Mare and access tips

After exploring the waterfalls and Mummel Gulf I headed out to the western side of Oxley Wild Rivers National Park, travelling back through Walcha along Moona Plains Road and towards Budds Mare.

My goal was to stay in the remote gorge Riverside campground on the Apsley River, but before leaving phone service it’s necessary to book online via the NPWS website, as there are limited sites and a gate code is needed to access the last stretch of the 4×4 track into the gorge. Budds Mare is right on top of an escarpment with dramatic views into some seriously steep and rugged gorge country.

For those without a 4×4 or who don’t have the gate code, it’s possible to camp at Budds Mare. The added bonus is the new facilities, including a timber shelter with a fireplace for the cooler months, and there’s an easy walk to Paradise Rocks Lookout where you can view Riverside and the Apsley River cutting a path through the landscape.

It’s only six kilometres down to the Riverside camping area, but the atmosphere surrounding the landscape and the narrow track in is something I’d compare to driving through the Victorian High Country. There are some serious switchbacks on the narrow, steep track and it’s easy to see why trailers are banned.

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Riverside Camp and history

National Parks has set up Riverside with some pretty amazing campsites and day areas. Explorer John Oxley camped down here on the river in September 1818, then headed east towards the Tia Valley, eventually arriving at Port Macquarie in early October of the same year.

The name Riverside comes from a house that was built in 1891 where today’s camp area is, which was part of Moona Plains Station. There were several slab-built, shingle-roofed dwellings made for the stockmen working down off the tableland. Unfortunately fires ripped through around 1930 and destroyed the huts, but old farm relics can be found alongside the remains of a stone chimney.

In the 1980s plans were underway to dam the Apsley River to supply a nearby hydroelectric plant, and the steep road into Riverside was constructed to install the river gauging station. Ironically the NSW minister at the time and his wife, Neville and Jill Wran, spent three days hiking the Apsley River and were so impressed that he included this gorge in the 127,000ha gazetted for the new Oxley Wild Rivers NP.

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Campers can enjoy swimming in the nearby Apsley River and fish for wild bass that head downstream on an epic pilgrimage to spawn before returning each year. Once the sun goes down the nights are quiet and the nocturnal creatures venture out.

The park is included in the listing of the Gondwana Rainforests of Australia World Heritage area for landforms stretching back to when Australia was connected to Antarctica 40 million years ago.

The protection of this national park and its wild natural areas not only preserves the lives of countless unique lifeforms, but also ensures we can continue to enjoy opportunities to immerse ourselves in wild landscapes. After tens of millions of years without interference, where the river has clawed out deep valleys along the eastern flank of the Great Divide, the Apsley River whispers to us of something profoundly ancient and beautiful.

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Who was John William Oxley?

Explorer and surveyor-general John William Oxley played a huge and important part in the exploration that opened up large areas of eastern Australia and also helped open up parts of Tasmania (known then as Van Diemen’s Land).

Born in England, he arrived on our shores in 1802 and was immediately set to work as a coastal surveyor for several years before sailing to Van Diemen’s Land, then back to Sydney where he was granted land. He was soon appointed surveyor-general of NSW and began his exploration travels across the eastern seaboard between Bathurst and up to Port Macquarie on the Mid North Coast.

In search of new farming lands beyond the Hunter Valley, he headed north and climbed the steep, rugged ranges, traversing from west to east over the southern end of the tablelands he had discovered – today known as the New England Tablelands. In September 1818, Oxley and his expedition camped by a waterhole on the Apsley River (named after Lord Apsley) south of the current township of Walcha. He was the first ‘official’ European in the district as far as anyone knew.

Oxley wrote of this newfound country in his journal: ‘the finest open country, or rather park, imaginable. A country of running waters; on every hill a spring and in every valley a rivulet.’

Prior to Oxley coming to the area the Dungutti people had lived on the tablelands for around 6000 years, using it as a meeting place and a centre for trade. In winter the Dungutti people headed east into the gorges where there was plenty to eat and the weather was warmer.

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Essential information

Where is Walcha?

Walcha is 180km west of Port Macquarie and a little over 480km N-NW of Sydney in the New England High Country, at the intersection of the Oxley Highway and Thunderbolts Way. It is surrounded by national parks where waterfalls spill into wild rivers and thread through rugged gorges on a journey to the coast. Walcha is the oldest colonial settlement in the New England region, known for its natural beauty and rich history, with a town centre that retains genuine old-world charm.

What’s in the region?

There’s a multitude of areas to explore in the Walcha region, including camping on the Apsley River, a plethora of hiking trails into gorges and waterfalls, exploring the town’s heritage and museums, and 4×4 touring trails.

More info

The New England Tablelands is around 1000m above sea level and there are often several weather conditions in one day. The winters are cold with frost and sometimes a covering of snow, and in summer it can be stinking hot with cold nights, so be prepared for anything.

Walcha has a tourist information centre (29 Fitzroy St) that can help with what’s on in the district. To camp at Riverside in Oxley Wild Rivers NP you’ll need to book online through the NPWS website, and when you pay you’ll also receive a code for gate access. Other camping options in the area include Tia and Apsley falls and the New Country Swamp area at Mummel Gulf NP, which also need to be booked online. Walcha is a busy hub where you’ll find all services and facilities.