Ford Australia will expand its Ranger Super Duty XLT lineup later this year, confirming Single Cab Chassis and Super Cab Chassis versions will join the range as part of the MY27 update.

Until now, the XLT grade had only been offered in Dual Cab form. The new variants bring the same higher-spec trim level to buyers who prefer the more work-focused Single Cab and Super Cab body styles.

Pricing starts at $88,990 before on-road costs for the XLT Single Cab Chassis and $92,490 before on-road costs for the XLT Super Cab Chassis. Both sit $6000 above their standard Ranger Super Duty equivalents and are priced without a tray.

Equipment mirrors the existing XLT models, with leather-accented seats, heated and ventilated front seats, carpet flooring, all-weather floor mats and unique 18-inch alloy wheels.

Mechanically, nothing changes. Both variants continue with Ford’s 3.0-litre turbo-diesel V6 producing 154kW and 600Nm, paired with a 10-speed automatic transmission and full-time four-wheel drive system.

The heavy-duty credentials also remain unchanged, including a 4500kg braked towing capacity, 4500kg GVM and 8000kg GCM. The Single Cab Chassis offers a payload of up to 1982kg, while the Super Cab Chassis is rated at up to 1885kg.

What this means in practical terms

For buyers, the main change is simply more choice in how the Super Duty is specced, depending on how the vehicle is used day-to-day.

Single Cab and Super Cab versions are typically aimed at trade and fleet use, where the priority is payload, towing and durability rather than passenger space. Adding the XLT trim to these body styles means those users can step up to a more comfortable cabin setup without moving into a dual-cab layout that may not suit heavier work duties.

In the Super Cab, the rear area remains limited and is more of a storage space than a full-time seating solution, so the focus stays on two-person operation with occasional rear-seat use.

From a workload perspective, the key figures don’t change. Payload, towing and GVM remain the same as the rest of the Super Duty range, so the choice here is mainly about cab layout and interior specification rather than capability differences.

Chevrolet Silverado 2500 HD buyers in Australia will soon be able to order a factory-backed 5th wheel towing setup, with GMSV announcing a new Genuine 5th Wheel Hitch option for MY26 Silverado 2500 HD NB2 variants.

Available on vehicles built from Q3 2026, the option increases maximum braked towing capacity to 8000kg. Customers will be able to choose between a 50mm Pin Coupling or a three-inch Gooseball as part of two factory towing solutions. Pricing is set at $20,000 for the 50mm Pin Coupling option and $18,000 for the 3-inch Gooseball setup.

Both 5th Wheel Hitch options incorporate a factory air brake system, along with a range of towing-specific hardware and vehicle upgrades. These include a chassis structure and bed attachment plate, trailer connectors mounted at the front of the truck bed, trailer brake airlines, and additional interior controls and warning lights.

The 5th Wheel Hitch package will be fitted locally during the Silverado’s right-hand-drive remanufacturing process, rather than installed after delivery.

“Silverado 2500 HD customers often have serious towing requirements, and they want a solution that gives them greater confidence, capability and flexibility,” said Jess Bala, Managing Director at GM Australia and New Zealand. “The new Genuine 5th Wheel Hitch option expands what Silverado 2500 can already do for those customers, while preserving the premium refinement and heavy-duty performance they expect from the vehicle.”

Bala added, “The choice of 50mm Pin Coupling or 3-inch Gooseball means customers can select the setup that best matches the trailers they tow, while the factory-integrated air brake system adds another layer of confidence for larger combinations. It is a practical, purpose-built solution that makes the Silverado 2500 HD even more capable for customers with specialised towing needs.”

The Genuine 5th Wheel Hitch option will form part of the vehicle as supplied and will be covered under GM’s five-year, unlimited-kilometre warranty.

The new towing package is available exclusively on NB2-certified Silverado 2500 HD variants. As an NB2-certified vehicle, licensing requirements apply, and prospective owners are advised to check the relevant requirements with their State Roads Authority.

RRP

• 50mm Pin Coupling: $20,000 
• 3-inch Gooseball: $18,000 

So what does this actually mean?

This option turns the Silverado 2500 HD into a more serious heavy-towing setup, closer to US-style 5th-wheel or gooseneck towing than a standard towball arrangement.

The key change is how the trailer connects to the truck: The load is transferred through a bed-mounted coupling (either a pin coupling or gooseball) that sits over or near the rear axle, rather than from a rear hitch. This generally improves stability and control when hauling very large trailers.

The factory air brake system and added trailer brake components mean the braking setup is integrated into the vehicle rather than relying on aftermarket solutions, giving more consistent braking behaviour when towing heavier, more complex trailer combinations.

The chassis structure and bed-mounted attachment plate provide the physical reinforcement needed to handle that type of load, while the additional connectors, brake airlines, and in-cabin controls and warning lights make setup, monitoring and operation easier from the driver’s seat.

Have you been putting off that big 4WD trip? Club 4X4 wants to help fix that.

The Club 4X4 Mod Grant Competition (↗), run by Club 4X4, has launched off the back of the company’s Australia Unlocked Report, which found 94 per cent of 4WD, SUV and ute owners mainly use their vehicles for everyday driving, school drop-offs, the school run, peak-hour traffic, despite many having spent upwards of $100,000 on rigs built for off-road and touring.

The competition is offering one Australian 4WDer $30,000 worth of 4WD modifications, including parts and labour from ARB 4×4. The comp runs from June 1 to July 6, 2026.

ARB, the official mod partner, will supply upgrades from an approved range of gear. The prize is capped at $30,000 RRP (including labour, excluding GST) and excludes any power or performance-based modifications. Prizes cannot be exchanged for cash or credit.

What you can win

• 1st prize: $30,000 worth of ARB 4×4 modifications and labour
• 2nd prize: $1,000 fuel vouchers
• 3rd prize: $800 vouchers for BIG4 Holiday Parks

How to enter

Entry is free and completed online (↗). Entries are limited to one per vehicle.

The form asks a short set of questions about your 4WD, current modifications, how you use the vehicle day to day, and what your ideal setup looks like. You will also be asked about your dream Australian trip, what is currently stopping you from doing it, and which features of Club 4X4 matter most to you as a driver.

Eligibility conditions apply, including Australian residency, age requirements, and vehicle suitability for modification. Winners are selected based on the strength of their entry and contacted directly. If a winner cannot be reached within 10 days, another entrant may be selected.

Entries close on July 6, 2026, after which winners will be announced.

The Ranger Super Duty promises something we haven’t really seen before: Genuine heavy-duty capability from a midsize platform.

With towing, payload and GCM figures pushing well beyond the traditional ute segment, it’s designed to close the gap between dual-cabs and light trucks. To understand what that actually means in the real world, we’ve lined it up against one of the few vehicles in Australia that already operates in that space – a full-size American heavy-duty pick-up.

JUMP AHEAD

• Why are we comparing them?
• Real-world towing test
• Chevrolet Silverado 2500HD
• Ford Ranger Super Duty
• Real-world comparison
• Verdict
• Specs

Why we are comparing them?

On paper, the Ranger Super Duty sits in a class of its own.

Its numbers edge into territory typically reserved for imported American trucks, not locally developed utes. While vehicles like the LandCruiser are often drawn into the conversation, they serve a different purpose – built for touring rather than sustained load and towing work.

So instead of comparing the Ranger to another ute, we’ve taken a different approach. We’ve paired it with a Chevrolet Silverado 2500HD – a purpose-built heavy-duty pick-up – to give proper context to those headline figures.

At first glance, it’s an unusual match. One is a compact, work-focused platform engineered for versatility and accessibility. The other is a large, long-distance towing tool built around outright capacity. But that contrast is exactly the point. Because while these two overlap on paper, the reality is they approach the same job in very different ways – something that becomes clear the moment you start using them.

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Real-world towing test

When Ford revealed the Ranger Super Duty in 2025, it immediately grabbed attention.

