Around 13,000 Canberra seatbelt fines are in doubt after an administrative error left AI traffic cameras operating without the correct legal authorisation.

The issue was first reported by the ABC (↗), which revealed the legal problem affecting thousands of seatbelt infringements issued in the ACT since November 2025.

The ACT has been using AI-assisted cameras to detect seatbelt offences, but the legal instrument covering the camera system was not updated to specifically authorise it to detect seatbelt offences. That has left the legal status of thousands of infringements in question.

Around 13,000 fines are in doubt

The issue affects about 13,000 seatbelt infringements issued since the ACT began using the cameras for seatbelt enforcement.

Around 6500 of those fines had already been paid or otherwise resolved when the error was discovered. The fines aren’t automatically cancelled, but the legal error means their validity can be challenged. Drivers with outstanding infringements can pay them, seek to have them withdrawn or dispute them. The ACT Government paused the issuing of seatbelt fines after the problem was discovered.

It wasn’t the cameras that got it wrong

Importantly, the issue isn’t necessarily that the cameras incorrectly identified people who weren’t wearing their seatbelts.

The problem sits with the legal authority behind the camera system. The relevant document allowed the cameras to be used for traffic enforcement but had not been properly updated to cover seatbelt offences. That has created uncertainty over whether camera evidence can be relied upon when enforcing the affected infringements. The ACT Government has since corrected the legal instrument and resumed issuing seatbelt fines.

WA has already had problems with AI seatbelt fines

The ACT isn’t the first state to face questions over AI-assisted seatbelt enforcement.

In Western Australia, thousands of AI-generated seatbelt infringements have been challenged, with a significant share subsequently withdrawn following reviews. More than $1 million in fines had been cancelled within six months of the system’s introduction.

That case involved the accuracy and circumstances surrounding individual seatbelt detections rather than the legal-authorisation issue now affecting the ACT, but it adds to the scrutiny surrounding Australia’s growing use of automated road enforcement.

What happens to the old fines?

The ACT Government is now seeking to deal with the affected infringements retrospectively, with legislation being considered to validate fines issued before the legal paperwork was corrected.

That means the thousands of earlier infringements won’t simply disappear, with the outcome dependent on how the legal process plays out.

Victoria has the worst car theft problem in Australia, with new insurance data revealing more than 12,300 vehicle theft and break-in claims in the state over the past year.

Insurance Statistics Australia data released by the Insurance Council of Australia (↗) shows those claims cost insurers $244 million during 2025-26, with the majority coming from metropolitan areas.

Melbourne is copping the worst of it, with more cars stolen or broken into in the Victorian capital than in every other Australian capital city combined. Victoria was also the only state or territory to record an increase in car theft and break-in claims over the period, with every other state and territory recording a decline.

“In Victoria a car is stolen or broken into every 43 minutes, and a home is broken into every two hours,” said Andrew Hall, CEO of the Insurance Council of Australia.

Manufacturers are taking the front foot as vehicle theft continues to evolve. Toyota has launched a $1735 factory-approved secondary immobiliser for current-generation LandCruiser 300 and Prado 250 models, adding another layer of protection to the factory security system. The system requires a dedicated immobiliser fob to be within range before the vehicle can be started and also includes an independently powered siren with battery backup. The move follows Toyota’s introduction of a physical steering wheel lock for the LandCruiser 300 earlier this year.

Victoria also tops property theft claims

Newly released ISA data shows Victoria is also leading the country for property theft and burglary claims, with insurers receiving almost 3900 claims worth more than $56 million over the past year.

The Insurance Council says the figures highlight the need for stronger action on vehicle theft and property crime across the state. As part of its election platform for the next Victorian Government, the Insurance Council is calling for a statewide strategy to reduce car theft and property crime, including stronger intelligence sharing, targeted prevention measures and investment in specialist law enforcement capabilities.

The organisation has also called for changes to disaster recovery arrangements and the removal of stamp duty on insurance products, among other measures.

Five ways to protect your 4×4 from thieves

1. Add a second immobiliser

A quality aftermarket immobiliser gives thieves another hurdle to clear rather than relying solely on the vehicle’s factory security system.

2. Lock up the spare wheel

A full-size spare hanging off the back of a 4×4 can be an easy target. A quality locking wheel nut or other anti-theft device can make it harder to remove.

3. Secure your aftermarket gear

Recovery equipment, winches, tools, fridges and other expensive kit can make a 4×4 more attractive to thieves. Where possible, keep valuable gear locked away rather than loose in the tub or cargo area.

4. Fit a physical deterrent

A steering wheel lock adds another physical barrier to a vehicle and is particularly useful alongside electronic security measures.

5. Park somewhere difficult to target

A locked garage is the obvious option, but a locked gate, CCTV or a well-lit area can also make a vehicle less appealing to thieves.

You’ll find plenty of online stories and advice on air filtration for your 4×4. Some of it might even be factual, but a lot of it centres on modern Toyota vehicles used in the outback and claims of dusted engines.

A dusted engine is one that has somehow allowed dust and grit from the outside air to get past the air filter and into the engine, where it scores and damages the cylinder bores to the extent that the piston rings no longer seal. This can result in oil getting past the rings, reduced performance and potentially a destroyed engine, leaving the owner with a very expensive repair bill.

There are plenty of online theories as to how and why dust gets past the OEM filters, ranging from incorrect fitment and using the wrong product to the filter and airbox flexing under load or vibration and allowing grit past the seal of the OE-style panel filter.

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This has led to a huge aftermarket in replacement airboxes for popular 4x4s. These replacements tend to use a non-genuine filter element housed in a fabricated airbox that is claimed to improve filtration and airflow for increased engine longevity and performance. These systems are often paired with intake snorkels fabricated from stainless steel tubing of various dimensions.

While most of these intake systems look great and some are superbly made, I find it hard to believe they can do a better job than an OE product that has had millions of dollars of development behind it. But there have been plenty of claims of dusted engines and, as the old saying goes, where there’s smoke, there’s fire – or in this case, dust!

If you were looking for an aftermarket solution to improve air filtration and extend the life of your internal-combustion engine, wouldn’t it make sense to go with a product from a company with decades of experience in the field of filtration and a reputation for quality and performance?

The Donaldson difference

Many older four-wheel drivers will know the Donaldson brand from the cyclonic pre-filters you used to see perched atop the intake snorkels of old LandCruisers, Land Rovers and G60 Patrols.

