March 19: 2024 Mitsubishi Pajero Sport facelift revealed
February 7: Mitsubishi Pajero Sport update imminent
An update for the 2024 Mitsubishi Pajero Sport off-road SUV is imminent.
4X4 Australia understands the updated Mitsubishi Pajero Sport will feature exterior design revisions and interior enhancements, with first arrivals due in Australia around April.
Dealer information seen by 4X4 Australia confirms the model-year 2024 Pajero Sport will adopt a new ‘QG’ model code to replace the ‘QF’ model currently in runout.
It will remain available in GLX, GLS, Exceed and GSR variants.
While the exact changes are unknown, revisions could include new bumpers and alloy wheels, an updated infotainment system similar to the latest Outlander and Triton, and features already available overseas – such as a sunroof or a Rockford Fosgate audio system.
Some active safety features, such as lane-change assist, blind-spot alert and rear cross-traffic alert, could also be standardised for lower-spec variants in line with the Outlander and Triton.
The updated Pajero Sport will continue to feature the 133kW/430Nm 2.4-litre ‘4N15’ single-turbo four-cylinder diesel and 3.1-tonne braked towing capacity shared with the outgoing Triton, though the engine is mated to an eight-speed torque-converter automatic transmission.
Indonesian production switch for some Mitsubishi Pajero Sports
As Mitsubishi prepares to launch the updated Pajero Sport, production has temporarily shifted from Thailand to Indonesia for the GLX 4×4 variant to reduce supply delays, with a plan to return to Thailand for all variants in due course.
There are no specification changes for the Indonesian-built GLX 4×4 variant.
It follows a shipment of Toyota Fortuner vehicles – a direct rival to the Pajero Sport – imported from Indonesia that arrived in 2022, while the 2005-17 Suzuki APV and the 2012 Nissan Micra were also built in the Southeast Asian nation for the Australian market.
If there’s one modification that can alter 4×4 performance and appearance more than any other, it’s tyres.
Bolting on a fresh set of rubber has the ability to completely transform your 4×4, with nothing else than some credit card digits being swapped and a torque wrench doing a lap of your wheel nuts. There is a problem, though: how are you meant to choose the right tyres for your rig?
There are so many brands with various tread designs and price points on the market these days, and what may work for your mate’s HiLux will be absolutely awful on your Proton Jumbuck. Not to worry, we’re here to help. In this guide we’ve done most of the hard work for you, no matter what you’re after. ATs, HTs, MTs and Hybrid options are all listed below, so have a read and see if you can find your next set of 4×4 tyres.
To keep things fairly uniform on the cost side of things, we’ve set the tyre size to the commonly available 265/70R17 for all tyres, or as close to it as possible for those that don’t come in that size.
One of the most technology-filled tyres on this list, the Wildpeak has proven to be a top choice for a lot of 4WDers over the past few years.
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It has nifty inclusions like heat-diffusing lower sidewalls to make it an excellent tyre for towing, and stepped tread blocks, which are offset to protect the sidewall for extra rigidity when finding off-road traction. Continuing the aggressive tread pattern, the upper sidewall is designed to mould over sharp rocks and aid traction in soft sand.
They’re also an extreme weather-rated tyre, so you’re ready for the next ice-age to kick off, or even if you’re a driver who needs to venture out in the rain. 3D Canyon sipe technology is also onboard, which essentially interlocks the sipes, providing excellent wet-weather grip without sacrificing tread lug deterioration in high torque applications.
Carrying on the aggressive tradition of the RAZR MT, the AT version looks just as gnarly and, if appearance equalled performance, these would be the tyre of choice for everybody.
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And frankly, “everybody” could do a lot worse. The Maxxis team threw a bunch of R&D at this tyre, and if things like three-ply sidewalls, high tensile fibres interwoven into the cap and 3D wave siping sounds like a bit of you, then you’ve found your tyre. With excellent on-road manners and off-road behaviour that’d rival a lot of well-known muddies in the soft stuff, this is a seriously top contender and should be on almost every 4WDer’s shortlist. Muddy looks with all-terrain performance and Maxxis reliability? Yes please.
A tyre truly designed for Australian conditions – Cooper went into the Outback and spent three years testing this tyre to the absolute limit, the result being one undeniably tough piece of AT rubber… well, heavy-duty rubber and silica compound.