Not because it was another Ranger variant, but because of the headline figures attached to it. Payload, towing and GCM numbers that push well beyond what we’ve come to expect from a dual-cab. Naturally, that raises the question: do those numbers translate into real-world capability?

To find out, we put both vehicles to work: a 3250kg tare caravan on the back for on-road towing, followed by a run into Lerderderg State Forest to test traction, clearance and low-range performance.

The Silverado 2500HD has long been the benchmark for this kind of work – a platform built to tow big loads over long distances with ease. The Ranger Super Duty takes a different approach, packaging serious capacity into a smaller, more usable and far more accessible form. Price only reinforces that divide. The Ranger Super Duty dual-cab with a factory tray lands around $110,000 driveaway, while the Silverado 2500HD LTZ Premium sits closer to $190,000.

So while the numbers might suggest these two belong in the same conversation, the real question isn’t which one is better. It’s whether they’re even trying to do the same job in the first place.

Chevrolet Silverado 2500HD

Heavy-duty capability

If you didn’t already know the details, you only really need to understand one thing: the Silverado 2500HD is one of the most capable tow vehicles you can buy in Australia.

It sits above the 1500 LTZ and ZR2, which share a similar footprint but run a lighter-duty platform with significantly lower payload and towing capacity. The 2500HD is built on a proper heavy-duty frame designed to haul serious weight. In Australia, it arrives exclusively in LTZ Premium trim at around $190,000 driveaway, placing it directly against other American heavy-duty imports such as the Ram 2500 and 3500.

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The drivetrain defines the vehicle: a 6.6-litre Duramax turbo-diesel V8 paired with a 10-speed Allison automatic and two-speed transfer case, engineered for sustained load rather than just headline numbers. But here’s the reality behind it. Out of the box, the Silverado is delivered with a GVM of 4495kg, just under the car licence limit. With a kerb weight around 3.7 tonnes, payload sits at roughly 700–750kg – tight for something of this size.

To unlock its real capability, you need to step up to NB2 light-truck registration, lifting GVM to around 5148kg and adding roughly 650kg of payload. That’s where ownership changes. You’ll need a light-truck licence, you’re subject to zero BAC, registration costs increase and there’s an annual inspection requirement. It’s not prohibitive, but it shifts the vehicle firmly into light-truck territory rather than large-ute territory.

Externally, the MY25 update is subtle, with minor front-end revisions and blacked-out badging. It remains big, upright and imposing, with real presence on the road.

Interior space and comfort

Inside is where the Silverado leans into its size advantage.

The cabin is enormous. Five adults fit comfortably, the rear floor is completely flat and there’s simply more space here than in anything else on the market short of a van. For long-distance work, that matters.

The MY25 update brings a larger infotainment screen and digital instrument cluster. Both are easy to use, though the interface already feels slightly behind newer US offerings.

Cabin quality has improved, with tighter fit and fewer rattles than older conversions, but it’s still not quite at the level of a factory right-hand-drive vehicle. That’s the reality of the remanufacturing process – it’s very good, but not perfect.

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Safety and towing tech

What matters here is how the Silverado manages towing.

Adaptive cruise control adjusts following distance based on trailer weight, which is genuinely useful when hauling big loads. The camera system is another highlight. Multiple views around the vehicle, plus a digital rear-view mirror that can take a feed from a trailer-mounted camera, make a real difference to visibility when towing.

Add in the power-extending towing mirrors and managing both the vehicle and a trailer becomes far easier than you’d expect.

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On-road performance

On the road, the Silverado is all about effortlessness.

The Duramax V8 delivers performance that feels almost excessive. Even at 3.7 tonnes, it accelerates with ease and, when towing, it barely feels like it’s working. The Allison 10-speed is smooth and well sorted, and the overall driving experience is far more refined than you’d expect from something this large.

Where it falls short is in ride control. The front end carries a lot of weight, and over Australian roads it can feel underdamped, particularly at speed – something many owners address with aftermarket suspension.

And then there’s the size. In open or rural environments, it makes sense. In tighter areas, it quickly becomes a liability. Parking, narrow streets and urban driving all require planning – this is not a vehicle that shrinks around you.

Off-road capability

Off road, the Silverado is capable, but not convincing.

It has the hardware – low range, traction control and an automatic locking rear differential – and it will push through basic terrain without issue. But it’s not designed for tight or technical work. Clearance is limited under the belly, articulation is modest and its sheer size restricts where you can realistically take it.

Where it works best is in open environments – dirt roads, paddocks and low-traction surfaces such as boat ramps – where stability and mass are advantages rather than limitations. It can be built into a serious off-road platform, but in factory form, that’s not its focus.

Fuel consumption

Fuel use matters, particularly at the moment.

Towing a 3250kg caravan, expect consumption in the high teens in L/100km, with some variation depending on setup. Larger tyres and modifications can push that into the 20s. Unladen, it improves to around 9-12L/100km on the highway and 12-15L/100km in urban driving. With a 136L tank, that gives a realistic range of 700-800km towing and more than 1000km unhitched.

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Ford Ranger Super Duty

Heavy-duty design and drivetrain

The Ranger Super Duty sits outside the normal Ranger line-up. It’s not about luxury or performance – it’s built for work. Carry more, tow more and do it consistently.

At around $110,000 driveaway for a dual-cab with a factory-painted tray, it sits at the top of the range, even above Raptor and Platinum. But unlike those vehicles, it’s chasing capability, not comfort. Mechanically, that’s clear. The 3.0-litre V6 turbo-diesel has been recalibrated for heavy-duty use. Power is down on other V6 Rangers, but torque holds at 600Nm, delivered in a flatter, more usable curve. It doesn’t feel quick, but it feels right for the job.

Underneath is where it separates itself. The transfer case is a billet unit, the front differential – complete with locker – is derived from the Bronco Raptor, and the rear differential comes from the Transit range. These are durability-focused components, chosen to handle sustained load rather than outright performance.

The track is wider than a standard Ranger, giving it a more planted stance and allowing for larger tyres – General Grabber AT3 all-terrains from the factory. Visually, it has presence. The wide stance, raised intake and Super Duty bonnet stamping give it a purposeful, industrial look.

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Cabin and usability

Inside, the Super Duty reflects its brief.

This is not a luxury Ranger. It’s a durable, work-focused cabin designed for people getting in and out all day, not polishing leather on the weekend. The infotainment screen is large and familiar, and while it doesn’t get the full digital setup of higher-spec models, everything is clear and easy to use. There’s nothing complicated here – it just works.

The seats are cloth, and that suits the vehicle. For long-distance driving, cloth remains comfortable and practical, avoiding the heat and stickiness of leather or vinyl. The seats themselves are supportive, and the driving position is excellent.

Storage and practicality are solid, with plenty of usable space and charging points throughout. More importantly, the build quality is strong. Ford has been improving in this area for years, and it shows – everything feels tight, with no obvious squeaks or rattles.

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Load and safety systems

Safety is a key part of the Super Duty’s appeal, particularly for fleet and commercial buyers.

It carries the expected suite of driver-assistance systems, but more importantly adds tools that directly manage load and towing risk. The onboard scales system allows drivers to monitor payload in real time, helping ensure the vehicle isn’t overloaded before setting off. Smart Hitch estimates towball download, giving immediate feedback when hitching and helping get load distribution right.

Compared to more traditional heavy-duty wagons, the Ranger offers a more complete safety package, particularly for commercial use.

On-road behaviour

On road, the Super Duty is better than it has any right to be.

The General Grabber AT3 tyres trade a small amount of grip and refinement for versatility, but they suit the vehicle’s purpose. This is a work platform expected to operate across mixed conditions, not a highway-focused ute.

The engine feels different to other V6 Rangers. There’s less urgency when overtaking and it doesn’t have the same punch at higher speeds, but the torque delivery is strong and consistent. It builds speed steadily rather than aggressively, which suits its heavy-duty calibration.