There are plenty of folks who still swear by them in harsh and dusty conditions. Those in the heavy-vehicle industry will know Donaldson from its use in big trucks running the length and breadth of Australia, on and off sealed roads, protecting engines worth a lot more than whatever is under the bonnet of your 4×4. It’s a known and respected brand, and one that fleet operators depend on over thousands of kilometres travelled.

So when the folks at Donaldson heard about the problems four-wheel drivers were having with their engines, they decided to have a look at it, and the result is the Donaldson PowerCore 4×4 air cleaner.

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The PowerCore air cleaner

The Donaldson PowerCore air filter is a direct bolt-in replacement unit that anyone handy with a spanner can easily install at home using a few basic tools.

It centres on Donaldson’s PowerCore filter element, which uses proprietary Ultra-Web media to provide higher filtration efficiency, superior dust-holding capacity and longer filter service life. The rounded-end design of the filter and housing should also provide a more secure seal than the usually rectangular OE filters, with their long straight edges and 90-degree corners that may be more prone to flexing and allowing air past.

The filter element sits in a rugged two-piece, vibration-resistant housing that is designed to resist flexing, bending and anything else that might allow dirty air to slip past the filter itself. The housing is made from a tough, heat-resistant material designed for long life in the confines of a hot engine bay.

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The PowerCore filter housing is supplied with a sturdy powder-coated mounting bracket that is specific to each vehicle model and, in the case of our HiLux, fits into the space where the OE filter was located. All additional hardware, clamps and cable ties needed for installation are also included, along with detailed but easy-to-follow instructions.

Also included in the package is an air-restriction indicator that screws into the airbox housing and lets the operator know, via a simple visual check, when the filter needs servicing or replacing due to restricted airflow.

All in all, the PowerCore replacement airbox is a quality product from one of the most reputable brands in the filtration business, improving air filtration to the engine and helping extend engine life. It’s a simple replacement for the OEM airbox, and replacement PowerCore filter elements are available nationwide through Donaldson’s extensive dealer network.

Donaldson offers a range of PowerCore replacement filters for most popular four-wheel drives. Donaldson doesn’t set an RRP for its PowerCore kits, instead leaving individual distributors and retailers to set their own prices. As a result, prices can vary between stockists, so it pays to shop around.

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FAQs

What is a dusted engine?

A dusted engine is one that has allowed dust and grit past the air filter and into the engine, where it can score and damage the cylinder bores and cause the piston rings to stop sealing properly.

What is the Donaldson PowerCore air cleaner?

The Donaldson PowerCore air cleaner is a direct bolt-in replacement for the OEM airbox. It uses a PowerCore filter element with Ultra-Web® media, housed in a rugged two-piece, vibration-resistant housing designed to improve filtration and resist flexing and bending.

How do you know when the PowerCore filter needs servicing?

The PowerCore kit includes an air-restriction indicator that provides a simple visual check to show when the filter needs servicing or replacing due to restricted airflow.

What happens if you neglect your 4×4’s air filter?

If an air filter is neglected, restricted airflow can occur, and dust and grit can potentially get past the filter and into the engine. This can score and damage the cylinder bores, cause the piston rings to stop sealing properly and potentially lead to a destroyed engine.

Pricing

• Air cleaner housing and filter kit (↗): Around $1350
• Replacement filter element (↗): Around $225

At an event this week Ford Australia gave us a taste of what it has in store for us in 2027 but for the 4WD and off-road drivers, there was very little to get excited about.

You might think that confirmation that the iconic Ford Bronco will be released in Australia would get us excited but this is not the T6-based sixth generation Bronco that we’d love to see here.

Instead, the Bronco Basecamp is a Chinese-made light-duty PHEV SUV.

The compact wagon doesn’t have proper 4×4 as such instead it is driven by electric motors on the front and rear axles and the battery is charged by a 1.5-liter petrol engine. It can also be charged using home or commercial chargers. Ford says that the Bronco Basecamp should have a combined touring range of around 800 to 900 kilometres.

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While disappointing for 4WD enthusiasts and Bronco fans, the Bronco Basecamp does have some cool features including vehicle to load power for appliances and power tools, an induction cooktop built into a mini kitchen in the tailgate, a food heater/chiller box, seats that fold flat to form a double bed and a pop-up roof for ventilation and to allow occupants to sit upright if and when camping in the vehicle.

This vehicle is not the Bronco light duty SUV Sport that is available in the USA and some other markets but it is a part of a joint venture with JMC in China. It takes styling cues from both the Bronco Sport and the sixth-gen Bronco including the traditional round headlight front end and Bronco grille.

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Ford wasn’t ready to talk about pricing and model range of the Bronco Basecamp only saying that it will be available in showrooms in the second half of 2027.

Other news from the event that will be of interest to Ranger owners, particularly fleet managers and trade users, is the expansion of the Ford Pro program in Australia. Already in operation in other countries, the Pro program has been seen here with the Pro-fitter program adopted for the Ranger Super Duty giving approved aftermarket companies access to data and details to develop accessories for the Ranger SD.

The expansion of the program will help buyers from the outset of purchasing a vehicle with finance, vehicle customisation, service scheduling and software to make managing a fleet no matter how big or small simpler.

It was also announced that from September 2026, Ford commercial customer vehicles in Australia and New Zealand would be covered by a 7-year, unlimited kilometres warranty when serviced within the Ford Dealer network.

Other vehicles shown on the night were an EV Transit City van which also comes from JMC along with the Bronco Basecamp, and a Triple Eight Racing enhanced Mustang Dark Horse, both of which will also be available in 2027.

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The Navara has carved out a solid reputation as a capable and versatile 4×4, with generations from the D40 through to the current NP300 proving popular with owners who want a ute that can work hard and play harder.

That versatility is clear across these builds. Some are set up for long-range touring with drawers, fridges, lithium batteries, solar and rooftop tents, while others lean heavily into off-road capability with big lifts, lockers, winches, upgraded bar work and 35-inch mud-terrain tyres.

These Navaras have also covered plenty of ground, from the Victorian High Country and Blue Mountains to Cape York, Shark Bay and the Old Telegraph Track. One even managed to pull two stuck Patrols out on the Telegraph Track, while others are still being built with big trips already in the works.

SUBMIT YOUR NAVARA BUILD

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2011 Nissan Navara STX-550

Submitted by Richard Skinner

Richard Skinner’s STX-550 is built for comfort and capability in equal measure, and the Victorian High Country has already put it to the test.

