I can’t believe it’s taken me more than 30 years to finally set foot on K’gari and experience its natural beauty, rich history and spectacular scenery. 

To be honest, I’d been avoiding the island, imagining huge crowds and endless sand recoveries – but I couldn’t have been more wrong. Sure, tackling a new destination with a global reputation can be daunting, and my early research had me convinced the only way across was via Inskip Point, where the barge drops you on the island’s southern tip. Like most of us, I’d heard the stories of crowds gathering to watch 4x4s bog down before reaching the barge – not exactly how I wanted to make my debut.

That’s when I discovered another option – the River Heads barge, which runs across the Great Sandy Strait and lands directly at Kingfisher Bay Resort on K’gari’s western side. The 40-minute crossing is an enjoyable cruise through crystal-clear waters teeming with marine life, from turtles and dugongs to dolphins and schools of fish. Normally I’d choose camping over resort living, but I booked a few nights at Kingfisher to explore the western side of the island before heading east for my planned camping dates.

Western exploration

After checking in, I pointed the rig south to Ungowa, a spot best known for the shipwrecks wedged into its mangroves.

Ungowa offers bush camping as well as a handy day-use area near the old boat sheds. In fact, 23 shipwrecks have been recorded around K’gari, and from the cliffs here you can spot two logging barges – the Ceratodus and the SS Palmer, abandoned in 1942. The old jetty at Ungowa is barely standing these days, but once it was the hub for loading timber onto barges bound for the mainland. On their return run, those same barges carried gravel back to the island.

Next on my list was a historical gem I’d heard about from friends – Postons’ Logging Camp. The walking track to the old site isn’t marked, but with a bit of online research you can track it down. Back when timber was in hot demand, K’gari was dotted with logging camps. Operations kicked off in 1863, long before the island was protected, with massive Kauri, Hoop and Cypress pines taken, along with Blackbutt, Tallowwood and Satinay (a type of turpentine) trees. Thankfully, logging finally ceased in 1991, just before K’gari was listed as a UNESCO World Heritage site.

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Today, Postons’ camp feels like a step back in time. Dozens of old machines, log trucks, dozers and even an abandoned bus are slowly rusting into the landscape. The remains of workshops lie with their roofs collapsed, concrete slabs and service pits scattered about, while a few cottages still stand just as they were left when the workers walked away. Wandering through the relics, I couldn’t help but wonder – should this gear have been moved and preserved, or is it better left here to slowly return to nature?

The camp itself was built high on a hill, well away from the mozzies and midges that plagued the lower ground, and to catch the cooling summer breeze.

Central Station and East Coast

After a few days exploring the western side of the island – and sampling a bit of resort life – it was time to head inland towards Central Station.

Driving the sandy tracks beneath towering trees that were spared when logging ceased is a mind-blowing experience. Today the forests are dense and thriving, with lush undergrowth and giants that somehow draw enough nutrients from the sand to not only survive, but flourish.

Central Station is a fascinating spot that was once the island’s main hub. From the 1920s through to the 1950s it was home to nearly 30 houses, a school and machinery sheds. When logging finally ceased in 1991, the site was reborn as a visitor hub, with boardwalks along the creek, informative signage and a few relics still hiding among the trees.

With a campsite booked on the east coast, I pushed on after exploring Central Station. Crossing the island via its sandy tracks is no race – the surfaces can be rough after heavy traffic, especially on the main routes. One thing I quickly noticed is that the big 4×4 tourist buses aren’t keen on sharing the track, so it’s often best to pull over and let them lumber past.

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Lakes and camping highlights

K’gari is dotted with more than 40 freshwater lakes, some more famous than others.

I made a beeline for the stunning and ever-popular Lake McKenzie, with its warm waters and blindingly white sand – easily one of the island’s top five must-see spots. For something quieter, Lake Allom is worth a visit with its thriving turtle population, Lake Birrabeen rivals McKenzie for its crystal-white sand, and Basin Lake offers a unique setting perched high on a sand dune.

Camping options are spread right across K’gari, including Central Station, but most visitors gravitate to the east coast. I set up in Camping Zone 1, tucked behind a dune to take the sting out of the easterly winds. The only let-down is that fires aren’t permitted anywhere on the island, but the location more than made up for it – just a short stroll over the dune each morning to watch the sunrise and the steady stream of 4×4 traffic racing north and south to meet the barges.

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After a peaceful night listening to the ocean, I headed north along the east coast to explore the island’s busiest side. Things get pretty hectic here, with road rules enforced much like the mainland. Highlights along the strip include the rusting hulk of the Maheno wreck, a dip in the Champagne Pools, a lazy float down Eli Creek and a bite to eat at Orchid Beach. For the keen, you can push all the way to the tip and camp at Sandy Cape. Dingoes are a common sight on this side, especially around tourist hot spots – when I visited, they showed little fear of people while scrounging for food.

I’ve only scratched the surface of what K’gari has to offer. Beyond the driving and scenery, there’s the island’s fascinating natural history, its European discovery and, most importantly, the enduring presence of the Butchulla people, who have called this place home for thousands of years. One thing’s for sure – I’ll be back.

Essential questions

Where is K’gari?

About 360km north of Brisbane, K’gari is the world’s largest sand island and a UNESCO World Heritage site. Home to the Butchulla people for thousands of years, its name means ‘paradise’ – a reflection of the island’s culture, natural beauty and deep history. Formerly known as Fraser Island, K’gari is accessible by 4×4 via two barge services: one from Inskip Point in the south, and the other from River Heads near Hervey Bay.

What to do on the island?

A better question might be: what can’t you do on K’gari? The island is famous for its swimming holes – both salt and freshwater – along with challenging inland 4×4 tracks and epic beach driving. Add to that a wealth of Indigenous culture, plenty of European history and some of the best beach and offshore fishing you’ll ever find.

Accommodation options range from the two island resorts to multiple campgrounds scattered across the coast and interior. No 4×4? No worries – hire one locally or join an organised tour to tick off the highlights.

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Any permits?

With the amount of traffic K’gari sees each year, there are rules and regulations in place to keep both visitors and residents safe. A Queensland Parks and Wildlife permit is required to take your 4×4 onto the island, and all road signs must be obeyed.

How to reach the island?

The Inskip Point barge crossing – tide dependent – is where the true adventure begins, delivering you straight onto the beach for that iconic run north. From River Heads, the barge lands at Kingfisher Bay Resort, where you’ll find accommodation, food outlets, fuel and resort facilities.