Ride quality is the standout. For a vehicle with this level of payload capacity, it performs remarkably well unladen. It’s not as plush as a Platinum or Wildtrak, but it’s far more composed than expected, and settles further again with a load on board. The wider track helps here too, giving it a more stable and confident feel at speed. Refinement is solid. There’s some intake and turbo noise from the raised intake, but overall it remains quiet and comfortable.

Crucially, it’s easy to live with. It’s still a large vehicle, but nowhere near the scale of a full-size truck, with good visibility and a footprint that works in everyday environments.

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Off-road capability

Off road is where the Super Duty really delivers.

It runs a proper dual-range transfer case, locking front and rear differentials and a suite of terrain modes designed to manage traction across different surfaces. In practice, many drivers will default to low range and use the lockers manually, but the systems are well calibrated and effective.

The standout feature is Trail Control. It acts as off-road cruise control, managing wheel speed and traction more precisely than most drivers can with the throttle. On steep or loose climbs, it allows the vehicle to find grip and maintain momentum without excessive wheelspin. Tyre performance is solid. The Grabber AT3s aren’t the most aggressive option, but they provide consistent grip across a wide range of conditions.

Suspension performance is impressive given the vehicle’s load focus, though it remains an IFS platform. Articulation is good rather than exceptional, but ground clearance is strong and overall capability is high. Features such as Trail Turn Assist further improve usability on tight tracks, effectively reducing the turning circle when used correctly. Put simply, this is one of the most capable independent-front-suspension utes currently on sale.

Towing and fuel use

Towing performance is strong, but not effortless.

With the 3250kg tare Wonderland caravan attached, you’re aware of the load. It builds speed steadily and requires more planning when overtaking, but remains stable and predictable.

Tow/haul mode is effective and worth using, holding gears longer and improving engine braking. Fuel consumption reflects the workload. Expect low-to-high teens in L/100km when towing. Unladen, it settles into 10-12L/100km on the highway, with urban driving in the low-to-mid teens. A larger fuel tank than standard Rangers improves range for long-distance touring.

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Real-world comparison 

We tested both vehicles the way owners actually use them – towing a 3250kg Wonderland caravan on road and heading off road into Lerderderg State Forest to assess traction, clearance and low-range performance.

On the road, the difference is immediate. The Silverado 2500HD feels effortless. With or without a trailer, it carries weight without strain, and the experience is more long-distance tourer than work vehicle. Hitch up a heavy van and it simply gets on with it.

The Ranger Super Duty, by contrast, feels like what it is – a heavy-duty ute. It tows confidently and remains stable, but you’re more aware of the load. It builds speed steadily and requires more planning, but still gets the job done comfortably.

Off road, the roles reverse. The Silverado is capable, but its size, clearance and limited articulation quickly become constraints. It’s better suited to open terrain – dirt roads, paddocks and low-traction surfaces – than tight or technical tracks.

The Ranger Super Duty thrives here. With locking front and rear differentials, low range and well-calibrated traction systems, it’s one of the most capable IFS utes on sale. Systems such as Trail Control make steep climbs easier to manage, and its size remains workable on tighter tracks.

Ultimately, both vehicles nail their intended purpose. The Silverado is unmatched for long-distance towing and comfort, but comes with compromises in size, price and ownership complexity. The Ranger Super Duty is easier to live with, highly capable off-road and delivers serious load and towing capability in a more usable package.

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Final verdict 

On paper, this looks like a head-to-head. In reality, it isn’t.

Yes, the Ranger Super Duty and Silverado 2500HD overlap in the numbers – GCM, towing capacity and payload – but spend any real time with them and it becomes clear they’re solving the same problem in completely different ways.

If your job is covering distance, with or without a heavy trailer, the Silverado is unbeatable. It tows with an effortlessness that nothing else on sale here can match, and does it with a level of comfort and refinement that makes long days behind the wheel genuinely easy. Unlock its full capability through NB2 registration and it becomes an incredibly serious tool – albeit one that comes with cost, size and ownership compromises.

The Ranger Super Duty takes a different path, and arguably the more relevant one for Australia. It delivers genuine heavy-duty capability in a package that’s easier to live with, easier to run and far more capable off road. For agricultural, industrial and fleet use, it’s hard to argue there’s a better ute on sale right now.

So which wins? It depends entirely on your use case. If you need a long-distance towing platform, it’s the Silverado. If you need a do-it-all workhorse that can go anywhere, it’s the Ranger. Truth is, if you had the space and the need, you’d own both.

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Specs

• UPDATE 1: From the showroom to the tracks
• UPDATE 2: Mods tested in the Vic High Country
• UPDATE 3: Bigger tyres give the Grenadier a boost in the bush
• UPDATE 4: Grenadier to the rescue
• UPDATE 5: Mud and maintenance

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

Part 2: Mods tested in the Vic High Country

The Grenadier wave is alive and well. I used to get the Jeep wave back when I had a JK Wrangler and was wondering if Ineos owners would do the same. Well, they do! I even got a wave from a guy in a 110 Defender – maybe the sun was in his eyes?

This month has seen quite a few kays racked up in the Grenadier. I wish I could say they were all off-road kays; sadly not. As a daily driver, though, I’m really enjoying the Grenadier. It has such a nice ride – comfortable on the tarmac and even better when you hit the dirt. I think they’ve done a great job with the suspension tune.

I headed up to Mt Disappointment in Vic this month to shoot a HiLux vs Ranger comparo. One of the tracks we drove was pretty gnarly and it was the first time I needed the rear diff lock. Once engaged, the Grenadier just walked up in low range – no issue. The way it moulds itself to the terrain is amazing to watch. It also does all the hard work for you. I tried picking the worst lines and it just ate them up.

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I used the freshly fitted Rhino-Rack Pioneer platform to photograph the utes from. I went for the three-quarter length option as it still allows me to open the safari windows. It was $3688 plus fitting. It’s great now – the factory ladder on the back door actually goes somewhere! I also fitted a set of MaxTrax up on the platform – thanks Matt.

A factory Ineos roo bar ($2720), rock sliders ($1921) and checker plates ($560) were also fitted. The roo bar is a smart design that works with the existing factory bumper. You just take a couple of caps off and it bolts straight on. Job done! The rock sliders are also well designed and solid. They bolt directly to the chassis rails and offer a twin-tube setup. The checker plates sit on top of the front guards and allow up to 120kg load. Luckily I’m only 103kg, so I’ve been up there quite often just because I can.

Hopefully I won’t have to test out the roo bar. The rock sliders, however, have had their first slide. Yes, it was a little painful, but I figure that’s what they’re for. They feel super strong and can take the weight of the Grenadier no worries. Plus, the scratches are underneath so I can’t see them.

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I had to top up the AdBlue this month. It gave me a warning that it was running low, which was handy. The front parking sensors have been triggering at random. Apparently it’s some dirt stuck on the edge of a sensor that’s setting it off. No big deal, as you can manually turn them off and it stops the beeping. I might try giving them a proper clean.

Next mods? I want to try a bigger tyre size. The standard 265s are fine and do a great job, but I’d love to see those guards filled a little more. Maybe a 295? Mud-terrains? Let’s see what happens.

• Kilometres this month: 5300km
• Average fuel use: 12.4L/100km

Part 3: Bigger tyres give the Grenadier a boost in the bush

New tyres for the Grenadier this month. I had my local tyre store (thanks Tyrepower Mornington) fit five BFGoodrich Mud Terrain KM3s in a 295/70R17 size, at $590 each.

The original BFG All Terrains weren’t worn out and were still doing a great job; I just wanted to try a bigger size than the standard 265/70R17 tyres fitted as stock. I had a set of KM2s on a JK Wrangler about 15 years ago, so it is going to be interesting to see how the KM3s compare.

Standing the 295 Mud Terrains next to the original tyres, the size difference is noticeable without being extreme. I think it’s a worthwhile upgrade for the Grenadier, especially considering it’s on stock ride height and wheels. I also like that BFG has done away with the white lettering – I was never a fan. Clearance to the brake lines has reduced slightly, but I don’t think it will be an issue. There are also no signs of rubbing, even with the suspension fully articulated, which is reassuring.