The Navara runs a two-inch suspension and body lift, full drawers, a 12-volt setup in the rear tub, a front-mounted rooftop tent, rear air lockers, and an upgraded aftermarket stereo. Richard’s first and best trip in the rig was through the Victorian High Country, taking in beautiful scenery and some genuinely challenging tracks.

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2009 Nissan Navara ST

Submitted by Daniel Lizzio

Just two months into ownership, Daniel Lizzio’s 340,000km ST proves a high-kilometre Navara still has plenty left in it.

Up front sits an ARB bull bar and rear bar with a snorkel, sitting above a two-inch suspension lift. A three-inch straight-pipe exhaust, front and rear cameras, and spotlights round out the exterior work, while inside there is a UHF, a three-drawer storage system, and a second battery setup with solar panels and a fridge in the rear. A front rack and 270-degree awning complete the touring fit-out.

It is Daniel’s first four-wheel drive, and in its short time with him it has already tackled a handful of 4×4 tracks around his part of New South Wales, as well as tracks through the Blue Mountains.

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Nissan Navara PRO-4X

Submitted by Michelle Warncken

Known as CPT JACK, Michelle Warncken’s PRO-4X does double duty as a family off-roader and a pirate-themed drawcard at South Australian ute musters.

The build, carried out by Kapunda 4×4, includes a two-inch lift kit from ARB, a genuine Nissan bull bar with an inbuilt LED light bar, and 17-inch wheels running 265/70R17 tyres. A 40-litre fridge, custom drawers, an ARB canopy, and a Front Runner rack with an added slimline LED bar handle storage and touring duties. Solar panels, a winch, and a side awning are next on the list.

CPT JACK is a regular at ute musters for kids to enjoy, and while it is yet to head properly off-road, it has already covered tracks around Kangaroo Island.

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2016 Nissan Navara

Submitted by Lucy Eaton

Lucy Eaton’s Navara has covered serious ground, headlined by a solo run up Cape York on the Old Telegraph Track.

Up front, a TJM Chaser Bar sits alongside an In-House Fabrication snorkel and airbox, with Blackhawk diff breathers protecting the diffs. Underneath, a Bilstein 3+2 lift kit works with Cooper 285/75R16 tyres and sliders by Legendex.

Recovery and power come from a Runva winch, a Redarc 12-volt system with a Redarc TowPro Elite, a 95-litre Waeco fridge, a UHF, and OCAM side mirrors. Out back, a Piranha Offroad alloy tray houses a TC Boxes gullwing dogbox, while a Stoney Creek Nugget rooftop tent rides on the trailer.

The standout moment came at Gunshot Creek on the Old Telegraph Track in May 2021, part of a solo trip that dragged the Nugget from Brisbane up to Cape York and home again through central Queensland, 8134km covered in 32 days.

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2012 Nissan Navara ST-X 550

Submitted by Simon Faulkner

Simon Faulkner’s retuned D40 has already out-performed his expectations, and a couple of Nissan Patrols along the way.

The 3.0-litre V6 diesel has been retuned and paired with a three-inch turbo-back exhaust for a crisper note. A TC Boxes tray and canopy setup and a 3.5-inch Superior remote-res lift sit above a fresh set of 33-inch Kenda Klever KR601 tyres.

The standout test came on the Old Telegraph Track, where the Navara surprised Simon, a driver with a background in Patrols and old Land Rovers, by pulling out two stuck Patrols on the same trip.

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2018 Nissan Navara NP300

Submitted by Neesh Truscott

Neesh Truscott’s NP300 blends serious off-road hardware with a fully personalised interior, and it gets used across Perth’s best-known tracks.

Underneath, the drivetrain has been freed up with a DPF delete and a PPD Performance three-inch turbo-back exhaust. Ride height comes from a four-inch Superior Engineering lift with remote-res shocks and a two-inch body lift, rolling on 35-inch Toyo Open Country muddies. Up front, an Ironman 4×4 Deluxe bull bar and Ironman winch are matched with a custom grille insert and Stedi Type X pros for lighting.

Inside, custom embroidered Superfit seat covers, an Extnix 10-inch head unit, an engraved gear shifter, and a tyre pressure monitoring system from OBD2 Australia finish the personalisation.

The NP300 is a regular on tracks including Julimar, Brunswick, the Mundaring power lines, Lancelin, Wilbinga, and Waroona Dam, but this year’s standout was a touring trip to Shark Bay, around to Steep Point and through the surrounding national parks.

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Nissan NP300 Navara

Submitted by Max Hill

Max Hill’s NP300 is the product of 12 months of planning and a three-month build, with the finishing touches now underway.

Under the bonnet, CRG Fab intercooler, exhaust and intake pipes work alongside a Fabulous Fabrications airbox and snorkel, backed by a long-range tank. Ride height and rolling stock come from a Dobinson lift with airbags and KMC Bully rims wrapped in KM3 285/70R17 tyres. A lithium starter battery and Stedi and Lightforce lighting cover power and visibility. For touring, the build carries a MITS Alloy tray and canopy, TJM bar work, a CampBoss 270-degree awning and shower tent, and a Darche rooftop tent.

Built to handle work and play in equal measure, the NP300 already has a 10-week trip in the planning once the build is finished.

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2023 Nissan Navara STX

Submitted by Jimmy Graham

Jimmy Graham’s STX has racked up serious interior Queensland kilometres, and it is still adding more.

The 2.3-litre twin-turbo diesel provides the base for a build focused on long-range touring. Ride height comes from a 2-inch lift, Superior suspension and upper control arms, ROH alloys, and Falken Wildpeak A/T tyres. Power and recovery are covered by a Mits Alloy canopy tray with an Enerdrive lithium system, a 125Ah second battery, a 2000W inverter, and a Redarc brake controller. For touring, an 80-litre Bushman fridge, a 30-litre water tank, and a side awning round out the setup.

The STX has already taken Jimmy to Fraser Island (K’gari), Longreach, Winton, and Boomi, plus a major run through the interior of Queensland via Julia Creek and Carnarvon Gorge, back to Bundaberg and down the coast, with more trips planned.

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2017 Nissan Navara

Submitted by Toz Baker

Toz Baker’s Navara is set up as a practical, no-fuss tourer, built around a solid mix of protection and self-sufficiency.

Up front, an ARB bull bar and brush bars sit ahead of a Safari snorkel, with 285/70R17 Predator New Mutant tyres on steel rims handling the rough stuff. A three-inch front lift and two-inch rear lift kit from PSR sort out the suspension, while a Bronco tray carries the load out back.