Ford’s Ranger once again maintained its grip on the Australian 4×4 market in October, selling 4195 units and holding the top spot for the month – but is that about to be flipped on its head with the launch of the all-new HiLux?

Not that the impending launch of the new-generation model has slowed demand for the outgoing HiLux, with the fan favourite registering a total of 3793 4×4 sales, placing it ahead of the Ford Everest (2435 sales) – which outpaced Toyota’s Prado (1458) and 300 Series (1138) – and Isuzu D-MAX (1462 sales). 

In fact, when combining 4×2 and 4×4 variants the HiLux edged out the Ranger as Australia’s top-selling vehicle for October, with 4444 sales versus 4402. Rounding out the top five were the Toyota RAV4 (4401), Ford Everest (2435) and Toyota LandCruiser (2090), collectively representing nearly 18 per cent of total vehicle sales.

Kia Tasman 4×4 sales were low compared to its immediate competition, with 570 sales registered in October and a total of 2935 since it was launched. Still, it outsold both the Navara (304) and Amarok (295) for the month.

BYD Shark sales remained consistent, with 1070 registered for the month and 15,181 so far this year. Hybrids now account for 17.8 per cent of the market, plug-in hybrids 4.7 per cent, and battery-electric vehicles 7.3 per cent. Compared to October 2024, hybrid sales have grown 25 per cent, PHEVs surged 95 per cent, while BEVs remained steady. Year-to-date, hybrids are up 12 per cent and PHEVs have jumped 137.4 per cent.

“The October results confirm that Australians are increasingly choosing hybrid and PHEV models as a practical path towards lower emissions,” said Tony Weber, Federal Chamber of Automotive Industries chief executive. “Hybrids are delivering strong growth right across the market, while PHEVs are also gaining momentum. Petrol-only vehicles, on the other hand, continue to lose ground. These shifts underline the pace of change in consumer preferences.”

Across broader segments, passenger vehicle sales fell 21.6 per cent versus October last year, while the SUV segment grew 9.4 per cent. Light commercial vehicles remained largely unchanged, down 0.6 per cent. Within the PU/CC 4×4 category, year-to-date sales reached 179,259 units – up 3.5 per cent on the same period in 2024. Diesel models dominated October LCV sales (18,990), with petrol (1502) and PHEVs (1426) representing smaller shares.

The GWM Cannon led the budget 4×4 segment in October, with 698 sales. The JAC T9 moved 106 units, the LDV Terron sold 157, and the KGM Musso recorded 189 sales.

Ford Australia is dropping the 2.0-litre bi-turbo diesel from its Ranger and Everest line-ups, confirming a powertrain reshuffle that puts more emphasis on the 3.0-litre V6 turbo-diesel.

The update will see the V6 offered on a broader spread of models, with full details still to come. It’s a move that should appeal to owners who tow or carry heavy loads and have been asking for wider access to the larger-capacity engine.

As part of the changes Ford will also scrap its six-speed automatic, making the 10-speed auto standard across all automatic variants. The remaining 2.0-litre single-turbo diesel stays on as the entry option but picks up a revised fuel-injection system and a timing-chain upgrade aimed at improving durability.

“By focusing on the newly updated 2.0-litre turbo diesel and expanding the availability of our popular 3.0-litre V6, we’re giving customers more access to the power, torque and refinement they love, whether they’re on the job site or heading out for a weekend adventure,” said Ambrose Henderson, Director of Marketing, Ford Australia.

Ford gave the outgoing engine a send-off, of sorts, launching the Everest Sport bi-turbo in October, priced from $71,190 before on-road costs (around $75K driveaway). Earlier in the year we also saw the return of the limited-run Ranger Black Edition, which utilises the 2.0-litre bi-turbo-powered XL dual-cab as its base.

The updated Ranger and Everest line-ups are due in showrooms in the first half of 2026.

It feels like a lifetime since we featured Ken Miller’s stretched white-lightning VW Amarok. It was a unique build for its time, as there weren’t many modified Amaroks on the scene – and very few with serious chassis modifications like a longer wheelbase.

In the years since we showed you that 4×4, VW has gone a different way with its midsize ute. It no longer uses its own platform and powertrain, instead partnering with Ford to base the current Amarok on the Ranger – not a bad partner when you consider the Australian-developed Ranger is now the best-selling vehicle in the country and popular in every market where it’s sold.

The Amarok may have lost some of its Volkswagen DNA in the transition, but it’s now a well-proven 4×4 straight out of the box.

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Ken has a thing for Amaroks, having owned six of them, and that enthusiasm hasn’t slowed despite the change of base vehicle. When it came time to replace his old stretched build, he went for a V6 diesel-powered PanAmericana model.

“I don’t like being like everybody else,” Ken told us when we asked why another Amarok and not a Ranger. “You really can’t go past the tech and comfort of a European-based vehicle. The fuel economy and reliability are second to none, as are their capability and price.”

VW has put its own spin on the ute, giving the Amarok unique styling inside and out, bespoke multimedia tech, its own model range and distinct tuning compared with the Ford version. It’s a package that still carries a hint of European style and flair. Ken has upped the ante with his own take on the VW, adding plenty of personal touches and modifications.

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Step one was to lose the factory tub and get the vehicle over to Limitless Chassis on the Sunshine Coast, where it was cut and had an extra 300mm welded in between the front and rear axles. From his previous build, Ken knew the longer chassis would improve ride and handling while moving the rear axle back so it sat directly under the tray load.

Carrying the load is a replacement suspension kit from Outback Armour, providing an extra 50mm of ground clearance and adjustable ride control, while Airbag Man bags assist at the rear axle.

Concept Canopies built the custom tray and canopy for the project, which Ken then kitted out to his needs. The tray features underside toolboxes, an 80-litre water tank and a rear trundle drawer, while the custom-size canopy houses an 85-litre upright fridge, microwave oven, pantry and induction cooktop – all the gear Ken needs to be self-sufficient on his trips away from home.

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Power for the canopy accessories comes from a pair of 100Ah lithium batteries, charged via an Enderdrive DC-DC system and feeding a 3000W inverter.

The Amarok’s drivetrain remains standard, with Ford’s 3.0-litre V6 diesel backed by a 10-speed automatic transmission and full-time dual-range 4×4. Ken has added an EVC throttle controller, allowing him to sharpen the response for performance or soften it for low-speed, rough-track driving.