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The S/T MAXX features stone-ejector ribs and an enhanced buttress design on the sidewall for increased grip at low pressures, and they feature Micro Gauge siping for extra on-road grip in inclement weather. Underneath the Y-block treads with optimised draft angles sits the proprietary Armor-Tek 3 ply construction, which sees the third top ply laid down on an eight-degree angle, which provides a 250 per cent strength increase over the standard two-ply construction. Think of the old-school bias-ply strength and puncture resistance, but without any of the downsides. If you’re looking for a no-nonsense and ultra-tough AT tyre, don’t go past the Cooper S/T MAXX.
Terrain
All Terrain
Size range
225/75R16 u2013 315/70R17
Rim sizes
16-20-inch
Pros
Aggressive tread pattern
Armor-Tek 3-ply
Renowned longevity
Cons
Reports of tyres being noisy once worn in
They ainu2019t cheap
Wet-weather grip seems hit and miss on some vehicles
The Baja Boss AT has a legions of fans. That’s probably due to things like the asymmetrical tread design that straddles the line between aggressive off- and on-road manners excellently.
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Mickey Thompson reckon it offers fantastic road-holding while minimising noise, which is pretty much the gold-standard for an AT tyre. The Extreme Sidebiters on the sidewall are 150 per cent deeper than on the previous Baja ATZ P3 tyres and guarantee low-pressure traction in the soft stuff, while the toughness department is managed by the PowerPly XD feature – essentially a 50 per cent increase in denier cord used in the plies, to provide a mammoth amount of puncture resistance. Also worth noting is the silica-infused compound for greater wear characteristics and longer life, rounding out what has to be a shortlist tyre for just about any serious 4WD owner.
The Toyo ATII is well and truly proven as a solid performer in Australian conditions. They’re built to last, with Toyo claiming they’re able to do five full laps of Australia on a single set of rubber.
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Off-road capabilities are enhanced with two cap plies that are built for puncture resistance, and the carcass incorporates sidewall protection for when you’re bagged out on the rocks. On-road performance is beefed-up with tie bars between the tread blocks have been added to offer better braking and corner stability – features not commonly seen in off-road rubber, but welcome additions nonetheless.
While they don’t necessarily have the sex appeal of some of the more aggressive tyres on this list, if you’re after a no-nonsense, long-lasting, reliable tyre that’ll go the distance and hold its own in a fistfight with nature, give the ATIIs a once over. There are a lot of good reasons so many folks are running them.
One of the original crossover AT tyres that’s been around since before some of our readers were born, the Fun Country has been reinvented into a tough AT contender, and we are into it.
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The sidewall is made up of three plies that are angled to increase puncture-resistance, and the offset, siped sidewall tread is designed to resist lug-tearing by spreading the load across a greater section of the tyre instead of just the lug, further aided by the 360° scalloped rib section. The shoulder of the tyre is notched to decrease damage from rocks, while the Offset Circumferential Grooves ramp up water dispersion and traction, making this a solid choice for those chasing some functional and well-priced rubber.
Terrain
All Terrain
Size range
265/75R16 u2013 37×12.5×20
Rim sizes
16-20-inch
Pros
Old-school design with modern enhancements
Well-priced
Chunky side blocks on tread should be nice for mud
At the budget end of town we find the Federal Couragia AT. It’s not aggressive nor does it provoke lust in the eye of the beholder, and there are precious few sizes available, but considering the price there’s quite a bit to like about this tyre.
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The compound features chemically coupled silica to the rubber, which should promote a decent lifespan from these things, and the wide-angle shoulder grooves and multi-directional siping should mean they offer adequate handling in the wet. It is worth mentioning that there have been a few instances of the tread lifting after a short amount of time on the vehicle, but most reports seem to be on heavier vehicles.
Lighter 4WD and SUV owners have largely reported great things from their Couragias. So if you’re looking to re-shoe your F-250, these may not be for you, but it you punt your Sierra to work every day and over the dirt for a camping weekend a few times a year, these could be perfect.
The Scorpion is designated as an AT tyre but its super-sleek tread design is way more slanted towards highway driving. And that’s not a bad thing at all.
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If you’re doing a lot of Outback touring where you’ll be spending 80-90 per cent of your journey on the black top or dirt roads, then these tyres start making more and more sense. The tread features all the usual HT acumen – low noise, excellent wet weather grip, long-life – however it also is somewhat good off-road, at least until you start getting into the deep bogholes or boulder gardens.
However, it’s not designed or advertised at excelling in those arenas. It’s a touring tyre, plain and simple. It really is hard to hate on an all-round performer like the Pirellis, and if you’re only an occasional off-road driver and spend a bunch of time on the bitumen, these really could be your next set of rubber.