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With the first opportunity, I headed to the Yarra Valley in search of mud. It’s been a dry summer in Victoria, so finding mud hasn’t been easy. The only option was to head to Toolangi State Forest, where I knew I’d be guaranteed to find some. To get there, I had a fair amount of highway driving to cover. The KM3s are definitely louder on-road than the ATs, but nothing you couldn’t live with, even as a daily driver. You do feel a touch more tyre roll through corners because of the taller sidewalls, but overall the ride is better. It’s simply a more comfortable experience now, both on- and off-road.

Before any mud could be sprayed, I found Rocky Track, dropped the Grenadier into low range and began the climb. If you’re familiar with Rocky Track, you’ll know it’s a very challenging drive. I completed the first section fairly easily with the centre and rear diffs locked. The aggressive sidewalls on the KM3s helped bite into the rocks and push the Grenadier forward.

The second section is much tougher, and line choice really matters. With the front locker engaged, I continued to make forward progress. The rock rails were taking a beating and things were getting pretty serious. I’m confident the Grenadier would have made it to the end of Rocky Track, but I chose not to push on. With just the two of us in one vehicle, it wasn’t worth the risk. If we got stuck – or worse – there was no one around to help. It’s a serious track.

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So my son William and I headed off in search of muddy tracks, and we found them. The KM3s performed exactly as you’d expect in sloppy conditions. Where the ATs would turn into slicks, the KM3s cleared mud far more effectively. I’m really impressed with the BFGoodrich Mud Terrain KM3s so far and happy I opted for the larger size.

They suit the Grenadier perfectly and make it an even more capable vehicle. I also fitted the new MAXTRAX Recovery Shovel this month. It’s a clever storage solution, with the shovel and extension handle integrating neatly with MKII and Extreme MAXTRAX boards. Hopefully I won’t need to use it too often.

One thing I would like for the Grenadier is a way to shade the safari windows. Don’t get me wrong, I really like them and at least one side is nearly always open, but there are times when the sun is directly overhead and some sort of shade system would be ideal. Maybe that’s my next mod?

• Kilometres this month: 4650km
• Average fuel use: 12.7L/100km

Part 4: Grenadier to the rescue

Are you busy right now? We have a slight need for a tow from a 4×4.

This was a message I received on a rainy Wednesday afternoon at around 1pm. Do you need help? I wrote back. Yes please! The message had come from my son Charlie’s friend, Sylvan. He was in a hired MG hatchback on a steep dirt road, doing P-plater things, and it had just started raining heavily. Yes, I do have a 4×4, I thought. So, I headed off to try and help.

The first thing I thought when I arrived at the muddy location was that he had put in a decent effort to get that far down the track in a 2WD hatch! It was a rental car, after all. A car that, now, was going nowhere under its own steam.

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We were on a slippery track between farms near Red Hill and the rain was getting heavier. At this point, I was very happy that I had recently switched to BFG Mud Terrains; they were about to get a proper workout. So, I positioned the Grenadier close enough to the stricken rental, secured the snatch strap and gave Sylvan some brief instructions. With the Grenadier in low range, I started to reverse up the track slowly, waiting for the slack to be taken up.

This gentle approach just didn’t work. As soon as the slack was gone, the INEOS was spinning all four wheels on the spot, gymkhana-style, and we were going nowhere. For a second, I thought we might actually be cooked here, as the track was getting worse by the minute. So, take two, and the plan this time was to use some speed and hopefully snatch the hatch into forward movement.

With Sylvan ready, it was go time. I also engaged the rear diff lock on this attempt. I drove the Grenadier backwards at a brisk pace and, when the slack took up this time, the MG lunged forward. Now the Grenadier was doing it easily and I towed the rental car all the way up the hill. Sylvan and I were both really impressed with how well the Grenadier got this job done. A quick pressure wash on the MG and no one will ever know!

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This month, the Grenadier received some new bits in the form of an XSPEC 30L gravity-feed diesel tank with a 12V transfer pump (↗). On the passenger side, we also had an XSPEC storage locker (↗) and an XSPEC 20L lockable jerry can holder (↗) fitted with an ONTAP 22L portable shower (↗). These products were mounted to the Grenadier with the XSPEC rear-window utility frame (↗).

We tried out the ONTAP portable shower while out surfing for the day with my son William. It’s really simple to use. Just fill it up before you head out and then insert the plug into a 12V outlet. The Grenadier has one in the rear load area, which is great.

The storage locker next door is also really handy. I stored the hose and seven-function spray gun in there, along with some snacks. I could also see the shower system being really useful to spray down mountain bikes after a day off-road. All these products from Expedition HQ are well designed and very well integrated into the Grenadier. Hopefully, I won’t have to fill up the 30L diesel tank too often, as fuel prices this month were hectic!

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Also this month, the Grenadier’s front windscreen took a beating. I was on a narrow country road – the type where you need to drop a wheel into the gravel – when a big tipper truck passed me in the opposite direction. It managed to throw up enough rocks that I had three cracks appear all at once. Great!

I feel the upright design of the Grenadier windscreen – much like my old Wrangler’s as well – makes it more prone to getting stone chips. Not much you can really do, though. The Grenadier is asking me to be serviced, so I’ll let you know next month what the INEOS dealer service experience is like.

• Kilometres this month: 2300km
• Average fuel use: 12.5L/100km

Part 5: Mud and maintenance

A 15,000km service, new factory accessory and a proving-ground hill climb keep the Grenadier busy this month.

So after kindly asking me to have its first service done, I booked the Grenadier in at Cupra Brighton – yes, they service and sell Ineos as well. It’s the closest dealership to where I live on the Mornington Peninsula. Still, at 85km away it’s not really that close. This is the downside of having a vehicle from a smaller manufacturer; you just don’t have a dealership in every suburb. Hopefully the service is good and I will forget about the distance to get there.

The Grenadier was in for its first service at 15,000km. When I dropped the Grenadier off at the dealership, Lincoln, to his credit, made it all happen around my busy work schedule. It’s really great when a service centre has this flexibility, and also nice to deal with just one person who can get the job done efficiently.

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I did feel bad that I dropped the Ineos in for service with mud dripping off it. Hopefully they were thinking that at least I use it properly, and not upset at me for making the workshop floors filthy. Sorry!

I received the call from Lincoln to come and pick up the Grenadier. It was ready to go. For the first service they changed the engine oil, air filter, HVAC filter, water-separator filter – so many filters! – and also changed the oil in the front and rear diffs. Total cost was $975.

They gave the Ineos the best clean it has ever had. It actually looked Scottish White again! While I’m not a fan of shiny tyre spray on 4×4 tyres, the BFG Mud-Terrains looked brand new and actually black for once. I have to admit I didn’t want to get it muddy for a week or so after that, so I stuck to mall crawling and posing with all the other pristine off-roaders on Sorrento’s main street.

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Mods this month? I fitted an Ineos factory accessory, the Tailgate Table (↗). It bolts inside the larger rear door and sits flush when not being used. It’s simple to fold out and gives you a handy flat surface for tools, equipment or even campsite cooking gear. I use it to hold my camera bag when I’m out on a shoot and have the rear of the Grenadier opened up. The black finish means it blends in perfectly. It does occasionally give a little rattle when you’re on a really rough dirt road, but I can live with that.

The KM3s have been seeing some action as it’s winter now. I have put the rear skid plate to good use as well. Not many 4x4s have a factory rear bash plate and when I first saw it I thought it may be overkill. Recently, however, I have noticed wear marks on it, so it does get used and, in doing so, protects what’s under it – mostly the exhaust system. The front bash plate has also seen some action, as it now has a very slight bend to it.

The Grenadier spent much of the past month parked up at the airport as I have been on back-to-back automotive launches. I did get to have some fun though. One of these launches was at the former Holden Proving Ground at Lang Lang. While everyone was having lunch, I jumped in the Grenadier and headed out to the 4×4 test area. There is a fairly steep gravel climb that really tests a stock 4×4. Not everything makes it up here, so I went up in the Grenadier in high-range 4×4 with no drama at all.