Up front, the Amarok wears a Rhino bumper with underbody protection, housing a 12,000lb Carbon winch and an Ultravision 22-inch LED lightbar. Conventional rock sliders have been replaced with powered drop-down side steps from Off Road Industries.

Further auxiliary lighting includes a 40-inch Stedi lightbar mounted on the Front Runner roof rack, along with Stedi camp lights. The rack also carries Front Runner surfboard mounts – essential for Ken’s Sunshine Coast lifestyle – plus shovel mounts and storage boxes, all from Front Runner.

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The rooftop tent and 180° awning mounted on the rack are both from CSS. The Maxtrax on the rack are another essential piece of kit for a 4×4 that spends plenty of time on the beach, while a Sherpa Big Air compressor handles re-inflating the 295/70 Toyos on Method Race Wheels.

While it might look like Ken has created the ultimate Amarok for his bush and beach off-road adventures, he tells us there’s already a new project on the boil – and this VW Amarok is up for sale. It’ll be interesting to see what he comes up with to top this tourer.

• Total kilometres: 1527km
• Kilometres this month: 265km
• Average fuel use: 9.9L/100km

Following an extensive pre-launch media campaign, the Kia Tasman became the most talked-about new midsize 4×4 ute to hit the Australian market in 2025 – and not all of that talk was positive.

Even before it went on sale, it was clear that plenty of folk weren’t fans of the Tasman’s styling, particularly the look of its front end. The Tasman isn’t the first – and certainly won’t be the last – new vehicle to cop such criticism, but put the looks aside and take it for a drive, and your opinion might quickly change.

With all the interest surrounding the Tasman – and after completing a couple of road tests since its launch – we decided to add one to the fleet for three months to get a true feel for what the Kia ute is like to live with.

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We chose the top-of-the-range Tasman X-Pro for this loan – not just for its extensive list of comfort and convenience features, but because it’s the model aimed squarely at off-road users, with a selectable rear diff lock, all-terrain tyres, extra off-road drive modes and no side steps.

Our first outing in the Tasman was as part of our extensive midsize 4×4 ute comparison – which you’ll be able to read all about soon.

At $75K, the X-Pro comes loaded with features – many of which we’ve already come to appreciate. These include a wide, roomy cabin fitted with supportive heated and cooled power-adjustable front seats; rear seats that slide and tilt forward; a pair of large, easy-to-read multimedia screens; dual wireless phone chargers; an integrated trailer brake controller with trailer setup checks; 17-inch alloys with all-terrain rubber; X-Trek crawl control; a selectable diff lock; and a large cargo bed.

The drivetrain is relatively smooth and quiet for a diesel ute. It’s powered by a 2.2-litre single-turbo diesel engine producing a claimed 155kW and 441Nm, backed by an eight-speed automatic transmission and a dual-range, part-time transfer case that also offers a 4×4 Auto mode for all-road, all-wheel-drive use.

This combo is a pleasure to drive both on- and off-road, however we do feel it’s a little underdone when you put your foot down for overtaking at highway speeds or when towing heavy loads.

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It’s still early days for us and the Tasman, but we’ll be making the most of it over the coming month and through the Christmas holiday break. Keep an eye on 4x4australia.com.au to see how the Tasman fares in our upcoming ute comparison test.

Is your 4×4 set up for the tracks you really want to tackle?

Whether you’re chasing tougher touring gear, better clearance, or just smarter storage, the right upgrades can make all the difference. We’ve rounded up the latest aftermarket gear hitting the Aussie market this month. If you’re planning your next trip or just looking to get more out of your rig, these are the products worth checking out! 👇

JUMP AHEAD

• Hulk Professional Series jump starters
• Custom Lithium Ultra Slim XL Series
• Anker Solix F3000 portable power station
• Pedders GVM+ Upgrade Kit for Prado
• Yakima MOD System
• Lovells Elite Series 4495kg GVM upgrade: 79 Single Cab
• Ironman 4×4 accessories for BYD Shark
• Scanstrut Ventura Series Dual USB-C socket
• Kodiak Hard Coolers
• Arizon Moduflex 12/24v 400w portable solar
• Lovells GVM upgrade For RAM DT 1500
• Arizon 4×4 Off-Grid G.R.I.T. And A.X.I.S. Power Control Systems
• Dulux Automotive spray range
• Milwaukee 2000A jumpstarter
• NightHawk ADV driving lights
• Custom Lithium Next Generation Ultra Slim Lithium Battery 400ah
• Lovells Platinum Series shocks
• Touring Solutions Australia Nissan Patrol Y62 Apex lift kit
• Evakool 40L Platinum Drawer Fridge Freezer
• MSA 4×4 Power Fold towing mirrors for RAM 1500 DT
• Yakima StageTwo hitch rack
• XSPEC Large Pantry Box

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Hulk Professional Series jump starters

• RRP: Varies

Built for off-road, marine and heavy-duty use, HULK’s Professional Series jump starters pack serious punch. The HU6510 delivers 10,400mAh and 800A peak with wireless charging – ideal for bikes, boats, cars and SUVs. Step up to the HU6511 for 18,000mAh and 2000A, or the HU6512 for 28,000mAh and 2500A, capable of starting petrol engines up to 10.0L and diesels up to 8.0L. For the biggest jobs, the Portable Heavy-Duty model pumps out 15,000A at 12V or 6000A at 24V for up to 5000 starts. All models include LED displays, high-intensity flashlights and multiple charging outputs. 🔧 View product details

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Custom Lithium Ultra Slim XL Series

• RRP: Varies

Custom Lithium has launched the Ultra Slim XL Series – Australia’s largest single 12V lithium battery range – available in 800Ah, 920Ah, 1120Ah and 1250Ah capacities. Designed for caravans, 4x4s, off-grid living, mining, agriculture and commercial applications, each battery features dual terminal outputs, a 380A continuous-discharge BMS and 1800A protection shutdown. The slimline design incorporates reinforced mounting and improved thermal efficiency for tough Australian conditions, delivering high-capacity, safe and reliable power storage in a compact, mount-anywhere form. 🔧 View product details

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Anker Solix F3000 portable power station

• RRP:  $4999 (currently offering a $2999 sign-up deal)

The Anker SOLIX F3000 is a 3kWh portable power station delivering 3600W AC output – expandable from 3kWh to 12kWh with additional batteries. It recharges fully in just 90 minutes and supports AC mains, solar (up to 2400W), car and EV station charging. Built with Infinipower technology, the F3000 offers up to 4000 charge cycles and a 10-year lifespan. Its ultra-low idle consumption allows up to 42 hours of camping-fridge operation or 125 hours on standby. Outputs include AC, DC, USB-C and 30A Anderson ports.