Another AT that’s really an HT, the Continental ticks all the usual boxes for this type of tyre. It’s excellent in both the wet and dry, it offers great treadwear, the noise levels may as well be non-existent, and when it comes to off-road ability they’re punching at the flyweight end of the spectrum.
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Except on sand that is, it’s not an overly well-known fact but once aired down, HT tyres absolutely dominate on the sand over the more aggressive MTs or ATs. If you’re a beach comber with little interest in driving mud or rocks, then these are actually a very good choice.
Designed for SUVs and light trucks, the sidewall, carcass and plies are all fairly strong and puncture-resistant. Sure, they’re not going to win any mud-bogging competitions; but when considered within the realms of what they’re designed for, there are impeccable reasons to lay down your cash on a set of these.
The previous iteration, the KM2, was a massive hit with the mud-driving public, so when the KM3 hit the market, it had some big shoes to fill. And fill them they did.
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The KM3 offers five-per-cent better mud traction than its predecessor thanks to the “mud-phobic bars” on the shoulder of the tyre that are designed to aid in self-clearing, allowing the rubber to bite deeper into the slop. The sidewalls have also been beefed up to the tune of 27 per cent more toughness, mainly due to the CoreGard Max technology, which is a special mix of compound and thicker rubber in the sidewall plies.
Terrain
Mud Terrain
Size range
28x9x14 – 39×13.5×17
Rim sizes
14-20-inch
Pros
Well-established brand
One of the best muddies on the market
Decent on-road manners and wet weather performance
Taiwan-based Kenda have been around for 60 years now, so it’d be fair to say they have the know-how.
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While they’re a fairly basic construction – double steel belts with three-ply sidewalls – they fit the budget mould perfectly and by all reports are pretty darn impressive off-road, making them a top contender in the bang-for-buck stakes. Noise is an issue, more so when they have a few kays on them, but a little bit of howling is to be expected. The Kendas could be a great entry-level mud-terrain for those who aren’t willing to cough up the coin for a more well-known brand. Even with the lack of refinement in some areas, they’re difficult to ignore and can’t be written off.
Terrain
Mud Terrain
Size range
30×9.5×15 u2013 35×12.5×22
Rim sizes
15-22-inch
Pros
Big open tread block design is good for self-clearing
Fantastic compromise between price, features and capability
Well-established company
Cons
High road noise, especially once worn in
Stiff sidewalls need lower pressures to bag-out properly
The KL71 has been around for a long time now, and the Korean-built tyre is a solid and capable performer on- and off-road.
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Despite the angry tread design, the KL71 is surprisingly quiet on-road and grippy in the wet, which comes down to the tightly packed centre lugs, which were developed using fluid mechanics to keep the noise levels on the lower and of the scale and resistant to any aqua-planing.
Off-road, the beefy shoulder lugs keep the traction on mud and rocks plentiful; although, we’d like to see some more sidewall tread on an updated tyre, which hopefully is not too far away. The Kumho is getting a little long in the tooth now, having been on the market since fuel was under a buck a litre, but its consistent performance, good looks and competitive pricing still make it a great choice for those looking for something a little different.
Terrain
Mud Terrain
Size range
27x8x14 u2013 35x12x15
Rim sizes
14-17-inch
Pros
Looks unique and ultra-aggressive
Good wet-weather performance
Decent sidewall strength
Cons
17-inch rim is the biggest available
Only one (small) size available on a 17-inch wheel
The Dynapro MT2 has one of the strongest tyre carcasses we’ve see, featuring a reinforced under tread gauge, nylon reinforced belts, a high-tensile steel belt and jointless bead wire.
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It’s simply a beast of a tyre that’s nigh-on bulletproof when it comes to puncture resistance. The tread pattern is very much like an old-school mud-terrain, with chunky centre lugs and uneven shoulder blocks for fast and effective self-cleaning. However, they suffer from the same things of the muddies of yesteryear.
Wet-road driving and long-trip noisiness have to be taken into consideration, but if you’re confident in your abilities to deal with aquaplaning and are happy to just turn the stereo up to drown out the road noise, then these are right up your alley. A super-solid construction with fantastic off-road capabilities without any of the frills or fanciness? Sign right here.
Terrain
Mud Terrain
Size range
215/75R15 u2013 315/75R16
Rim sizes
15-18-inch
Pros
Very strong construction
Solid off-road credentials
Decent pricing
Cons
Limited size range in Australia compared to other countries
When we get right down to it, HT tyres really only need to be measured by a few criteria: How they handle the wet, how long they last and how well they bag out in the sand, and the 689 HT is no exception.