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Bored with that climb, I spotted a way steeper one that I think was designed for tanks to go up. I wanted to try it, but the angle seemed more than 45 degrees and it looked scary. Do I do it or not? I was also missing lunch, so with that I gave it a crack.

Low range and all three diffs locked, I started to climb. All I could see was sky and I thought it might topple backwards, such was the steepness of the thing. I gave it more throttle than I should’ve, as I wanted it over with.

The Grenadier popped over the top and I was up! It managed it really easily and I headed back before the pies got cold. 

• Kilometres this month: 1650km
• Average fuel use: 12.9L/100km

There’s a reason the Triton shows up so often in reader submissions: It’s an easy ute to justify building. The price of entry is lower than most rivals, parts and aftermarket support are everywhere, and the factory underpinnings are tough enough to take a real hammering once the mods start going on.

That accessibility shows in the spread of builds owners send in. Plenty are kept deliberately simple: A bull bar, a snorkel, a modest suspension lift and a decent set of all-terrain tyres is often all it takes to turn a daily driver into something capable of a High Country weekend. At the other end, owners building for long hauls add long-range fuel and water, lithium battery setups, slide-on campers and full recovery kits, turning the same platform into a self-sufficient travel rig.

The destinations tell their own story. Victoria’s High Country is the constant, but the Triton turns up everywhere from Cape York to Tasmania, the Flinders Ranges to a full lap of the country. Whatever the build budget, owners are getting out and using these things, which is exactly what makes the Triton worth building in the first place.

SUBMIT YOUR HILUX BUILD

Want to see your Triton build here? Jump on over to the 4X4 Australia Facebook page and show us your rig!

2020 Mitsubishi Triton GLX+

Submitted by Allan Jones

Bought stock off the showroom floor, Allan Jones’ GLX+ has spent the past few months turning into a proper Cape York-ready tourer.

Up front, a Rockarmor GT bull bar carries Stedi 8.5-inch Type-X Sport spotlights and a 9.5 Runva winch, with a 41-inch Stedi light bar across the roof. An ArmorMan 4×4 aluminium canopy and racks sit on the tray, Rockarmor rock slider side steps protect the flanks (Jones reckons they’ve paid for themselves a hundred times over), and a Rockarmor rear protection bar finishes off the armour.

Underneath, a Loaded 4×4 40mm suspension lift with 500kg-rated rear leafs handles the extra weight, riding on Goodyear Wrangler 265/75R16 tyres wrapped around -10 flat-black steel Sunraysia rims.

Camping and recovery gear runs to twin rear drawers from Bodyline, a 95-litre Engel dual-zone fridge, a Hi-Lift jack and long-handled shovel, and a Darche 270 awning. Still on the list: a long-range tank, snorkel, three-inch exhaust and an Off Grid 12-volt system.

Based in Victoria, Jones cut his teeth wheeling around WA while based in Karratha and still misses his old 80 Series, but reckons the Triton has found the right balance between off-road capability and touring comfort. A Victorian High Country trip is locked in, with a Cape York run pencilled in.

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2021 Mitsubishi Triton Black Edition

Submitted by Hamish McKay

Hamish McKay’s Black Edition trades some factory polish for off-road hardware, without giving up its touring manners.

A Hamer bull bar sits up front above a two-inch EFS suspension lift, running on 18×9 +12 ROH Raid alloys wrapped in 285/60R18 Maxxis Razr AT tyres. A Safari snorkel feeds the engine, with the factory flares modified slightly to clear it. Up top, a Crown canopy covers the tray, Stedi EVO spotlights add to the lighting, and Razorback seat covers protect the interior.

The ute is based in North Otago, New Zealand, where the photo was taken at Mount Cook, but McKay’s standout trip so far has been closer to home, through the Hopkins Valley and Oteake Conservation Park.

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2000 Mitsubishi Triton V6

Submitted by Dyllan Nichols

Dyllan Nichols keeps this V6 Triton simple, with just enough gear added to take it well beyond showroom spec.

A genuine factory bull bar sits up front, with a Carryboy canopy and liner covering the tray. A JRP temperature gauge keeps an eye on things, and Lightforce spotlights add some extra reach after dark for the lighting setup. Stanley, on Tasmania’s north-west coast, has been the best place Nichols has taken it so far.

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2021 Mitsubishi Triton GLS

Submitted by Grant McGregor

Grant McGregor and his wife are taking their GLS dual-cab around the entire country, and they’ve built it to live in rather than just visit.

The tray carries a Mulgo slide-in tub camper, backed by a 120-litre ARB Frontier long-range tank and a separate 120-litre water tank. A 400W solar setup feeds a 170Ah Bluetti power station, which runs a slide-out kitchen complete with induction and air-fry cooking. A Mirack swing-out spare wheel carrier keeps the rear tidy, while a Pedders 3200kg GVM upgrade, part of the suspension package, keeps the loaded rig legal. McGregor and his wife are currently about halfway through a 12-month lap of Australia in the GLS.

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2019 Mitsubishi Triton GLS

Submitted by Kent Arc

Kent Arc’s GLS has covered plenty of ground, and the spec sheet backs up the kilometres.

Underneath, a two-inch Bilstein suspension lift sits above 31-inch Pirelli tyres. Ironman 4×4 supplies the bull bar, steps, brush bar and rear bar, while a Safari snorkel handles water crossings. A 23Zero rooftop tent and a custom service body canopy round out the touring setup. Based in Victoria, Arc has put the Triton to work across South Australia, Western Australia, New South Wales and Queensland.

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2015 Mitsubishi Triton MQ

Submitted by Liam Fenwick

Liam Fenwick’s MQ Triton is built to live out of, and the spec list reads like a touring shopping list.

It runs 265/75R16 tyres on ROH Vapour wheels, sitting on a two-inch Old Man Emu suspension lift. On top, a Rhino-Rack platform carries a Darche 180 awning, and an Ironman 4×4 canopy with bar work covers the tray. Inside, fitted drawers hold a 45-litre Kings fridge on a slide, powered by a 125A Enerdrive lithium battery running through a 2000W inverter. A Travel Buddy 12-volt oven and an ARB compressor running the rear locker complete the camping side.

Up front, an ARB Deluxe bull bar carries Kings 8.5-inch Laser driving lights for the lighting and a Kings 12,000lb winch for recovery. An Ironman 4×4 four-inch snorkel and a three-inch exhaust round out the build, with Fenwick admitting there are probably a few more additions he’s lost track of. The Victorian High Country is the standout so far, and Fenwick is already planning his next trip back.

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2022 Mitsubishi Triton MR

Submitted by Darren Gross

Darren Gross keeps mods modest on this MR Triton, because the Victorian High Country doesn’t ask for much more than the basics done well.

Protection comes from an ARB bull bar, a Safari snorkel and an Ironman rear bar. It rolls on 17-inch HiLux steel rims wrapped in 265/65R17 Bridgestone Dueler M/T tyres, with Rough Country spotlights for the lighting. Everything else stays stock.

Gross is a regular around Woods Point, the Howqua Valley and the Victorian High Country, with the Wonnangatta Valley via Dargo and Talbotville lined up as the next trip.

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For most travellers, Newman is a dot on the map. A mining town in the heart of the Pilbara where the red dust never really washes off and the horizon seems to stretch forever. 

You roll in for fuel, supplies and maybe a night at the pub before heading off again. But linger a little longer and you will discover that Newman is surrounded by some of the most underrated 4X4 adventures in Western Australia. 

This is hard, ancient country. The kind of landscape that reminds you how small you are the moment you step away from the bitumen. Rugged gorges cut through iron-rich hills. Creek beds twist their way through spinifex flats. Rock art sits quietly on sandstone walls, telling stories that go back thousands of years. And tucked away beyond the mine roads and cattle tracks are destinations that deserve to be on every serious four-wheel driver’s bucket list.