A secondhand canopy with a solar panel on top keeps the fridge and other electronics charged, with the fridge, spotlights, and most electronics sourced from Kings and the control box from XTM, rounding out a rig built to run comfortably off-grid.

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Toyota has launched a $1735 factory-approved secondary immobiliser for current-gen LandCruiser 300 and Prado 250 models.

The move follows Toyota’s release of a physical steering wheel lock for the LandCruiser 300 earlier this year, giving owners a mechanical security option alongside the vehicle’s electronic systems.

The new secondary immobiliser works with the factory-fitted system and adds another stage of start authentication. The vehicle cannot be started unless the dedicated immobiliser fob is within range. It also includes an independently powered siren with battery backup, designed to activate following unauthorised actions and continue operating if the vehicle’s main electrical power is disconnected.

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The system is available through Toyota dealers for $1735 (fitted) on current-generation LandCruiser 300 and Prado 250 models. Toyota says secondary immobilisers for other models are currently being considered.

The added security comes as Toyota’s four-wheel-drives remain targets for organised and tech-enabled vehicle theft. Earlier this year, Queensland Police said an alleged crime syndicate stole 60 Toyota vehicles in Brisbane between October and December 2025, targeting LandCruisers and Prados before allegedly shipping them to the UAE.

Victoria Police has also warned that electronic key-cloning technology is increasingly being used to steal vehicles, with LandCruisers and HiLuxes among the targets.

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Toyota says the LandCruiser 300, Prado 250 and new HiLux received security enhancements in 2025, with similar measures continuing to roll out across the range, including the latest RAV4. Toyota Australia says it is not aware of any thefts involving sophisticated devices on the LandCruiser 300, Prado 250 and HiLux covered by those security enhancements.

Toyota also supports banning devices used to facilitate vehicle theft, while backing regulation of legitimate equipment used by locksmiths, mechanics and other automotive professionals.

The company stresses that the secondary immobiliser is an additional security measure, rather than a guarantee against theft, with owners encouraged to use multiple layers of vehicle security.

Owen Line was suitably proud of his well-built Toyota Fortuner.

The family-friendly wagon was modified to the point that it surprised many with its ability on rocky tracks, but when it was time to upgrade to something new, Toyota had discontinued the compact wagon in Australia. Luckily, this happened not long after Toyota introduced the new 250 Series Prado, giving Owen something else to consider.

The 250 Series was a huge step up from previous Prado models in terms of size, capability and comfort, so it didn’t take much to convince Owen that the new model was the wagon for him. He went straight to the peak of off-road performance in the Prado range and sourced an Altitude model as his new project.

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Why Owen chose the Prado Altitude

Toyota equips the Prado Altitude with a disconnecting front sway bar for increased wheel travel and a rear differential lock for better traction when driving off-road.

Its 18-inch alloy wheels are better suited to off-road tyres, while the Altitude comes only with five seats, so the cargo area offers more space for touring gear. The Altitude might be the most off-road-capable Prado available from a Toyota showroom, but that doesn’t mean it can’t be improved, and Owen wasted no time implementing his upgrades.

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35s and King Shocks for rock crawling

The 18-inch all-terrain tyres fitted to the Altitude might seem aggressive on a showroom floor, but they weren’t going to cut it on Owen’s build.

A set of 35 x 12.5-inch Mickey Thompson Baja Boss muddies dwarfs the rubber Toyota originally fitted, while the Method 703 wheels feature clever Bead Grip technology to help keep the tyres seated on the rims at low pressures without resorting to beadlock wheels. The new tyre and wheel combination provides the perfect set-up for off-road work.

Helping to keep the oversized tyres away from the bodywork is a high-end suspension kit from King Shocks, featuring 2.5-inch remote-reservoir shocks matched with ARB springs and front upper control arms. Matt from ARB Penrith set up the suspension with soft rear coils for slinky rock crawling, which is Owen’s preferred style of off-road driving when it’s time to get the Prado dirty.

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Protecting the Prado from the rocks

Rock crawling in a full-size family wagon can be hazardous to shiny new body panels.

So Owen had Advanced Installations fit Raslarr front and rear bars and rock sliders for all-round protection. The rear bar has extended kick-ups at the sides to protect the lower sills when the Prado’s front end lifts while crawling, pushing the rear bodywork towards the Sydney sandstone.

The front bar carries a Runva EVO competition winch and incorporates Narva four-in-one replacement foglights, while the rear bar is fitted with reversing lights.

Underneath, the underbody protection from BEI House extends back beneath the transfer case. With tough-track driving Owen’s priority when heading off-road, weight was a major consideration when kitting out the Prado. As a result, you won’t find an elaborate storage system, multiple batteries or a load of touring accessories in the back.

“Most, if not all, of my driving is rock crawling and hard trails wherever I can,” Owen told 4X4 Australia. “That’s why I keep my rigs very minimal in terms of weight, as this helps their rock-crawling ability and allows them to manoeuvre without the issues caused by loading weight everywhere.”

Some of Owen’s favourite places to wheel include Gees Arm South Trail in Wollemi National Park, the Watagans, Coffs Harbour, Lithgow and Yalwal, where there are plenty of hard tracks on which to push the Prado to its limits.

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Keeping it light and planning for more

The Altitude’s interior is already pretty well sorted by Toyota.

With leather-trimmed seats, a JBL sound system and a large multimedia screen, so Owen hasn’t needed to add anything. He did mention that the CarPlay-enabled screen allows him to use the Newtracs app to find and follow the hard tracks he likes to tackle.

Likewise, the powertrain remains relatively stock, with the 500Nm 2.8-litre turbo-diesel engine benefiting from a five-inch Fatboy intake snorkel and a stainless-steel three-inch exhaust system from Windsor Exhausts. Owen calls his Prado Altitude a “gentleman’s rock crawler”, as it’s certainly well equipped while retaining all the interior luxuries of a high-end model.

Future plans include lower overall gearing to further improve low-speed performance and control when wheeling, along with a set of heavy-duty rear lower control arms, as the standard items are susceptible to hits and scrapes on rocky tracks. There was also mention of 74Weld portal axles, but that would be a huge undertaking.

The build has come together with the help of several key workshops, and Owen thanks Matt Prestwidge from ARB Penrith (↗) for his hard work, Advanced Installations (↗) at Emu Heights for fitting the barwork, Matt from MCR Vehicle Accessories (↗) for installing the snorkel and all the crew from the Rock Monkeys 4×4 Group (↗), who always support one another on and off the tracks.