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To be fair, based on those criteria alone, it’s really a pretty good tyre. While you wouldn’t buy these to do a run down the Gibb River Road, for a tow vehicle that’s only ever going to see an occasional dirt road and maybe do some beach camping a couple times next summer, you could do a lot worse.
The tread pattern is computer designed, the tread blocks are surprisingly deep at 11mm and the rounded shoulders ensure a smooth, long-wearing and practically noiseless driving experience. It’ll get you there and back, and at the end of the day, you have to chalk that up as a win.
Contrary to popular belief, the MTR stands for Maximum Traction Reinforced, not Mud Terrain, and the Goodyears are one of the originators (and still one of the best) of the hybrid tyre.
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Featuring Kevlar reinforcement and a silica-infused rubber compound, these are the tyres for you if you’re looking for more off-road performance while giving a decent account of themselves on the blacktop. The asymmetric tread design reportedly self-cleans incredibly well, while the stepped shoulder blocks and wraparound sidewall tread maximise traction on pretty much every surface you care to point your rig at.
Internally, the tyre has twin steel belts and the sidewalls are reinforced with Dupont Kevlar, a material that’s pound for pound stronger than steel – making them incredibly resistant to cuts and punctures; specifically, 35 per cent tougher than the previous MT/Rs, which were long a favourite of off-road drivers everywhere.
Terrain
Hybrid Terrain
Size range
245/75R16 u2013 37×12.5×17
Rim sizes
15-17-inch
Pros
One of the best tyres available for those who go off-road regularly but want to retain road manners
Kevlar sidewalls
Well-proven design and quality
Cons
Asymmetric tread means you need two spares
Stiffer sidewall means a slightly rougher ride on-road
The Ridge Grappler is a true one-tyre-does-it-all. Available in a huge range of sizes and well-suited to both heavy and light vehicles, it can handle the rigours of the daily commute as well as the weekend camping missions deep into the scrub.
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In fact, it’s even available in a two- or three-ply construction (although let’s be honest, there are few circumstances where two-ply would be the choice). Nitto calls the thread a “various pitch” design, which essentially means it has tighter lugs in the centre of the tyre for low noise and good handling on-road, while the alternating shoulder lugs and stepped tread blocks are designed to dig deep into slick surfaces and give you the grip you need. The sidewall patterns are different on each side of the tyre, one having a traditional look while the other features larger lugs for more grip off-road, which is pretty nifty in our opinion.
Terrain
Hybrid Terrain
Size range
265/65R17 u2013 37×12.5×22
Rim sizes
16-22-inch
Pros
Great for harder off-road trips without a loss in on-road handling
The X-ATs are like the equivalent of your grandad’s axe – solid, dependable, great at what they’re designed for but won’t win any awards for being tough-looking.
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With that said, we know people who are on the third and fourth sets, so they’re hardly underwhelming in the performance categories. Built with a triple-polymer compound and a host of clever tread pattern design features, they’re aimed at people who spend a solid amount of time off the beaten track but are also meant to be able to hold the road as well as, or better than, a traditional AT tyre, so it really is a fantastic tyre for those looking for off-road capability and on-road manners. Dual sidewall treads and a wide flat profile mean that not only will the X-ATs get you there and back, you can expect some big kilometres out of them before you’ll need to swapping them out too.
Terrain
Hybrid Terrain
Size range
235/65R16 u2013 285/75R16
Rim sizes
15-17-inch
Pros
Excellent dirt road traction and braking
Good self-cleaning ability
Solid all-round performer
Cons
Can be loud on-road, especially with incorrect tyre pressures
The Cooper Rugged Trek is a 4×4 tyre designed for drivers who frequently tackle rough terrain.
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The tyres are built to provide superior traction on both wet and dry surfaces, and have a unique tread pattern that allows them to grip onto rocks, sand and mud. They’re also designed to provide a comfortable ride, with reduced road noise and vibrations. The Rugged Trek range is available in a variety of sizes to suit different vehicles, and comes with a mileage warranty for added peace of mind.
With a huge variety of 4×4 tyres on the market, the decision can be overwhelming when the time comes to swipe the debit card for a set – especially when it’ll take a decent chunk out of your savings. Choose wrong and the result could be catastrophic, as using a tyre not designed for a specific purpose will limit traction and increase the likelihood of damage and puncture.
So we’ve tried to simplify things here, explaining why you need to upgrade your tyres, why stock tyres won’t cut it, the different types of 4×4 tyres, key features to look for, and why running correct tyre pressures is crucial.