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Pedders GVM+ Upgrade Kit for Prado

• RRP: Varies

Pedders’ GVM+ Upgrade Kit for the Toyota Prado 250 Series boosts payload capacity by up to 800kg, raising GVM to 3520kg, 3680kg or 3900kg depending on vehicle specification and kit choice. Designed for off-road touring, towing and heavy-load applications, the kit includes upgraded foam cell struts and shocks, heavy-duty coil springs, upper control arms, shock spacers and spring perch supports. All components are ADR-compliant, federally approved and legal across Australia. Compatible with Prado models built from August 2024 onward, the kit is backed by a two-year/40,000km warranty. 🔧 View product details

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Yakima MOD System

• RRP: From $1079 (HomeBase); from $749 (MOD Topper); from $25 (accessories)

The Yakima MOD System is a modular aluminium storage solution for 4x4s. The HomeBase installs without drilling, carries 45kg in the drawer and 113kg on top, and connects to MOD Toppers, stretch nets or additional HomeBases. The MOD Topper adds a 23kg half-side drawer, fitting securely with Yakima’s torque-limiting tool. Both units accept SKS locks (sold separately) and are built to handle dust, mud and coastal conditions. Fridge slides and stretch nets keep gear secure over rough terrain. 🔧 View product details

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Lovells Elite Series 4495kg GVM upgrade: 79 Single Cab

• RRP: POA

Lovells’ Elite Series 4495kg GVM upgrade for the 79 Series Single Cab boosts payload capacity for fleet, commercial and recreational use. The kit features a re-engineered OE rear axle housing with widened track alignment, full-float Cr-Mo shafts, larger bearing units and a remanufactured differential rated to 2850kg. All components undergo rigorous lab and real-world testing. Elite Series kits also include heavy-duty suspension and, for selected variants, front and rear brake upgrades with booster. The upgrade is tailored to specific 79 Series model variants – check with Lovells for more information. 🔧 View product details

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Ironman 4×4 accessories for BYD Shark

• RRP: Varies

Ironman 4×4’s full range of accessories and suspension kits for the BYD Shark is now available through its nationwide retail and fitment network. The line-up includes aluminium sports bars, nudge bars, rear step tow bars, slip-resistant side steps, underbody protection, roller drawers, roof racks and the IM2.5 Monotube Suspension Lift Kit with optional GVM upgrade. All products are designed to integrate seamlessly with the Shark’s factory bodywork and mounting points. Most items are available now, with additional releases expected in early 2026. 🔧 View product details

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Scanstrut Ventura Series Dual USB-C socket

• RRP: $130 (approx.)

The Scanstrut Ventura Series Dual USB-C Socket delivers high-speed charging in a rugged, weatherproof unit designed for outdoor and off-grid use. It can be installed in boats, 4x4s, campers or remote work setups, powering devices such as phones, tablets and cameras reliably in harsh conditions. Built to withstand dust, water and vibration, the socket is ideal for marine, off-road and expedition environments. Dual USB-C ports allow simultaneous charging of multiple devices. 🔧 View product details

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Kodiak Hard Coolers

• RRP: $329.95 (22L); $389.95 (32L)

Kodiak, an Australian-owned brand, offers rugged hard coolers designed for camping, road trips and off-grid adventures. Built for tough local conditions, they feature five-day ice retention, leakproof and waterproof seals, UV protection and reinforced durability. The 22L Hard Cooler includes a pressure-release valve and top handle for easy transport, while the 32L Hard Cooler provides extra capacity for extended trips or families.

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Arizon Moduflex 12/24v 400w portable solar

• RRP: POA

The Arizon ModuFLEX 12/24V 400W is a portable solar panel designed for 12V and 24V systems, suitable for 4x4s, camper trailers, caravans, motorhomes and off-grid setups. It delivers 400W via monocrystalline cells, with a maximum power voltage of 35.8V and maximum power current of 11.3A, and operates between -20°C and 65°C. Rated IP68 for water and dust resistance, the ModuFLEX weighs 13.65kg, folds for portability and includes a heavy-duty carry case, support legs and an IP67-rated Gen 4 MPPT solar charge controller. Available now.

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Lovells GVM upgrade For RAM DT 1500

• RRP: $3550 (Comfort); $4650 (Touring); $5800 (Platinum)

Lovells now offers GVM upgrades for the RAM DT 1500 Bighorn and Laramie, increasing GVM by 250–500kg and GCM by up to 237kg. The Comfort kit uses heavy-duty coil springs with twin-tube Gas Legend shocks, the Touring kit adds twin-tube shocks, and the Platinum kit features adjustable monotube remote-reservoir shocks.

All upgrades are locally tested, certified and compliant with both federal and state regulations. The upgraded GCM reaches 7950kg (state-dependent), with axle ratings of 1820kg front and 2130kg rear. OEM GVM is 3450kg, with upgraded figures ranging from 3700kg to 3950kg. 🔧 View product details

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Arizon 4×4 Off-Grid G.R.I.T. And A.X.I.S. Power Control Systems

• RRP: POA

The Arizon 4X4 G.R.I.T. and A.X.I.S. are slimline, slide-out 12V power control systems designed for canopies and suitable for new installations or retrofits. Built in Melbourne, the G.R.I.T. system uses a 300Ah lithium battery and the A.X.I.S. system a 460Ah Arizon NEXUS lithium battery.

Both systems include Victron Energy DC-DC chargers, MPPT solar regulators, MultiPlus inverter chargers, smart battery monitors, GX touchscreen, and multiple 12V, USB-C and Anderson connections, along with double GPO, RCD, and 8-gang switch panel with app control. Optional Victron GX LTE 4G module enables remote monitoring and GPS tracking. Weighing 70kg (G.R.I.T.) and 95kg (A.X.I.S.), they provide portable, off-grid power for tradies and four-wheel drivers.

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Dulux Automotive spray range

• RRP: From $15.30

Dulux has introduced a new spray paint range that includes 37 colours, eight chalky finishes and 13 decorative effects. A soft-touch applicator makes spraying easier and allows for a smoother, more even finish. The new range also features Dulux AutoShield, a spray paint formulated specifically for automotive use, and the Dulux Marking Range, designed for both permanent line marking and temporary survey marking. The full range is available through all Dulux retail and trade outlets.