If you like your travel remote, your tracks challenging and your campsites far from the crowds, Newman delivers in spades. Here are five experiences around town that will get your 4×4 dirty and your sense of adventure firing.

Hickman Meteorite Crater and Punda Rock Art

This is one of those drives that feels like you are being let in on a secret. Locals know about it, and the staff at the Newman Visitor Centre (↗) will quietly point you in the right direction if you ask. But it is not something you will find splashed across brochures or billboards.

The first rule of exploring this area is preparation. This is remote country, and once you leave the main roads, there is no safety net. Let someone know where you are going and carry plenty of water. Make sure your spare tyres are in good condition and that your recovery gear is ready to go. This is not a place to be complacent.

From Newman, follow the directions provided by the Visitor Centre and reset your trip meter at each turning point. Those little distances matter out here and missing one turn can send you down a maze of exploration tracks that all look the same after a while. The drive initially follows the BHP access roads before peeling off towards Kalgan Pool, then onto a rougher track once you turn at the Punda Rock Hole sign.

After about 13km, you reach a crossroads that marks the gateway to two of the region’s most remarkable sights. Straight ahead leads to Punda Rock Art. Left takes you towards Hickman Crater. Neither is signposted, which only adds to the sense of discovery.

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The track into Punda is short, tight and slow. It winds through low scrub and rocky ground, and if you are not confident, you can park and walk the final stretch. What waits at the end is well worth the effort. The petroglyphs here are some of the finest I have seen anywhere in Australia. Carved into the rock faces are images of animals, people and symbols that speak of a culture stretching back tens of thousands of years.

Standing among this art, you feel like you have stepped into another time. There is a stillness here that is hard to describe. Just remember, this is a registered Aboriginal site. Take nothing but photos and leave nothing but footprints. Tread carefully and with respect.

Back at the crossroads, head towards Hickman Crater. This is where the importance of your trip meter really comes into play. Several side tracks branch off along the way, and it is easy to second-guess yourself. Hickman Crater was only identified in 2007 when government geologist Dr Arthur Hickman spotted it on Google Earth. What looks from above like a simple circular depression turns out, on the ground, to be an impressive meteorite impact site estimated to be around 50,000 years old.

You can drive right up to the rim and step out just metres from the edge. A short walk gives you sweeping views across the crater and the surrounding Pilbara landscape. It is a humbling place. You cannot help but think about the moment a space rock hit the earth and changed this patch of country forever.

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Kalgan Pool

If there is one drive around Newman that perfectly blends four-wheel driving with jaw-dropping scenery, this is it. The track into Kalgan Pool is an adventure in its own right, and the destination is nothing short of spectacular.

Finding the start of the track can be confusing the first time. After turning onto the BHP access road and crossing the railway line, turn left immediately and follow that track for a couple of kilometres. Pass the Eagle Rock sign and keep going until you reach the Kalgan Pool sign just before the bridge. From here, the sense of isolation really begins.

The road becomes narrower and rougher. Corrugations shake the dust loose from every panel of your vehicle and washouts keep you on your toes. Cattle wander across the track like they own the place, and then you reach Kalgan Creek.

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This is where the drive turns magical. Water crossings begin to appear, and in places the track actually runs in the creek bed itself. Depending on the season and recent rainfall, water levels can range from ankle-deep to bonnet height. Always stop and check before driving through. If another vehicle has just crossed, have a chat and ask about the depth and bottom conditions. It is the bush way of looking after each other. Allow around two hours to get from Newman to Kalgan Pool and do not rush it. This is a drive to enjoy, not to drown your 4X4.

The pool itself sits at the base of towering rock walls that glow orange and red in the afternoon light. Ghost gums line the banks and reflect perfectly in the still water. Locals have installed a rope and ladder to help swimmers climb in and out when levels are high. Turtles sun themselves on fallen logs while birds dart between the trees. Every now and then, you might spot a python sliding quietly through the undergrowth.

This is the kind of place that makes you forget you are only a short drive from a busy mining town. It feels wild and untouched, and it invites you to slow down, breathe deep and soak it all in.

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Mount Newman

For those who live for tough tracks and steep climbs, Mount Newman delivers a challenge that demands respect. This is not a casual Sunday drive, it’s the sort of track that tests your 4×4, your judgement and your nerve.

The turn-off is not signposted, and you need to rely on your GPS. Head north on the Great Northern Highway towards Port Hedland for around 23.5km. The track appears on your left, and once you duck under the powerlines, keep straight at the first Y junction and prepare for things to get serious.

This is the place to air down your tyres. Traction becomes critical from here on in, and lower pressures will make a world of difference. The track drops into a gully before climbing steeply ahead. Loose rock, sharp ledges and deep ruts demand careful line selection.

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At this point, you face a choice. The direct climb is steeper than it looks and unforgiving if you lose momentum. The safer option is to take the track to the left past a dumped caravan and follow the ridgeline up. It is still challenging, but far more forgiving.

Eventually, you reach a turnaround point where driving ends and the hike begins. From here, it is a 3km return walk to the summit. The climb is steep, exposed and definitely not for the faint-hearted. From my drone, I could see wheel tracks leading almost to the top, but without solid local knowledge, I was not prepared to risk it.

Standing at the turnaround point, looking up at the peak, you understand why Mount Newman is included on this list. It is not just about getting there; it’s also about pushing your limits and earning the view.

Ophthalmia Dam

Not every adventure has to involve low range and white knuckles. Sometimes the best part of a trip is finding a place to slow down and enjoy the simple pleasures of being in the bush, and Ophthalmia Dam offers exactly that.

Just 16km north-east of Newman, this tranquil spot sits nestled among the rugged Ophthalmia Ranges. The dam was created in 1981 when the Fortescue River was impounded, and today it is a popular recreation area for locals and travellers alike.

Getting there is easy. Head south on the Great Northern Highway towards Meekatharra, then turn onto the Marble Bar Road. At Jimblebar Junction, take the right turn and follow the signs to the dam. The dirt road can be corrugated in places, but it is suitable for all vehicles in dry conditions.

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Once you arrive, you will find shady gums, picnic shelters, barbecues and clean toilets. It is the perfect place for a long lunch, a lazy afternoon and a bit of birdwatching. Pelicans glide across the water while egrets stalk the shallows. The reflections of the ranges shimmer in the late afternoon light.

There are health warnings associated with the dam due to bacteria and mosquito-borne diseases, and swimming is not recommended. But that does not detract from the experience. Sit back in the shade, fire up the barbecue and enjoy the serenity. After days of dusty tracks and hard driving, Ophthalmia Dam feels like a well-earned reward.

Wanna Munna Rock Carvings

The furthest destination on this list is also one of the most powerful. The Wanna Munna Rock Carvings site lies along Weeli Wolli Creek, around 75km from Newman towards Port Hedland. It is a place that demands time and quiet appreciation.

The turn-off is no longer easy to miss as the long-lost signpost has reappeared. From the highway, it is only a short 1.5km drive to the small car park. From here, the real journey begins on foot. Walk down into the creek bed and follow the gorge as it winds between sandstone walls. On both sides, carved into the rock, are countless petroglyphs: kangaroos, emus, human figures and abstract patterns. Some are bold and clear, while others are faint and weathered by time.

You can easily spend hours here wandering from panel to panel, discovering new details in each carving. The setting is peaceful, and the ghost gums offer shade. Rock pools hold clear water after rain, and if you’re lucky, kangaroos will come down to drink, barely acknowledging your presence.

As with all Aboriginal sites, respect is paramount. Do not touch the carvings and don’t climb where it may cause damage. This is not just a tourist attraction, it is a living cultural landscape.

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Essential information

Newman is renowned for its iron ore and industry, yet beyond the mine gates lies an inspiring playground for 4×4 enthusiasts seeking unique adventures. This is not typical tourism, but a chance to embrace the untamed Pilbara country that rewards those who dare to explore.