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Mods and accessories

• Mickey Thompson 35×12.5-inch Baja Boss mud-terrain tyres
• Method 703 wheels with Bead Grip technology
• King Shocks 2.5-inch remote-reservoir shocks
• ARB springs, front upper control arms and soft rear coils
• Raslarr front bar, rear bar and rock sliders
• Runva EVO competition winch
• Narva four-in-one replacement foglights
• BEI House underbody protection
• Fatboy five-inch intake snorkel
• Windsor Exhausts stainless-steel three-inch exhaust system

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FAQs

Why was the 250 Series Prado chosen for the build?

The 250 Series was a huge step up from previous Prado models in terms of size, capability and comfort. With the Fortuner discontinued in Australia, the new Prado provided a suitable replacement.

What makes the Prado Altitude suited to off-road driving?

The Altitude comes with a disconnecting front sway bar for increased wheel travel and a rear differential lock for better traction when driving off-road. It also comes only with five seats, providing more space for cargo and touring gear.

Why is keeping weight down important for this Prado?

The build is focused on rock crawling and hard trails, so keeping weight to a minimum helps its rock-crawling ability and allows it to manoeuvre without the issues caused by carrying weight everywhere.

Where is the Prado used for off-road driving?

Favourite places to wheel include Gees Arm South Trail in Wollemi National Park, the Watagans, Coffs Harbour, Lithgow and Yalwal, where there are plenty of hard tracks to push the Prado to its limits.

What future upgrades are planned for the Prado?

Future plans include lower overall gearing to improve low-speed performance and control, along with heavy-duty rear lower control arms. There has also been mention of 74Weld portal axles, although that would be a huge undertaking.

Leaving the highway behind. It always feels like a small decision that turns into something bigger. A few hours out of Katherine, I left the Victoria Highway and turned off the bitumen into Keep River National Park.

The change was immediate. The road narrowed, the surface turned to gravel, and the country opened into spinifex plains and low sandstone ridges that slowly began to define themselves as I moved deeper into it. Before committing fully to the dirt, I dropped the tyre pressures on the D-MAX to 26psi front and 28psi rear. Nothing extreme, just enough to take the sting out of the corrugations I knew were waiting ahead.

The first stop was the visitor centre and ranger station. I checked road conditions, confirmed there were no closures, and wandered through the information displays. Nearby is Cockatoo Lagoon, a small waterhole that feels slightly out of place in such a dry, open landscape. This is a bird haven, so keep an eye out for cormorants, egrets and whistling kites.

Then it was time to move deeper into the park. The drive out to Jarnem Campground begins gently enough, winding through open woodland and low rises, but it does not take long before the corrugations settle in. Fine red dust hangs in the mirrors and follows you like a second vehicle. The D-MAX, to its credit, just settled in. At the reduced pressures, the Kumho RTs floated across the rough sections with far less punishment than expected.

Not long into the drive, a large flock of red-tailed black cockatoos lifted from the trees. I slowed instinctively, camera ready, but, as usual, they worked the sun against me. Every shot was either backlit silhouettes or empty sky. A reminder that not everything on the road is meant to be captured.

Jarnem Campground appeared after the final stretch of corrugations, tucked neatly into the landscape with generous spacing and a quiet that settles over everything almost immediately. One thing that impresses me about Keep River National Park is the booking system. You select your site online, and the dimensions are listed clearly beforehand. It removes the guesswork, especially if you are towing or running a larger camper set-up.

My site was exactly as expected. A couple of quick adjustments with the Polyair airbags and levelling ramps, and I was set. Two drop toilets service the campground, and they were in excellent condition – clean and well-maintained. That first night was simple. No generator noise. No traffic. Just the bush settling in around camp as light faded off the sandstone country.

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Exploring the ancient stories of Keep River 

Morning arrived the way it should out here.

Not with an alarm, but with bird calls moving through the trees and the first light lifting across the sandstone country. There was no rush to be anywhere. That’s the thing about Keep River. It slows you down whether you plan for it or not.

By afternoon, I set out for the Jarnem Walk. The track begins quietly, moving through changing vegetation that reflects the underlying country. Open woodland gives way to thicker pockets where grevilleas, spinifex and mixed shrubs attract constant bird activity. Honeyeaters move between flowering plants while smaller birds dart through the undergrowth.

Then the landscape tightens into rock. Nigli Gap is where the story deepens. Here, sandstone walls carry ancient ochre paintings, faded red markings that have been slowly absorbed into the rock over time. They are not loud or decorative in any modern sense. They feel like echoes.

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One of the strongest themes here is emu hunting. The paintings and stories depict Miriwoong men covering themselves in mud to mask their scent, approaching emus behind foliage-covered shields. It was a method built on patience, reading country and understanding animal behaviour rather than force.

From here, the track gradually climbs towards Jarnem Lookout. The 360-degree views open suddenly. Sandstone ridges stretch across the horizon, broken and layered in a way that feels familiar if you have spent time further west in the Kimberley. It is impossible not to think of Purnululu.

Keep River is not the Bungle Bungles, but standing here, it feels like a preview of what lies ahead across the border. The same language of sandstone, erosion and time, just expressed on a smaller scale. If the Gibb River Road is on your itinerary and you miss Purnululu, this park is an ideal compromise.

The return walk is when the country changes again. The light shifts, shadows deepen and the track feels quieter. And then, just ahead, a snake slides off the track into the grass at the edge of the trail.

Nothing dramatic, just enough to sharpen your awareness for the final stretch back to camp. I found myself thinking a quad bike would not have been the worst idea at that point. Not because the walk was difficult, but because out here your imagination tends to stretch things a little further than necessary when you are on foot.

By the time I reached Jarnem, the campground had settled back into silence. Another night in Keep River, surrounded by sandstone, birds and that steady Top End quiet that never feels empty.

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Deeper into Keep River National Park

Morning at Jarnem had that same quiet rhythm again.

No urgency, just light creeping across the sandstone and birds moving through the trees like they owned the place. This was pack-up day, but not a rush. The plan was to shift camp to the central section of the park and explore another of Keep River’s key walking areas before settling in at Goorrandalng.

The Kumho RTs stayed at their lower pressures as I rolled out of Jarnem and back onto the gravel. Corrugations, dust and heat – the usual trio – quickly re-established themselves. Not far into the drive, a herd of feral cattle appeared on the track ahead. They drifted across the road without much interest in anything, reminding you that even in a national park, country like this rarely feels fully controlled. It simply is what it is.