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Milwaukee 2000A jumpstarter

• RRP: $400 (approx.)

The Milwaukee M18JS2000-0 jump starter delivers 2000A cranking power for petrol and diesel utes, vans, light commercial trucks and heavy machinery. Powered by the M18 battery platform, it offers true cordless portability, zero sparks technology with reverse polarity protection, and integrated LED flood and red hazard lights for safety. Built for all-weather Australian conditions, it seamlessly integrates with Milwaukee’s M18 ecosystem, supporting more than 250 tools on a single battery platform.

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 NightHawk ADV driving lights

• RRP: $550 (7-inch); $650 (9-inch)

The Night Hawk ADV driving lights are engineered for off-road use. Featuring a multi-LED and reflector design, the 7-inch model has 23 LEDs and the 9-inch model 27 LEDs, claimed to produce a clean 5700K natural white light for excellent reach and spread.

Built with a high-impact polycarbonate lens and robust die-cast aluminium housing with UV-stabilised powder coat, they are engineered to resist off-road punishment. Each light includes three protective covers, plug-and-play wiring harnesses and a secure mounting system. IP68 and IP69K rated, Australian tested, and designed with voltage and thermal protection for reliable, long-lasting performance. 🔧 View product details

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Custom Lithium Next Generation Ultra Slim Lithium Battery 400ah

• RRP: $4080

This Next Generation Ultra Slim Lithium Battery delivers high-performance and reliable power in a compact, lightweight design. The battery is equipped with premium A-grade automotive LiFePO4 cells, an inbuilt Heltech BMS with active balancer, and protection against overheating, over-discharge and short circuits. Australian made in Brisbane, each battery is bench tested, housed in a lightweight aluminium enclosure, and backed by a seven-year warranty. 🔧 View product details

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Lovells Platinum Series shocks

• RRP: POA

Lovells Platinum Series eight-way adjustable, remote reservoir monotube shock absorbers are engineered for demanding 4×4 performance. These eight-step adjustable, remote reservoir monotube dampers are designed in Australia and feature robust 50mm bodies, nitrogen gas, and a floating piston to ensure fade-free performance even under extreme use. Built to handle long-travel articulation and punishing terrain, they deliver optimum cooling and precise, tunable control for every application. 🔧 View product details

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Touring Solutions Australia Nissan Patrol Y62 Apex lift kit

• RRP: $8900

The Touring Solutions Australia’s Apex 2″ Lift Kit for the Nissan Patrol Y62 combines strength, clearance and load support for touring and off-road use. The package includes Blackhawk upper control arms, EFS front and rear coil springs – rated +150kg with +40mm lift – along with Apex lower control arms, a full bush and bolt kit, and an Airbag Man air suspension helper kit for added stability under load. 🔧 View product details

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Evakool 40L Platinum Drawer Fridge Freezer

• RRP: $1399

The EvaKool 40L Platinum Drawer Fridge Freezer is a true 40L drawer designed for use in 4x4s, canopies and campers, delivering reliable cooling for Australian adventures. Equipped with a Secop compressor, LED interior lighting, and a clear acrylic lid, it offers a temperature range from -16°C to 10°C and a 48-can capacity. The single-drawer design is easy to remove and clean, with a compact, fully insulated metal cabinet requiring no additional fridge slide. Controlled via an easy-to-read LED panel, it includes a heavy-duty floor plate bracket with a locking mechanism for secure installation. Made in Australia to withstand harsh conditions. 🔧 View product details

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MSA 4×4 Power Fold towing mirrors for RAM 1500 DT

• RRP: $1735

MSA Power Fold towing mirrors provide enhanced visibility for the RAM 1500 DT with a large single-lens mirror, four driving positions, and vertical and horizontal adjustment that remains stable on rough terrain. The mirrors fold in or out at the press of a button – ideal for tight tracks. Features include electric adjustment, heating, indicators, puddle lights, temperature sensor and a unique pivot design. Built with injection-moulded and die-cast aluminium components, they are ADR compliant and come with a five-year warranty. 🔧 View product details

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Yakima StageTwo hitch rack

• RRP: $1299 (StageTwo); $899 (StageTwo +2 add-on); $159 (RampUp)

The Yakima StageTwo hitch rack is a heavy-duty bike carrier designed for heavier units. It carries two bikes, expandable to four with the StageTwo +2 add-on, supporting on-road and RV loads up to 31.75kg per bike and off-road up to 19kg per bike. The rack features tiered, adjustable Stadium Seating trays, 40mm extra clearance behind open tailgates, a smooth tilt mechanism, and a folding design for storage. Security includes StrongArm wheel hooks, integrated SKS locks, and a lock loop. Weighing 28kg, it is compatible with RampUp accessories (sold separately). 🔧 View product details

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XSPEC Large Pantry Box

• RRP: $1699

The XSPEC Large Pantry Box adds 55 litres of storage to your vehicle and mounts on either side of an Ineos Grenadier using the XSPEC window utility frame (sold separately). Built from powder-coated aluminium, it includes a lockable lid, an internal aluminium shelf for multi-level storage and mounting hardware. Available with a lift-up lid or fold-down door that doubles as a table, it is approved for use with standard Grenadier mirrors. 🔧 View product details

The woman behind the Robe visitor centre counter eyes us over her glasses, highlighter in one hand, tide chart in the other. She’s working over a piece of chewing gum like it owes her money.

“Aw yeah, I reckon that’ll take you about four hours,” she says, sliding the chart towards us. “Maybe less, depending on the tides.” She pauses to crack her gum. “I’ve never done it.”

We exchange puzzled glances before looking down at the hand-drawn, photocopied map she’s given us – half the beach run on one side, the rest on the back. We’re in Robe, an idyllic seaside town on South Australia’s Limestone Coast, famous in 4×4 circles as the starting point for the legendary beach run to nearby Beachport.

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The Robe Beach Run, as it’s known, certainly ticks a lot of boxes. With world-class sand driving, the run provides the perfect shakedown for the big Gladiator, our recovery gear and the team who need practice using it all in soft sand – us. It gives a small taste of southern Australia’s stunning coastline and, at only 70km, should be a relatively short trip. A full day ought to see us complete the run, but as usual we’re making that up as we go, with no real time limits. I get the sense the lady at the visitor’s centre knows about as much as we do.