From meteorite craters to ancient rock art, from creek crossings to steep mountain climbs, the tracks around Newman offer a mix of adventure, history and natural beauty that few travellers ever see. It is the kind of place that reminds you why you bought a 4X4 in the first place.

So next time you are heading through the Pilbara, don’t just pass through Newman. Turn off the highway, air down your tyres, follow the dust and discover what this remarkable corner of Western Australia has been hiding in plain sight all along.

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• Where to stay: Yurlu Caravan Park offers powered and unpowered sites, bathroom and laundry facilities and a dump point. Book online (↗) or at the Visitor Centre.
• Permits: Access to Kalgan Pool, Hickman Crater and Punda Rock Art requires a permit, as the tracks run along BHP-managed roads. Permits are easy to obtain from the Newman Visitor Centre for a gold-coin donation and are valid for 30 days. While you’re there, grab a mud map along with your permit, as the route requires navigating several creek crossings.
• Road conditions: Expect corrugations, washouts and water crossings on most tracks. Conditions vary depending on the weather, so always check locally before heading out. Tyre pressure adjustments are recommended for comfort and traction.
• Supplies and fuel: Newman is your last major supply point. Fuel up, stock water and carry extra supplies before heading out, especially if tackling remote tracks.
• Safety: This is remote Pilbara country. Let someone know your plans, carry recovery gear and avoid travelling alone on more difficult tracks. Always check water crossings before driving through.
• Facilities: A dump point is available at the Newman Visitor Centre (↗).

Meet our new-to-us N80 HiLux. It is white, fleet-spec, and about as visually exciting as a beige cardigan, but that is exactly the point. We can turn it into a proper touring rig.

We picked it up through Slattery Auctions (↗), and the story here is not just about the vehicle itself. It is about how the buying process works when you source a project 4×4 entirely through an online auction platform, taking it from search through to inspection, bidding, and finally collection, all without stepping into a dealership yard.

Why Slattery?

Slattery Auctions (↗) was where the search started after we had already exhausted the usual used-car routes.

We spent time going through classifieds, scrolling marketplace listings, and visiting a few car yards, but the reality quickly became clear. Most N80 HiLux examples were either too modified for our liking, too rough underneath where it matters, or priced too close to new money to justify as a starting point for a build.

For this project, we were not chasing something already finished or partially built. We wanted a stock-as-a-rock N80 that could be developed properly from scratch. The appeal of the platform is well known in 4×4 circles. The N80 HiLux is proven across Australia in fleet and touring use, it has a massive aftermarket support base, and it can be taken in almost any direction depending on how far you want to go with the build. Durability, simplicity and parts availability made it the obvious choice as a base vehicle for a long-term touring project.

What also sets Slattery Auctions apart is the scale of its network and reach. Through the Slattery Grays Auction Group, the platform connects a huge national buyer base, with more than one million monthly visitors, over 250,000 active bidders, and more than 13 million bids placed each year across a customer base of around 3.3 million people. For buyers, that means constant inventory turnover and one of the largest accessible auction pools in the country.

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What’s the go?

The idea behind the build started with Editor Matt picking up a brand-new 2026 Toyota HiLux.

That purchase kicked off the challenge underpinning this project. Could we build something with similar real-world touring capability for roughly the same money, but by starting with a used vehicle instead of a new one?

That shifted the focus onto budget and base vehicle selection. We needed something clean enough not to fight us mechanically, but cheap enough that we could redirect serious money into the actual touring setup. Things like suspension, protection, storage systems, and recovery gear were always going to be where the capability came from.

After plenty of searching through the usual channels and not finding anything that worked, we changed approach and moved the search over to Slattery Auctions (↗).

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Finding the HiLux

Once we started working through listings on the Slattery Auctions platform (↗), the difference in available stock was immediate. Instead of chasing scattered private listings, we were looking at a steady flow of fleet and government vehicles, many with consistent servicing histories and predictable use patterns.

We eventually landed on a 2019 N80 HiLux that stood out as a serious candidate. The listing presented it as a clean, unmodified ute that had not been messed around with, which is exactly what you want when the intention is to build something from scratch rather than undo someone else’s work.

From there, it moved into the real-world check stage. We headed out to Dandenong to inspect the vehicle in person, because no amount of online photos replaces getting underneath a 4×4 properly. We checked fluids, filters, underside condition, rust points, panels, and the logbook. Everything lined up with the listing. It was clean underneath, straight in the body, and consistent with what had been advertised. At that point, it was the right kind of base vehicle, so we registered and prepared to bid through Slattery Auctions.

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How the auction process works

Bidding through Slattery Auctions (↗) is entirely online and accessible once you are registered. You can participate using a phone, laptop or desktop, and the process itself is very straightforward.

One of the key advantages is transparency. Every bid clearly shows the full cost upfront, including buyer premium and GST, before you commit. That removes the guesswork that often comes with private sales or dealer negotiations. There is also a constant flow of inventory. Auctions run regularly, and listings are continuously updated, so you can search specifically for what you want or browse broadly depending on how patient you are with the search.

If you are the leading bidder but the reserve price has not been met, the auction may move into a referral stage. In this case, the auction house goes back to the vendor and can facilitate further negotiation between the seller and the leading bidder through the formal auction process.

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Winning the HiLux

When our chosen listing came up, we placed our bid through Slattery Auctions and stayed with it through to the end of the auction.

In the end, we secured the 2019 N80 HiLux. The ute already came with a few sensible additions that suited its future direction. It was fitted with all-terrain tyres, Black Duck seat covers, a Redarc brake controller, and an ARB roof rack. Nothing excessive or unnecessary, just practical gear that makes sense on a touring-focused build.

“I think this 2019 Hilux is a great car to build an affordable off-road adventure car. It has served its purpose for the company that was using it in their fleet, and now can serve as a solid base for a custom-built 4×4. In terms of value for money, this car is hard to beat at just $28,000″ – Aaron Lofts, Certified Auctioneer and Valuer at Slattery Auctions.

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Collection and handover

Once the auction closed, the process moved quickly and cleanly. We received an invoice for the full purchase amount, including buyer premium and fees, and once payment was completed, the vehicle was released for collection from the listed location.

As with all auction vehicles, reading the listing properly is essential. Some vehicles are sold registered, others are not, and the conditions of sale vary depending on the source.

In our case, the HiLux came with current registration. Because Slattery Auctions operates as a Licensed Motor Car Trader, the transfer process was initiated at handover, giving a 14-day window to obtain a roadworthy certificate and complete the registration transfer after pickup. From there, it was a simple collection and drive-away process.

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The start of the build

With the keys in hand, the HiLux officially became the base for our project build.

The goal from here is to develop it into a properly capable touring rig, with a focus on function, durability, and sensible spending rather than unnecessary complexity.

“I’m looking forward to seeing the project unfold, it will be a great car to auction at the end of it too. One lucky enthusiast is going to love it,” said Aaron Lofts from Slattery Auctions (↗).

EOFY sales are one of the best windows of the year for 4×4 owners to pick up gear at a discount. 

Across power systems, suspension, touring setups, lighting and protection gear, brands are using the period to clear stock and push bundled offers that rarely appear at other times. It’s also one of the few times of year where big-ticket items like power stations, canopies, suspension kits and trays see meaningful price drops, with stock clearance and bundle deals driving sharper-than-usual pricing.

Whether you’re building a touring setup, upgrading a work ute, or slowly improving a weekend rig, EOFY pricing can take a noticeable chunk out of major upgrades. We’ve rounded up key EOFY offers currently available across leading 4×4 and outdoor brands. More deals will be added as they land.

JUMP AHEAD

• Jackery
• Bluetti
• TJM
• OCAM
• 4×4 Mods Australia
• Before you buy
• FAQs

Jackery

Jackery’s EOFY push (↗) covers its full portable power range, with the deepest cuts landing on bundles that pair a power station with solar input. That combo suits anyone running a fridge, lighting or charging gear off-grid.