Red-tailed black cockatoos lifted again from the tree line as I passed, followed by a couple of galahs cutting across the open woodland. It felt like the same cast of characters had followed me from camp. The next stop was the Jenemoom Walk.

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Jenemoom Walk: Stepping into ancient Miriwoong country

Even before setting off, the information board sets the tone. This is Miriwoong country, shaped by thousands of years of occupation, movement and story. Tracks across the landscape are not just physical routes, but cultural ones as well.

The walk itself begins near the gorge, where the country narrows and the vegetation shifts again. Boabs stand scattered through the landscape, their swollen trunks holding water and memory in equal measure. Dragonflies flicker through still pockets of air near the creek line, flashing red and gold in the sunlight. Crocodile warning signs appear near the water, a reminder this is not a landscape to underestimate.

The track moves through sections of creek bed and open woodland before reaching the deeper cultural sites. Here, Aboriginal occupation is not something interpreted from a distance. It is present in the ground itself. Middens more than a metre deep, stone grinding surfaces and sheltered overhangs covered in artwork all speak to long-term use of this place.

Standing in one of the shelters, it is easy to understand why. Shade, water, food sources and shelter all come together in a way that makes this country highly liveable if you know how to read it. I had first walked this track back in 1994, and coming back more than 30 years later brought an odd sense of familiarity. Some landscapes don’t change in any obvious way. They simply wait.

Leaving the gorge, the walk flows back towards the track where the country opens again. And that is where the next shift happens.

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Goorrandalng Walk: Keep River’s sandstone at its best

Not long after leaving Jenemoom, the landscape begins to change again. The sandstone becomes more sculpted, more layered, more defined. Goorrandalng Campground sits in the middle of it all, tucked into country that feels both open and enclosed at the same time.

Set-up here is simple. The site is nice and level, the dust settles quickly, and once again there is that feeling of being well away from anything resembling a schedule. The afternoon was set aside for the Goorrandalng Walk. This is where Keep River leans heavily into its geological and cultural depth.

The track winds through dramatic sandstone formations shaped over millions of years. Layers of ancient seafloor, uplift and erosion are all visible in the exposed rock faces. In places, the sandstone feels soft and rounded. In others, it stands in sharp, fractured edges.

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Interpretive signs describe a landscape shaped over roughly 250 million years, but standing here, that number is almost meaningless. The scale is too large to process in anything other than instinct. Cultural stories are woven through the same country.

The Brolga Dreaming is one of the key narratives associated with Goorrandalng. According to tradition, ancestral figures travelled through this landscape, dancing and moving across the country before transforming into brolgas. The story remains tied to the land in a way that is not symbolic so much as embedded.

Vegetation here reflects the fire history of the region as much as the soil. In some areas, recent cool burns have stripped back undergrowth, revealing the sandstone beneath. In others, spinifex, wattles and hardy shrubs reclaim space quickly.

It is one of those walks where the scenery constantly shifts between botanical and geological focus. One minute I was looking at plants adapted to harsh seasonal extremes, the next at rock formations that predate anything living on them. By late afternoon, the light across the sandstone becomes the main event. Shadows stretch, colours deepen and the country takes on a more defined texture.

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Ginger’s Hill: A clever lesson in living off the land

On my way out of the Goorrandalng area, I stopped at Ginger’s Hill. The walk is short, but the feature at the top is what draws attention. A small stone-and-stick structure, roughly a metre high, sits on the hilltop. It is easy to miss its significance if you do not know the story.

Early European visitors assumed it had some ceremonial purpose, or simply could not understand its function at all. The reality is far more practical. It is believed to have been used as part of a bird-hunting method, in which a hunter would sit inside the structure while a nearby fire attracted birds of prey. A feathered lure would be used to draw them closer. When a bird landed, the hunter could reach through the structure and capture it. Ingenious, efficient and deeply connected to understanding animal behaviour.

Today, the structure is fenced off due to instability, which makes photography difficult, but it remains an important reminder of how knowledge of country shaped survival.

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Leaving Keep River National Park

From Ginger’s Hill, it was a slow roll back towards the ranger station and visitor centre. I made another attempt to speak with a ranger, but again came up empty. The station was quiet, almost to the point of feeling paused.

Water is available here, but it must be treated before drinking, and there are clear instructions not to fill large tanks from the tap. It is one of those practical stops that quietly supports travellers moving through remote country. From there, it was back onto the Victoria Highway. I aired the tyres back up on the roadside before hitting the bitumen again, the D-MAX gradually returning to its normal highway stride. Then it was westbound towards Western Australia.

The quarantine checkpoint came up not long after the border, a reminder that crossing states in the north is not just a sign change. Inspectors check vehicles thoroughly, including fridges, drawers, gloveboxes and storage areas. Fruit, vegetables and honey are all prohibited, and anything found is disposed of on the spot. It is a final reset before the next stage of the journey.

Keep River National Park is one of those places that does not try to compete for attention. It sits quietly on the edge of the route west, waiting for those who choose to slow down. Sandstone country, cultural depth, excellent camping and walks that reward time rather than speed all combine to make it far more than a roadside stop.

Three days here felt like enough to see it properly, but not enough to exhaust it. And that is probably the best measure of any national park.

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Keep River National Park FAQs

Where is Keep River National Park?

Keep River National Park is around 470km west of Katherine and 45km east of Kununurra, on the Victoria Highway near the WA border in the Northern Territory.

How do you access Keep River National Park?

The park has sealed highway access, with gravel roads within the park.

Where can you camp at Keep River National Park?

Camping is available at Jarnem and Goorrandalng campgrounds. Book online (↗) and select your site before arrival.

What are the road conditions like in Keep River National Park?

Expect corrugations, gravel, loose surfaces and occasional bulldust during the dry season.

Do you need to lower your tyre pressures in Keep River National Park?

Reduced tyre pressures improve comfort significantly on the park roads.

What facilities are available at Keep River National Park?

Facilities include drop toilets, a visitor centre and a limited water supply. Water must be treated before drinking.

Is there phone coverage in Keep River National Park?

Phone coverage is limited. Optus reception is available at the campgrounds, while Telstra coverage is available near the border.

Do you need a permit to visit Keep River National Park?

An NT park entry pass (↗) is required for all visitors except NT residents.

How long do you need at Keep River National Park?

Allow two to three days to experience the park properly, including its main walks, camping areas and cultural sites.