What are your intentions?
Before you even begin to kick the side of a tyre, scan spec sheets, research carcass construction and assess the technical differences between Highway Terrain, All Terrain and Mud Terrain tyres, it’s important to establish your real-world intentions with the vehicle.
Before buying tyres for a 4×4, the owner really needs to have a ‘hand on heart’ review of how and where the vehicles will be used,” Jeff Moorhead told 4X4 Australia. “After the owner has honestly considered the real use of the vehicle, tyre selection gets a bit easier.”
To this end, an owner should ask themselves four questions: How often will I realistically go off the bitumen? What duration of the trip will be off road? How severe will the conditions be when I do go off road? And how much weight will be added to the vehicle for off-road trips?
Once the answers to those questions are crystal clear, you can begin to narrow your focus to the type of tyre best suited to your needs.
Types of tyres
When browsing aftermarket catalogues in pursuit of the holy grail of 4×4 tyres, you’re going to encounter three different types of tyres: Mud Terrain (M/T), All Terrain (A/T) and Highway Terrain (H/T). Plus, you’ll be encouraged to ditch the Passenger construction and opt for a tyre labelled with Light Truck (L/T) construction.
A tyre stamped with L/T on its sidewall will be more durable and capable of carrying higher loads than a Passenger tyre. They also feature more aggressive tread patterns, increased sidewall protection due to more ply layers, more cut-and-chip resistance, and notably more traction for non-bitumen surfaces. When you need to air-down the tyres, L/T tyres can also dip even lower than passenger tyres, making them ideal for rock-crawling.
“As the name suggests, Light Truck tyres provide a higher load-carrying capacity and are able to cope with higher pressures to help carry the weight,” Jeff Moorhead explained. “They use heavier gauge components in the overall construction of the tyre, and usually have more rubber in them and more tread depth.
“The advantages are robustness and a resistance to punctures in rough terrain, but, as always, there are trade-offs. Disadvantages are a harsher ride, an increase in unsprung weight on each corner, and on-road handling can sometimes not be as responsive.”
There’s still a place for the Passenger tyre, namely for those who travel light and prefer longer trips on the blacktop. Due to their construction, they are better on fuel economy and provide a nicer ride quality … you’re just at greater risk of a puncture as they aren’t as robust.
“As the percentage of off-road use increases, H/T, A/T and M/T tyres all have varying levels of what they are capable of,” explained Jeff Moorhead.
“For example, the dedicated regular user who is out all year round in the High Country, running with high loads and in harsh off-road conditions should probably be looking at a Mud Terrain tyre with Light Truck construction for load-carrying and durability, and three-ply sidewalls for puncture resistance.
“For a vehicle doing long-distance, gravel-road touring on more formed roads, an All Terrain tyre might be a better option. Depending on the load being carried and severity of the conditions being encountered, a Light Truck construction might be a good option.”
Highway Terrain tyres
Highway Terrain tyres are typically those found on your 4×4 vehicle once it leaves the showroom floor, and they can stay there if you never leave bitumen on the hunt for remote campsites. They are designed and manufactured with a bias towards on-road comfort and ride quality, with less space between the tread blocks, more siping to improve traction, and a reinforced overlay between the steel belts to improve on-road comfort.
“(They) basically look similar to a large car tyre. They provide good, safe on-road performance, with low noise levels and good ride comfort,” Jeff Moorhead said.
A Highway Terrain typically has a more closed pattern and is heavily siped to ensure quiet operation and enhanced grip,” Jeff Newick said. “OE tyres are mostly built for a budget, smooth ride and quiet operation. They typically are not strong enough in the carcass to endure off-road situations, and the patterns are generally highway orientated.
Usually a 70/30 split (70 percent on road / 30 per cent off road), there’s definitely a place for the Highway Terrain tyre – good quality units will improve on-road handling, steering response, wet handling, braking and will generate a hell of a lot less noise than most A/T and M/T tyres. But you’ll want to swap them for more serious rubber if you intend on participating in most forms of off-roading.
Mud Terrain tyres
The construction of a Mud Terrain tyre isn’t radically different to an All Terrain, just more extreme in every sense. With deep, blocky tread patterns and durable construction, they are primarily designed to cope with harsh, rugged terrain and are usually forgiven for being noisy and harsh on road. In saying that, a new generation of muddies has raised the bar in recent years and is changing that perception.