I spend my morning coffee fascinated by the litany of tracks encircling our swag – like tracking a deer through a Canadian meadow of snow. Unlike Canada, where a morning of following tracks might yield a single squirrel or fawn, here I can trace the wanderings of goannas, feral cats and what feels like a hundred different birds. The sheer volume of nocturnal wildlife is easily ten times what I’ve ever seen back home in Canada.

As a Canadian, I don’t often get the chance to drive on super-soft beach sand – truth be told, this is my first time. The short drive out of town turns sandy almost instantly, the track a powdery ribbon poking through dune grass. The change in traction brings a familiar rush – just like pulling off a Canadian winter highway onto a snow-covered track. Momentum is key, and as with a snowy mountain road back home, the steering wheel becomes more of a suggestion than a guarantee, especially at speed. The sense of what’s ahead feels instantly familiar – and it’s clear we’re in for an adventure.

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Eager to get into the track, Dan drops the tyres to 15psi all round before fixing the sand flag to the Jeep’s roof. We aim for the first gap in the dunes and punch through – only to sink instantly into the soft sand beyond. Driving on sand feels much like fresh snow, but I’m relieved to find that shovelling it clear is far easier than shifting heavy, wet snow.

Sand driving has plenty in common with fresh powder – it’s all about managing momentum, traction and torque. That means dropping tyre pressures, overriding auto transmissions or traction control, and being deliberate with your speed. Robe delivers no shortage of opportunities to practise – which is exactly what we wanted, with our sights set on some of Australia’s biggest desert crossings. Once I tapped into the muscle memory from years of driving in snowy Canadian winters, I relaxed into the rhythm of the trip. Unlike back home, though, the ocean’s rising tides add an unpredictable wildcard to the equation – especially if you get stuck in the wrong spot.

Coastal sand dunes and scenic beach driving

As a snow-obsessed Canadian, I’ve always considered a beach to be anywhere water meets land. It didn’t take long to understand why Australians visiting my ski town treat our lakeside ‘beaches’ with mild disdain – they’re nothing like this.

The coast between Robe and Beachport is breathtaking, with windswept dunes broken by sandstone formations that rise like castles from the sand. These wave-battered sculptures have the same natural artistry as snow-laden, gnarled cedars perched high in the mountains. The sky is a flawless blue, and we see only the occasional vehicle. It’s as peaceful and calming as exploring above the treeline back home, yet the silence feels fuller here, as if we’ve reached the edge of something truly wild.

Early in the day there’s plenty of evidence of other vehicles along the track, but it’s not until well into the afternoon that we come across a convoy of six bogged to their axles in the sugary-soft sand. We slow to offer a hand, only to bury ourselves to the axles as well – just like pulling over to help dig someone out of a snowbank, only to become hopelessly stuck yourself. In the snow back in Canada we would’ve just pulled out our floor mats, but here the soft beach sand is the perfect chance to put the Maxtrax to work – and they perform flawlessly.

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The day wears on and the beach run takes far longer than we planned. I don’t know what vehicle was being driven to knock this over in four hours – but I doubt its tyres stayed on the ground. Sure, we got stuck a few times and stopped often for photos, but the idea we could’ve blasted through the entire run in that time is laughable. By the time we crawl past the halfway mark, the shadows are stretching long across the sand and the temperature has plummeted. It’s not Canada-cold, but it’s plenty chilly when you’re wearing shorts and thongs. Time to find a spot for the night.

Originally, we’d hoped to find a sheltered nook among the dunes – but a barrage of signs, plus the gum-cracking warning from our friend at the visitor centre, made it clear that camping is only allowed in designated sites. The wind was howling and the tracks shifting fast, so the idea of a peaceful night out here was fading quickly. The last thing we wanted was to wake up with the swag half-buried under a wandering dune.

Beachside nudist resort stop

After a bit of head scratching over our limited overnight options, we spot a sign offering beachside camping at a local resort – perfect, we think.

Closer inspection reveals it’s Australia’s only nudist resort – less perfect. Dan’s sceptical, but the lure of a sheltered site eventually wins him over. With a hot tub, pool, sauna, driving range, happy hour and miles of beach trails, and, clothes or no clothes, it sounds like just the reprieve from the wind we’re after.

The locked entrance gate swings open to reveal our host – topless, wearing a loose muumuu, and smiling broadly as she waves us in from behind the wheel of a golf cart. “I’ll give you a quick tour – hop aboard!”

We climb into the golf cart for a personal run-through of the sprawling, mostly empty grounds. Just past the main office, a cheerful groundskeeper waves hello. He’s dressed for the weather – steel-toed work boots, a tool belt and a puffy jacket – but notably, no pants.

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It’s a theme that plays out again and again. While we’d expected to see plenty of full nudity, the chill in the air means most guests are rugged up in beanies, jackets and sturdy footwear – with the bottom half left to the imagination. I can’t help but wonder how much (or little) clothing we’d be seeing if the sun was shining.

The resort – slightly older in both its buildings and its clientele – is sprawling and undeniably beautiful. Over Christmas, we’re told with pride, more than 100 families had called it home. Our host’s enthusiasm dips just a fraction when we explain we’re only staying the one night.

“You won’t have time to play miniton! Or use the crab traps!” she points out. We nod ruefully – there’s only so much time in the day.

After a quick soak in the hot tub and a hearty chicken curry back at our peaceful, private site, we wander down to the beach for sunset. With nothing but sand and rolling waves, it feels like we’ve reached the edge of the world. There’s no doubt these friendly, happy nudists have found an epic spot to live undisturbed – and entirely on their own terms.

Pre-dawn driving

We’re on the move before sunrise, stopping at an honesty box to buy farm-fresh eggs from the nudist chickens before rolling back onto the beach. In the soft pre-dawn glow, a lone seal basks on the sand.

High winds over the last few days have wiped away any sign of vehicles ahead, forcing us to second-guess the best or most-used tracks. Beach access points are normally marked by tall poles capped with bright orange, guiding drivers through the dunes – but shifting sand has buried most of them, leaving us to find our own way.

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In the soft dawn light, Dan launches the drone to scout potential routes through the brushy inland tracks. It works well in patches, revealing clear paths between the dunes – but more often than not, it just adds another layer of confusion to the decision-making.

Hour after hour we push on, sometimes hugging the shoreline and racing the incoming tide, other times ducking behind the dunes and collecting a healthy set of pinstripes from the overgrown track. At one inland detour, we crest a rise and find ourselves in a vast sea of sand dunes stretching to the horizon – an explorer’s paradise.