• Explorer 600 Plus + 100W Solar Panel: $899 (was $1,499)
• Explorer 1000 v2 + 100W Solar Panel: $1,039 (was $1,299)
• Explorer 1000 v2 + 200W Solar Panel: $1,299 (was $1,798)
• Explorer 2000 Plus: $2,549 (was $3,599)
• Explorer 2000 Plus + 2 x 100W Solar Panels: $3,099 (was $4,599)
• Explorer 600 v2: $649 (was $899)
• Explorer 1500 Ultra: $1,799 (was $2,299)
• Explorer 1500 Ultra + 200W Solar Panel: $2,299 (was $3,299)
• Code: MARKETING5 for an extra 5% off

BLUETTI

BLUETTI’s range (↗) runs from compact camping units through to modular systems built for full home backup, so this sale covers everyone from weekend tourers to owners chasing serious off-grid energy resilience.

• Elite 100 V2: $899 (was $1,299)
• Elite 100 V2 + 200W Solar Panel: $1,349 (was $1,899)
• Elite 300: $2,499 (was $3,199)
• Elite 300 + Charger 2: $2,899 (was $3,799)
• Apex 300: $2,999 (was $3,599)
• Apex 300 + Charger 2: $3,299 (was $3,999)
• Code: 4X4EOFY5 for an extra 5% off

TJM

TJM (↗) has gone straight for the core upgrades: Suspension, trays and canopies, across the platforms most owners are already building on, for both work and touring use.

• 20% off: XGS suspension kits (Roamer, Rugged, Remote)
• 20% off: Bocar trays, toolboxes and drawers
• 20% off: Aeroklas and Flexiglass canopies

OCAM

OCAM’s sale (↗) is broad rather than deep, spanning protection, storage, touring gear and interior upgrades. It’s built for owners running a multi-part build rather than chasing a single item.

• Up to 15% off: Bash plates, rock sliders, nudge bars and grilles
• Up to 15% off: Bull bars, roof racks and towing mirrors
• Up to $800 off: Aluminium canopies and tray canopies
• Up to $700 off: Rooftop tents
• Up to 15% off: Aluminium trays, awnings and tonneau covers
• Up to 20% off: Selected interior accessories
• Up to 10% off: Suspension

4×4 Mods Australia

The 4×4 Mods Australia range (↗) leans into performance, reliability and touring upgrades. It spreads mechanical, electrical and maintenance parts across enough categories to suit a staged build rather than a single category.

• Up to 10% off: Front Runner drawer kits
• Up to $350 off: clutches
• 5% off: Lightforce lighting kits
• Up to 10% off: GME UHF packages
• Up to $78 off: Bendix brake kits
• 5% off: HPD catch cans
• Up to $370 off: Redarc systems
• Up to 10% off: Mishimoto radiators
• Up to $350 off: Whiteline swaybars
• 10% off: GRB forced induction kits
• 5% off: Warrior 4×4 gear
• 5% off: Max 4×4 bullbars

Before you buy: a few EOFY shopping tips

• Stack where you can. Jackery and BLUETTI’s extra codes apply on top of the listed sale price, so don’t leave that 5% on the table.
• Check fitment, not just price. Canopy, tray and suspension deals are model and often year specific. Confirm compatibility with your exact vehicle before paying for freight.
• Ask about stock and lead times. EOFY demand can push out delivery on bigger items like canopies and trays. It’s worth confirming dispatch before you commit if you need it fitted before a trip.
• Timing. If you’re buying for a work vehicle, EOFY timing can matter for depreciation and tax purposes, so talk to your accountant about what qualifies before the financial year closes.

FAQs

Q: When does EOFY 2026 end?
A: Australia’s financial year closes on 30 June 2026. Most retailer EOFY sales wrap up by then, though some run slightly past it.

Q: Can I stack the promo codes with other discounts?
A: For Jackery and BLUETTI, the EOFY codes (MARKETING5 and 4X4EOFY5) apply on top of the already-discounted sale price, but generally can’t be combined with other offers or store credit. For TJM, OCAM and 4×4 Mods Australia, check with the retailer, as stacking rules vary by store.

Q: Can I claim 4×4 accessories as a tax deduction?
A: It depends on how the vehicle is used. If it’s a work vehicle or used for income-producing purposes, accessories like trays, canopies and protection gear may be deductible, in full or via depreciation. A weekend tourer used purely for personal trips generally isn’t. Talk to your accountant about what applies to your situation.

Q: Will prices drop further closer to 30 June?
A: Not reliably. Some brands front-load their biggest discounts at the start of the sale period to drive early volume, while others hold pricing steady throughout. Don’t assume waiting will get you a better deal, stock on popular items can also sell out before the sale ends.

Q: Do I need to pay upfront, or can I use buy-now-pay-later?
Most of the brands above support installment options like Afterpay or Zip at checkout. Check the product page for what’s available before you commit.

Pricing, discount codes and end dates in this article reflect what was advertised by each brand at the time of writing. EOFY offers are subject to change without notice and may vary by retailer, region or stock availability. Always confirm current pricing and terms directly with the brand or retailer before purchasing.

We’ll keep this list updated as more EOFY 2026 offers come through. Check back for additions.

Australian buyers have a final chance to secure a V8-powered Y62 Patrol, with production of the current model set to end this August. 

The run-out also brings the curtain down on the Australian-developed Patrol Warrior by Premcar shortly after, closing out the current generation before the next model shifts the nameplate into a new era. The V8 Patrol is currently listed at $96,540 for the Ti, $108,040 for the Ti-L, and $111,600 for the Warrior.

The end of the Y62 marks more than just a model change. It also brings the final chapter for Nissan’s 5.6-litre V8, which produces 298kW and 560Nm in Australian specification, and has underpinned the Patrol’s local identity for more than a decade. In its place, the next-generation Nissan Patrol Y63 is due in Australia later this year, switching to a 3.5-litre twin-turbo V6 petrol engine as part of a broader global shift.

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“The Patrol has been a constant presence in Australian motoring, and the Y62 has played a defining role in that legacy. Its 5.6-litre V8 is part of what has made this generation so beloved by enthusiasts, families and adventurers alike,” said Steve Milette, Managing Director, Nissan Oceania. “As we look ahead to the all-new-to-Australia Y63 later this year, the run-out of the Y62 represents a genuine ‘last chance’ moment for Australians who want to add a new V8 Patrol to their garage.”

“Powered by a 5.6-litre V8 delivering 298kW and 560Nm, the Patrol has earned its reputation for exceptional towing and off-road capability, effortless performance and proven durability; qualities that will likely make the Patrol V8 a highly sought-after collector’s item once remaining stock is gone.”

The Nissan Patrol has been part of the Australian 4WD landscape since 1961, when the second-generation G60 Datsun Patrol first arrived locally. Over that time, more than 258,000 examples have been sold here, cementing it as one of the more enduring full-size 4WD nameplates on the market.

The Y62, introduced in 2013, was the point where the Patrol clearly moved into a more modern, large SUV direction while still holding onto its off-road foundations. The 5.6-litre V8 remained its defining feature, backed by fully independent suspension with Hydraulic Body Motion Control and features like an Intelligent Rear View Mirror, lifting refinement without fully blunting its touring and off-road capability.

That same platform also underpinned the Patrol Warrior by Premcar, developed locally in partnership with Melbourne engineering firm Premcar. Built specifically for Australian conditions, it added revised suspension tuning, increased ground clearance, all-terrain tyres, unique wheels and exterior changes aimed at use beyond sealed roads. A bi-modal side-exit exhaust system also features, delivering a quieter note at cruise and a sharper V8 sound under load.

With production winding down, remaining Y62 Patrol and Warrior stock is now limited and varies by dealer. The current range continues to be supported by Nissan’s up to 10-year/300,000km warranty and roadside assistance when serviced through authorised dealers, along with capped-price servicing for the first five scheduled services.

The incoming Y63 Patrol will open for orders later this year.