The traditional muddie utilises clever design cues to ensure they can find grip when forward momentum seems impossible. For example, the open tread pattern digs for traction in very loose surfaces and can self-clean as it does so, increasing the chances of your set of MaxTrax remaining on the roof rack. A heavy-duty construction and bonus sidewall protection helps to prevent punctures, which is especially crucial when lowering air pressures.
“(M/T tyres feature) thicker construction of the tyre carcass, deeper tread depth and wider channels in the tread design, all for the same reasons as for A/T tyres but with more of a skew towards harsher off-road use,” Moorhead said. “These increases in thickness that help in off-road conditions have the same effects on on-road performance, but to a larger extent (compared to A/T tyres).”
The compromise is obvious. Ever been walking down the street and you hear a raucous drone coming from a passing GQ Patrol? They’re running muddies, and they’re loud on bitumen. If budget permits, keep a set in the shed and pop them on whenever you set off on an adventure.
“(They’re) for the person intending to do large amounts of off-roading. They will create more noise in service and will require more maintenance to ensure irregular wear does not happen,” Jeff Newick added.
All-terrain tyres
An All Terrain tyre sits somewhere between the H/T tyre and the M/T tyre, offering in theory the best balance for both on- and off-road driving. With a stronger construction and a more open tread pattern than H/T tyres – but not as rugged or durable as a muddie – an A/T tyre is an excellent (and popular) choice for long outback trips where a combination of tarmac, rocks, ruts and sand are on the menu.
“(They) will have a more open tread pattern, more space between the tread blocks, bigger shoulder blocks, and sometimes deeper tread. This is to provide more traction and control on loose surfaces,” said Jeff Moorhead.
Jeff Newick doubled-down on that point: “They have a more open pattern designed to assist traction in soft surfaces, whilst still providing reduced noise and wet-weather grip.”
Relatively new to the market is the Hybrid All Terrain, which has a slightly more aggressive pattern than a typical A/T tyre.
“(They have a) more aggressive pattern, to give the extra grip without going full mud,” explained Jeff Newick. “A great tyre for touring through the outback or the weekend adventurer.”
What to look for?
When buying a set of tyres, remember these three letters: TCC. This stands for Tread Design, Carcass Construction and Compound, and they’re the three areas where you’ll be able to separate the contenders from the pretenders.
“The three key elements of choosing the correct tyre are Tread Design, Carcass Construction and Compound (TCC),” Jeff Newick explained. “The tread design must suit the purpose of application, the carcass construction to withstand the rigours of off-roading, and the compound to ensure high mileage, wet-weather grip and reduced damage.”
If it’s all a bit too overwhelming, the key features of a modern tread design to look for include: flex grooves, mud scoops, release dimples and raised rubber ribs. If the tyre you’re looking at has these, then you’re already laughing. Other clever innovations include Micro Gauge Sipes, tiny cuts in tyres designed to suck water up and release on highways to prevent aquaplaning.
Also consider the tyre’s tensile strength and whether it’s equipped with ‘angle ply’ technology. A closer look at a tyre’s sidewall will also prove valuable, and scan for additional sidewall biters and extra protection from the elements.
“Tyres designed for use off road need thicker construction, deeper tread depth and wider channels in the tread to deal with the cuts, impacts, dirt, mud, stones and general rigours of off-road driving,” Jeff Moorhead told 4X4 Australia.
“This thicker construction is not ideal for some on-road and general handling type properties. Thicker construction increases rolling resistance and reduces fuel economy, generally causing a harsher ride, (and) possibly reduced wet on-road performance. Deeper tread depth will negatively affect the way a tyre stops and turns because all of that tread rubber has a tendency to bend or fold over under high stress. And there is an increase in unsprung weight.”
As with any important purchase – especially one that plays an integral role in returning you home safely – it’s important to do plenty of research. Remember, not all tyres are created equal, so while an attractive price tag might seem enticing, it may not have as much research and development behind it.
Plus, a low-cost option may not be built for Australian standards and can leave you stranded with a lack of warranty and no after-sales support. Interestingly, some tyres can sit in a warehouse for up to five years, so there’s no harm in asking how long they’ve been there.
The easiest way to avoid all of these headaches is to buy from a reputable brand with local after-sales support.
Pressure points
Experience will count for plenty when the time comes to modulate tyre pressures, as different track situations will dictate what tyre pressures to run. And it’s critical that you get this right, as running pressures too high or too low in specific circumstances could result in damage and even a complete blow-out.
“Tyre pressure is critical to get optimum tyre performance both in terms of handling/traction and long tyre life,” Jeff Moorhead said. “If you’re only running on highway, with a basically standard vehicle on OE tyre specs, the OE placard pressure is recommended.