What are the best things to see at Keep River National Park?

The top five highlights are Nigli Gap rock art, Wimmeny Lookout, Jenemoom Walk, Goorrandalng Walk and the Ginger’s Hill structure.

Where can you find more information about Keep River National Park?

More information is available through the Northern Territory Government’s Keep River National Park website (↗).

At first glance, the JAC Hunter PHEV may seem like “just another dual-cab”, but once you start scratching beneath the surface, a few things jump out at you.

The first is its plug-in hybrid capability, which you can otherwise only get from the Ford Ranger – the cheapest PHEV version of which is around $10K more expensive than the top-of-the-line Hunter – the GWM Cannon Alpha or the BYD Shark. But the JAC makes more combined power and torque than all of them and is also the cheapest.

The second is the option of twin diff locks on the Hunter X. Despite the advancements in traction control, lockers are still the best way to guarantee off-road grip. Chalk up another W in the JAC column.

Lastly, there’s the aforementioned abundance of power and lack of a hefty price tag, which is a combo everyone loves. Our test rig retails for less than $55K and pumps out a combined 360kW and 1010Nm, which are numbers usually only seen from rigs that are far more spendy. Now, let’s be fair: Combined power figures always sound amazing, but aren’t the same as driving a combustion-engined vehicle with the same numbers. Even so, when the go-pedal is planted, the JAC accelerates like a startled cheetah on meth and can return fuel economy that’d put even the most frugal of diesels to shame.

All of this begs the question: Is the JAC really ready to take on the established players in the industry? I spent some time in the top-spec Hunter X to find out.

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JAC Hunter PHEV development

JAC, China’s number one exporter of light trucks and number two exporter of utes, is no stranger to Australian shores, and the Hunter has run a hell of an R&D gauntlet to make sure it’s up to the task.

Multimatic’s Michael Barber, who’s a former Holden chassis engineer, took the pre-production model and turned it into something that’s ready for Aussie conditions. Multimatic recommended a heap of changes be made. The shot-callers at JAC implemented every single one of them. The shocks on their own took more than 50 revalves and parts upgrades before they were deemed acceptable.

With a traditional Japanese or American brand, recommendations like these can take up to four years to filter through official channels, boardroom meetings, committees and hand-wringing sessions. The Chinese do things a lot quicker and turnaround is a matter of months. As a result, they were able to build a ute with a 3500kg towing capacity and 915kg payload on a disc-braked, coil-sprung rear end. While its longevity is yet to be established, it shows the Hunter is a legit contender.

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How the PHEV powertrain works 

The engine is a 2.0-litre turbocharged petrol unit putting out 160kW and 370Nm, and is backed by a four-speed auto.

This sends charge to the 31.2kWh lithium iron phosphate battery, which sends electrons to front and rear motors to drive the diffs and wheels, with up to 100km of electric-only running. The engine can also drive the front wheels on its own if you’re low on juice. In fact, FWD, RWD and AWD are all available.

The battery can be charged through regular driving, with the regenerative braking able to be tweaked from hard to gentle – although we couldn’t notice a difference between the settings – or via the CCS2 charging port at home or an EV-friendly servo. The whole system can also be used as a generator, able to run power tools or camping accessories, which is pretty nifty.

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While the on-paper power figures are wild, on-road performance is good but not at the level you’d expect with more than 1000Nm on tap. The front motor can spit out 130kW and 300Nm, while the rear lays down a claimed 150kW and 340Nm, but it does not translate into rip-snorting performance. Don’t get me wrong, it has plenty of grunt and goes hard off the line, but when tootling around town it’s way more subdued. To some, that may be the best of both worlds, but for me it just felt a touch underwhelming. Still, in a world of asthmatic four-cylinder diesels, it’s hardly anything to complain about.

There were definite niggles, like a whine from the engine and the fact that it only has single-zone air-conditioning, but again, this is one of the cheaper utes on the market and it punches way above its weight. We didn’t get a chance to hitch up a trailer.

Off-road performance 

Straight up, the Hunter is not designed for anything hardcore. It doesn’t even have low range.

But the twin lockers and multiple off-road drive modes make up for a hell of a lot. The 265/60R18 Pirelli Scorpion AT tyres are also right at home off the blacktop and, with the right pressures and careful wheel placement, it handled everything we threw at it.

Deep water crossings may be an issue with only 550mm of wading depth, and the 200mm ground clearance will require an investment in bashplates, but as far as factory-spec utes go, we’ve driven much worse. It’s no Wrangler Rubicon or factory-locked 70 Series, but it’s not meant to be. It’s easily as good as any other midsize dual-cab off the blacktop.

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One thing I did find frustrating was the touchy throttle, a function of the on/off nature of EVs. Some technical obstacles could be driven more easily with the torquey idle of a diesel engine. But as much as I could sit here and nitpick all day long, there’s very little I can say about this that I can’t say about every other ute. It really is good off-road.

Yeah, the wheel travel is limited (like all of them), the clearance isn’t great (very few are) and the front bar seems designed to scrape on rock steps (just fitting in with the cool kids). However, it has power to spare (unlike most of the turbo-diesels), maximum traction from the lockers (why don’t all dual-cabs do this?) and uses bugger all fuel (much to the despair of internal-combustion diehards).

There are no more compromises with the JAC than there are with pretty much every other vehicle in this class. Which is impressive.

Touring comfort and practicality 

As a long-distance tourer, the Hunter has a real-world range of more than 800km from its 77L tank, which is far from rubbish.

Plus, it can run a bunch of 12V camping gear straight out of the box without the need for an expensive aftermarket power system. There’s even a 220V socket in the back of the cab. Obviously, long-term reliability and spare-parts availability are still big question marks, but JAC offers a seven-year warranty with an Australia-wide ute-swap clause, which is reassuring.

The interior is smaller than the Shark’s and less luxurious than the Ranger’s, but it definitely doesn’t suck. One thing all test drivers enjoyed was the ability to turn off the annoying driver aids with a simple swipe down on the 10.4-inch infotainment screen. There were practical additions as well, such as the tub light, with the tub big enough to fit an industry-standard pallet.

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The Hunter X has all the tech you could ever want or need. Whether that’s a good thing or not is up to you, but it wasn’t overbearing or intrusive. We would have liked to see a power outlet in the tub for a fridge and maybe a smidge more clearance, as well as a wading depth that didn’t make us nervous tackling anything deeper than ankle-deep.