Arrival at Beachport

After powering up and over some of the biggest dunes of the run, we suddenly drop down onto the outskirts of Beachport – feeling as though we’ve just returned from the moon. The sense is much like skiing back into a resort after a full day exploring the alpine back country – tired, windswept and a little battered, but somehow calmer, as if the raw, shifting landscape we’ve just crossed has left its mark on us.

Walking the full length of Beachport’s 1200-metre jetty feels like the right way to re-enter civilisation, the dizzying expanse of ocean stretching out beyond and below us. Picking up a fresh lobster for dinner also feels right, and before long we’ve rolled out of town to camp by an estuary teeming with birdlife. Slightly dazed from the sudden return to the comforts of the civilised world – and still chuckling about our unexpected nudist hosts – we can’t help but feel we’ve just touched back down on Earth after two days in the wild.

The Robe Beach Run was the perfect place to dip our toes into the edge of the wild – the saltiest, windiest first taste of the adventures still to come.

Toyota may be preparing an electric HiLux, according to a slide shared on the careta_malaysia Instagram page (see below). 

The slide, taken at the 2025 Japan Mobility Show, shows two new pick-up silhouettes alongside the bZ4X electric SUV, Yaris Ativ hybrid and LandCruiser FJ, with one of the utes identified as a BEV (Battery Electric Vehicle). We may not need to wait long for confirmation either, with Toyota’s next-generation HiLux expected to break cover soon – in fact, a teaser (see below) released by Toyota Motor Thailand has revealed it will be unveiled on November 10 (November 11, Australian time).

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Leaked images and spy shots drip-fed throughout the course of this year suggest the next HiLux will be heavily facelifted rather than an all-new model, retaining the current IMV platform. The front and rear are completely redesigned, while the cabin and doors remain largely the same. 

Pre-production interior photos show a broader, more horizontal dashboard with a tablet-style display, soft-touch materials and subtle maroon accents, hinting at a more premium finish. Government filings also indicated Australia will likely get a 2.8-litre turbo-diesel four-cylinder 1GD-FTV engine, with both a standard high-output model and a mild-hybrid variant expected for higher-spec trims. The availability of the as-mentioned electric HiLux is unconfirmed.

The EV ute market in Australia is quite clearly still in its infancy, with only a handful of models confirmed or expected for the Australian market including the Ford F‑150 Lightning, LDV eTerron 9, Rivian R1T, Isuzu D‑MAX EV and JAC T9 EV. Check out the full list here!

Despite an electric HiLux currently existing exclusively for mining purposes – undergoing a 12-month trial with BHP – Toyota’s potential electric HiLux remains an eagerly anticipated addition to the consumer market.

JAC Motors has launched a limited-time $3500 cash-back offer on its T9 dual-cab ute, available at participating dealers from November 1 to December 31, 2025. 

The incentive applies to new MY25 T9 Oasis and Haven models, while stock lasts – and it follows a mid-year promotion that saw the Oasis priced at $39,990 drive-away and the Haven at $43,990 drive-away between July and August.

“This is the perfect time for Australia to experience the JAC T9 dual-cab 4×4’s unbeatable combination of capability, safety and value,” said Ahmed Mahmoud, JAC Motors Australia Managing Director. “Whether upgrading a work vehicle or looking for a capable family 4×4, the JAC T9 delivers class-leading safety, proven reliability, and now even more exceptional value with $3500 cash-back.”

Later this month, JAC will also expand the T9 range with four new variants. Two cab-chassis models – the Tradepro CC and Oasis CC – bring 1165kg payload ratings (tray excluded), while the Osprey and Osprey X add a power sunroof and a revised suspension tune to the Haven’s specification.

Current T9 models come standard with brown leather-accented trim, a 10.4-inch touchscreen, LED headlights with DRLs, and 18-inch alloys. The Haven steps that up with heated front seats, privacy glass, welcome lamps, auto-folding mirrors, front parking sensors, a 360-degree camera system, and a rear 220V socket.

All T9 variants use JAC’s 2.0-litre turbo-diesel (125kW/410Nm) paired with a ZF eight-speed automatic, as well as a dual-range BorgWarner transfer case and locking rear diff. The tub can take a full-size Australian pallet and offers a claimed 1045kg payload on pick-up versions.

The 2025 T9 line-up is priced (RRP) from $42,662 for the Oasis and $45,630 for the Haven. The T9 earned a five-star ANCAP rating in 2024.

When you start planning remote touring in Australia, one factor quickly rises above the rest: Range.

It doesn’t matter how capable your rig is, how trick your suspension set-up might be, or how well-stocked your fridge is. If you can’t carry enough fuel, you’re limited in how far you can push into the outback. That was the issue I faced with my Isuzu D-MAX. The factory fuel tank holds 76 litres – fine if you’re running around town or sticking to the highway between major centres. But when you’re tackling long runs between servos, or deliberately bypassing them to avoid eye-watering prices, 76 litres just doesn’t cut it.

That’s why I decided to fit a Brown Davis 145-litre replacement tank. It’s nearly double the standard capacity and has already proven its worth on long hauls and remote runs – including the challenging Canning Stock Route.

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Bush-proven 4×4 fuel tanks

There are plenty of companies in the aftermarket game, but few with the heritage of Brown Davis.

Back in 1978, John Brown and David Davis began building custom fuel tanks for the motorsport world. These weren’t standard tanks – they were engineered to take the punishment of high-speed racing, where safety and performance go hand in hand. When a tank fails on the track, the consequences aren’t just inconvenient – they’re dangerous.

That engineering DNA carried over as the company expanded into four-wheel drive touring and commercial vehicles. What began as a solution for race cars soon became a lifeline for outback travellers. Today, Brown Davis is still proudly Australian-owned and based in Bayswater on Melbourne’s eastern fringe. The company designs and manufactures its tanks locally, tailoring them to the conditions we face on our tracks.

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The product range is impressive. Beyond the D-MAX, Brown Davis builds long-range and replacement tanks for many nameplates including LandCruiser, HiLux, Ranger, Navara, Patros, BT-50, Prado and more. The company has also expanded into auxiliary tanks, bash plates, underbody protection and even vehicle accessories for mining and fleet operators.

That’s the key point – Brown Davis isn’t just making tanks for weekend warriors. Its gear is trusted by commercial fleets, government departments and emergency services, which says a lot about the confidence its products inspire.

Tough steel construction

Part of what makes the Brown Davis replacement tank stand out is its construction.