“However if you have undertaken any vehicle modifications, we strongly recommend loading the vehicle to its full running or touring weight (all the gear) then head to the nearest weighbridge and get a reading done on total weight as well as the axle loads, front and rear.
“With the weight readings in hand, contact your tyre retailer or tyre manufacturer and get advice on the best pressures to run for your vehicle.”
In action, a rough guide is to go between 18 to 24psi for firm sand, and down to 14/15 to 20psi for very soft sand, mud or rocky roads. Sometimes you may need to drop the pressure further to increase the tyre’s footprint, but always keep speed below 40km/h when aired that low.
As mentioned, running incorrect pressures can be detrimental to the survival of the tyre. Underinflation can shorten tyre life, compromise handling and cause outright tyre failure when you least want it; overinflation can also compromise handling and shorten tyre life.
“When running very low pressures in rugged, slow off-road conditions, it’s critical the tyre pressures are put back up to normal running pressure before any higher speeds are attempted,” Moorhead added.
Jeff Newick summed it up when he told us: “Having the correct pressures for each situation is critical to ensure correct grip, reduced damage and good handling of the vehicle on different surfaces.”
In fact, Dean Mellor took an in-depth look at the importance of running correct tyre pressures earlier this year, as part of our ‘How To 4×4’ series, and the video can be found on the 4X4 Australia YouTube channel.
Time for a change
A tyre needs to be replaced when it has worn down to the treadwear indicators (around 2mm remaining is a good time to swap them over), or they start to chip, crack or sustain any irreparable damage. It’s also important to keep an eye on the tyre’s block edges, and if there are any raised edges developing it could indicate that a wheel alignment is required. As a rule of thumb, a wheel alignment should be conducted every six to 12 months, or every 10,000km, unless the vehicle is pulling to either side … of course.
A quick walk-around on big trips to scan for wear and tear pays dividends, and get the experts at your local tyre shop to scan them once they approach around five years of age.
Numbers and letters explained
All the relevant information including measurements and load ratings are written out on every tyre’s sidewall. All those numbers and letters can be mind-fuddling without knowing what they mean, so we’ve broken it down using this example: 265/65R17 100T
265 = section width (in millimetres)
65 = sidewall aspect ratio (as a percentage of width)
R = tyre construction (in this case, radial)
17 = rim diameter (in inches)
100 = load rating (800kg, explained below)
T = speed rating (190km/h, explained below)
Speed rating
A specified speed rating advises the maximum permitted speed of said tyre. For safety reasons, it’s recommended to never exceed the max speed rating.
Load rating
A load rating designates how much weight a tyre is designed to carry when operating at its maximum speed rating and inflated to maximum pressure, as the tyre’s load carrying capacity will decrease with reductions in pressure. For example, a 265/65R17 100T has a load rating of 100, which translates to a maximum permissible load of 800kg. Remember, it’s illegal to install tyres with a lower load index than the vehicle manufacturer’s original tyre.
How we review products
4X4 Australia has been reviewing four-wheel drive vehicles, aftermarket products and camping gear for more than 40 years. When looking for the best swags in Australia there are some things that are essential to ensure you sleep soundly under the stars.
When we compared each of the swags in the list with hundreds out there we looked at the size, weight, durability and price. We also searched for additional features that make these swags stand out from the rest.
We looked at hundreds of user reviews and drew on our own experience sleeping in swags to make sure our recommendations are for the best on the market.
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The Ford Ranger has continued where it left off in 2023, remaining the best-selling overall vehicle in Australia in January 2024.
The just-released VFACTs report lists the Ford Ranger as Australia’s most sought-after vehicle with a total of 4747 sales. Of those sales, 4334 were registered for 4×4 variants.
Highlighting Australia’s relentless appetite for bigger SUVs and utes, the next best-selling vehicles in January 2024 on the overall charts were the Toyota HiLux (4092), Toyota LandCruiser (2541) and Isuzu D-MAX (2541).
Looking specifically at the 4×4 charts, and the Ranger remains king, defending its crown with the aforementioned 4334 sales. The HiLux (3478) and D-MAX (2118) round out the podium. The Prado was the best-selling 4×4 SUV in January, posting a total of 1746 sales, positioning it ahead of the 300 Series (1463), Isuzu MU-X (1217) and Ford Everest (1176).
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The LDV T60 had a solid month, with its 950 sales sneaking it into the Top 10. As a budget alternative, it remains more popular than both the GWM Ute (643) and SsangYong Musso (242). At the other end of the price spectrum, the RAM 1500 (290) outsold both the Silverado (264) and F-150 (123).