Still, with a healthy GVM of 3470kg, a kerb weight of 2555kg and a GCM of 6430kg, the JAC delivers traditional ute specs with the added advantage of plug-in hybrid versatility. Can it cut a lap of Aus without a worry? Not sure yet, but I’m struggling to see why not.

Is the PHEV the future? 

The Hunter X raises an interesting question: Can it replace the traditional turbo-diesel ute? No, it cannot. At least not completely.

However, it opens the category right up. Modern emissions-restricted oil-burners are problematic for people who work locally and don’t often get the opportunity for the monthly run up the highway to regenerate the DPF. Then there are the folks who don’t want to pay the left kidney that 100L of diesel currently commands at the bowser. The JAC provides a legit alternative for such buyers without sacrificing comfort or carrying capacity.

Compared with the BYD Shark 6, Ranger PHEV and Cannon Alpha, it offers a huge amount of bang for buck, ticking all the power and towing boxes without the price tag we’ve been conditioned to expect. It’s difficult to compare with a traditional ute because it’s really a whole new category. Further testing is required, but the early signs are good. Like, really good.

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Specifications

The current-model Toyota HiLux has a very good suspension package straight off the showroom floor.

It’s your basic IFS set-up with a live axle on leaf springs at the back and, when you consider the wide range of applications the HiLux is designed to cover, it does an exceptional job. It rides well, carries a load and handles the bumps, but that doesn’t mean there isn’t room for improvement.

Our 2026 HiLux SR5 won’t be used to carry heavy loads regularly, nor will it be a tow tug, so we were keen to soften up the rear end and sacrifice some of that load-carrying capacity to improve ride quality. The fact is, we didn’t have to lose any load capacity to achieve our goals.

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Why we chose parabolic leaf springs 

Parabolic leaf springs might be relatively new to the touring four-wheel drive scene, but they have been used in trucking and heavy industry for decades.

The leaves used in a parabolic spring pack are unique in that each leaf is thicker through the middle section and tapers towards the ends. This design allows the thinner sections of the spring to do most of the work when there is little load on them, but as load is added the thicker section of the leaf comes into play, providing extra support and control.

With the popularity of four-wheel drive utes in Australia, almost all of which use leaf springs on the rear axle, parabolic leaf packs have become more popular with drivers wanting a better ride and improved driving manners from their vehicle. They are also popular for builds and restorations of classic 4x4s that use leaf springs front and rear.

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Terrain Tamer has jumped right into parabolic springs and offers an extensive range for most popular 4x4s that use leaf springs. It was only natural that we would find our way back to Terrain Tamer HQ for a set of parabolic springs and a full suspension upgrade for our HiLux.

As well as improving the ride of the unladen ute, we wanted additional ground clearance for off-road use, and a full replacement suspension package matched front to rear is the best and easiest way to achieve that.

We say unladen because the HiLux won’t be used to carry anything near its full payload, but it does carry a fair few accessories in the back, including an Ironman canopy and roof rack, MSA drawers and a Projecta power system that includes a pair of lithium batteries mounted at the rear of the tub. All of those items needed to be considered when selecting the springs and shocks for the 4×4.

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Fitting the new suspension set-up 

Tony runs the workshop at Terrain Tamer and has worked on most of our project vehicles and some of our personal 4x4s.

He knows Toyota 4x4s inside out and could probably replace the suspension in the HiLux blindfolded but, being the first 2026 SR5 he’d had on the hoist, it did throw up a couple of little niggles – nothing he couldn’t overcome.

Specifically, the alcove created in the cargo tub to accommodate the rear access steps on the SR5 sits very close to the rear bolt on the leaf springs, meaning they can’t be removed as easily as they should be. This meant undoing the fasteners on the alcove and dropping it out of the way to gain access to the bolts. Nothing major, but it did add some extra time to the install. Aside from that detail, the rear springs, Terrain Tamer Fortified shock absorbers (↗), new shackles and hardware all went in with little fanfare.

It was a similar story up front, where the pre-assembled struts with taller and heavier coil springs and Fortified shocks were a straightforward install. There was also a change here, as the ninth-generation HiLux uses a four-bolt strut top as opposed to the three-bolt top on eighth-generation HiLuxes. Once the 4×4 was back on the ground and all bolts checked and torqued to spec, Tony reset the headlight height adjuster and measured the new ride heights against the OEM set-up.

All up, the front end of the HiLux sat 35mm higher than when we drove it in, while the rear end was 90mm higher. This gave the 4×4 a nose-down stance, but it has settled considerably and is now closer to level. We’ll be heading back to the workshop shortly for the 1000km spanner check now that everything has settled.

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How the HiLux now drives on and off road 

One of the benefits of getting the work done at Terrain Tamer’s workshop is that we were able to take the HiLux straight out onto its in-house off-road test track.

Here, the suspension displayed nice, compliant articulation across the mounds and humps while maintaining the excellent rear-axle movement Toyotas are known for. Out on the road, the extra compliance in the rear end was instantly appreciated. The parabolic springs softened the ride over rough roads without sacrificing control or stability.

We’ve had the HiLux out on the highway and bush tracks supporting a few jobs now, where the suspension is working well with the Radar R/T tyres to give great control across corrugations, ruts and bumps. In fact, the tyres really come into their own once you leave sealed roads.

Our aims of improving ride quality and increasing the ride height of the HiLux were achieved with the Terrain Tamer suspension upgrade, and it feels like it’s getting better the more miles we put on it.

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FAQs

How much does the suspension kit cost?

The RRP for the SK125F Suspension Kit (↗) is $3897.06.

Why did we fit parabolic leaf springs to the HiLux?

We wanted to soften the rear end and improve ride quality without losing load-carrying capacity.

What are parabolic leaf springs?

Parabolic springs use leaves that are thicker through the middle section and taper towards the ends, allowing the thinner sections to do most of the work when lightly loaded while providing extra support as load is added.

How much did we increase the HiLux’s ride height?

The front end sat 35mm higher and the rear end 90mm higher than the OEM set-up immediately after installation. The suspension has since settled considerably and is now closer to level.

What suspension did we fit to the HiLux?

We fitted parabolic rear springs, Terrain Tamer Fortified shock absorbers, new shackles and hardware, plus pre-assembled front struts with taller and heavier coil springs and Fortified shocks.

How does the HiLux ride after the suspension upgrade?

We found the parabolic springs softened the ride over rough roads without sacrificing control or stability, while the suspension is working well with the Radar R/T tyres across corrugations, ruts and bumps.