Each tank is made from cold-rolled 2mm aluminised steel, with a powder-coated exterior for extra durability. Inside, the design ensures fuel is delivered reliably, even in the toughest conditions. A swirl pot ensures consistent pickup even when fuel is sloshing around over rough terrain or running low. Internal baffles reduce surge and add strength to the tank. The Brown Davis tank also includes a drain bung, making it easy to empty or clean when required.

On the weight front, here’s how things compare on a dual-cab ute (excluding fuel). The steel tank is heavier, but the added durability and features more than justify the extra kilos:

• Factory tank: 20-25kg
• Poly tank: 25-28kg
• Brown Davis steel tank: 45-50kg

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Another neat touch is that the factory fuel sender relocates directly into the Brown Davis tank. On some models a modified or replacement float arm is needed, but the system is designed so the vehicle’s fuel gauge works as accurately as possible without rewiring the vehicle. Brown Davis also recommends resetting the odometer each time you fill up – after a couple of tanks, you’ll know exactly what range to expect.

Every tank is stamped with a serial number, allowing Brown Davis to track when it was made and who it was sold to. That level of accountability is reassuring when you’re investing serious money in a major touring upgrade.

Why upgrade your fuel tank?

When it came time to sort my fuel range, I only had one option with a tub on the D-MAX – swap the factory tank for a larger replacement.

I like the simplicity of a straight replacement: one filler, no extra switches or pumps, and no messing about transferring fuel between tanks. The Brown Davis replacement for the D-MAX was the obvious choice – strong, simple and proven. Jumping from 76 litres to 145 litres gave me the ability to travel further – but the real-world benefits go well beyond just extra kilometres.

Real benefits of the upgrade

• Freedom from expensive roadhouses: Out in the bush, fuel prices can hit $3 per litre or more. With the extra capacity, I can plan refuels around cheaper stops rather than being forced to top up at the only bowser for hundreds of kilometres.
• Less need for jerry cans: I don’t like carrying more than one jerry can if I can help it. They take up space, add weight in awkward spots and are never as safe or convenient as fuel stored in a proper tank. With 145 litres onboard, I only need a spare jerry as an absolute worst-case backup.
• Peace of mind in the remote stuff: On tracks like the Canning Stock Route, fuel range isn’t negotiable. Having the bigger tank meant I could travel without constantly second-guessing how far the next stop was.
• No compromise to clearance: The tank tucks neatly beside the chassis with minimal overhang. Even crossing dunes, I never felt clearance was compromised.
• Simple filling: The tank uses the existing filler neck. There’s no extra cap, no second hose, no confusing plumbing – just fill as normal.

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Installation guide

One of the key questions when choosing a replacement tank is how complex the installation will be. While Brown Davis designs its tanks as direct replacements for the factory unit, this isn’t a simple bolt-in job you can knock over in the driveway on a Saturday morning.

The process involves safely draining and removing the original tank, relocating the factory fuel sender into the new unit, connecting all fuel and breather lines, and securing the replacement with the supplied brackets. In some cases the float arm on the sender unit needs to be modified or swapped for an alternative supplied by Brown Davis to ensure the gauge reads as accurately as possible. Once installed, the system doesn’t require any wiring changes, as it uses all the factory connections.

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I had my tank fitted by Brown Davis at its Bayswater facility in Melbourne. The company also has a wide network of authorised installers across Australia, including 4×4 workshops and mechanical specialists. These shops are experienced with fuel systems and can get the job done cleanly and safely.

Can you fit it yourself? Technically, yes – if you’ve got the gear, the know-how and the confidence to work around fuel lines. But for most people, it’s best left to the professionals. Not only will you avoid the hassle of muscling a steel tank into place under a ute on jack stands, but you’ll also have the peace of mind that the job’s done correctly, safely and in line with warranty requirements.

For me, it was money well spent. The whole process took only a couple of hours, and I drove away with the peace of mind that everything was fitted correctly, leak-free and ready for the long haul.

Life on the track

Of course, no modification is perfect. There are a couple of quirks to be aware of if you’re considering this upgrade.

The biggest issue is that the factory distance-to-empty (DTE) function no longer works properly. With the larger tank, the ECU simply isn’t calibrated to measure it correctly. The same goes for the average fuel-use display – it’s not accurate.

On the Canning, I noticed the fuel needle dropping much quicker than expected. That set off alarm bells – the last thing you want is to be caught short out there. But when I worked out my usage on paper, it all checked out. I was averaging 18.4L/100km across the dunes, around 50 per cent more than my usual highway consumption. That might seem heavy, but it’s exactly what you’d expect in that environment.

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The other quirk is that when the low-fuel light comes on, there’s still 30–40 litres left in the tank. That’s a huge buffer, but it does take some mental adjustment. The temptation is to pull in and refill as soon as the light flicks on – but in reality, you’ve still got a long way to go.

So instead of relying on the dash, I go old-school – calculating consumption based on kilometres travelled and litres refilled. It’s a habit you pick up quickly, and in a way it reconnects you with the vehicle in a way digital displays never could.

Performance on remote tracks

The Canning Stock Route was the ultimate test. Over nearly two weeks on the track I had to manage fuel carefully, knowing roadhouses and wells were few and far between.

The tank performed flawlessly. Despite heavy sand driving and carrying big loads, I still had plenty of fuel in reserve when I reached Kunawarritji – 730km from the last fuel stop at Billiluna. The peace of mind that comes with extra capacity can’t be overstated, especially when you’re travelling solo. Even better, the tank didn’t cause any clearance dramas. I was expecting at least a scrape or two over the dune crests, but the fitment proved tight and well thought out. No reduced departure angle, no nasty surprises.

On the highway runs before and after, the tank let me skip expensive fills at roadhouses and refuel where prices were lower. On one run I drove past three outback servos without stopping – simply because I didn’t need to. That kind of freedom changes the way you plan your trips.

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Verdict

The Brown Davis 145-litre replacement tank has been one of the best upgrades I’ve made to the D-MAX. It hasn’t just added kilometres to my range – it’s added confidence to my travels.

When you’re remote, the last thing you want is range anxiety. Knowing you’ve got that extra buffer changes everything. Whether it’s skipping a $3 bowser, tackling long tracks or simply carrying less external fuel, the Brown Davis tank has proven its worth time and again.

Yes, you lose a few digital conveniences, but that’s a small trade-off for the benefits. If you’re serious about touring in Australia, a long-range replacement tank is one of the smartest investments you can make. And with Brown Davis’ racing heritage and proven reliability, it’s hard to look past its gear.

RRP: From $1298