Taking a deeper dive into the numbers reveals that LCV sales are up from 18,546 (January 2023) to 20,601 (January 2024), with the PU/CC 4×4 market in particular strengthening compared to the same time last year (15,966 sales versus 14,144), representing a 17.8 per cent share of the total new sales market. LCVs accounted for 22.9 per cent of total sales – and SUVs 55.5 per cent – in January 2024.
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However, according to FCAI Chief Executive Tony Weber, this represents the challenges the industry is currently facing.
“The continuing preference for SUVs and utes demonstrates the challenges the Commonwealth Government is facing as it works to introduce a New Vehicle Emissions Standard (NVES),” he said. “Industry wants an emissions standard that is ambitious without limiting the choice and increasing the cost of the vehicles Australians need and want.
“Even with the current incentives offered by the Commonwealth and State and Territory Governments, sales of battery electric vehicles appear to have plateaued during recent months.”
In particular, total diesel sales have increased from 26,589 to 28,923 compared to the same time last year – while petrol-powered variants still accounted for a total of 42,247 sales despite declining compared to January 2023 (44,831).
When Toyota launched its all-new 70 Series toward the end of 2023, the legendary off-roader landed with a 1GD 2.8-litre four-cylinder 150kW/500Nm turbo-diesel engine for the first time.
The inline-four joined Toyota’s venerable 1VD 4.5-litre V8 turbo-diesel, with many purists holding reservations about the I4’s towing ability. Following a test run in both vehicles towing a 3100kg Kedron off-road caravan, it’s safe to say those reservations are completely unwarranted.
Not only is the four-cylinder better on the open road, but the I4/auto combo is easier and more pleasant to drive around town, when towing and even off-road. Other than the soundtrack, it does everything better than the V8.
Towing specs
2024 LandCruiser 79 GXL double-cab
Engine
I4 turbo-diesel
V8 turbo-diesel
Transmission
6-speed automatic
5-speed manual
GCM
7010kg
7010kg
Towing capacity
3500kg
3500kg
Payload
1325kg
1270kg
Final drive ratio
4.3:1
3.09:1
The four-cylinder engine feels lively compared to the V8. It’s more willing to get up and go, while the V8 likes to lope along and take its time to build speed when you put your foot down. The auto transmission not only has an extra ratio that benefits acceleration, but the final drive is a lower at 4.3:1 compared to the V8 model’s 3.09:1.
Nowhere is this performance difference more evident than when towing with the two powertrains. The drive loop included gravel and some sealed roads, and the four-cylinder/auto was far more spritely in its pick up when towing the van, while manually shifting the auto was easy when it came time to brush off speed for descents or when approaching washouts.
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By comparison the V8 picked up speed more lazily when rowing through the gears but it cruised just as nicely once up to speed. But it was significantly slower than the four-cylinder vehicle when accelerating out of washouts – we first tried third gear but acceleration was lacking compared to the four-cylinder vehicle, and while using second gear created more noise from the engine, there was very little if any improvement in performance.
For many years we’ve heard buyers asking for an auto transmission for towing with a 70 Series and we have seen aftermarket auto conversions costing north of $20,000. Toyota has answered this call with the six-speed automatic transmission and potential buyers needn’t been concerned about the performance of the four-cylinder engine.
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The Kedron van used on the towing loop was said to be putting around 290kg on the tow ball and again, the suspension was unfussed by this extra weight on the back of both the I4 and V8 Cruisers.
The inclusion of an automatic transmission will entice those who want to tow but convincing them that the four-cylinder engine is up to the job might be a hard task, while the auto will also appeal to fleet owners who need all-road ability but can’t trust their employees with a manual gearbox. The four-cylinder option also opens up the 70 to buyers not allowed to own or drive a V8-powered vehicle.
The four-cylinder will be a hard-sell to enthusiasts who don’t trust the smaller-capacity engine in a large heavy-duty 4×4, and they will continue to queue up to order a V8 model… if and when they eventually can. Any uncertainty as to the future of the V8 engine option will only promote the desire for that driveline further, and there’s no doubt they will remain in demand.
However, the automatic transmission make the 70 easier to drive, and the 1GD engine is more enthusiastic than the V8. Plus, with less weight over the front-end it feels a touch more nimble in the handling department. That lighter weight also adds around 55kg to the vehicle’s payload capacity.
Everything in Judbarra National Park is big: the landscape, the history, the animals, the four-wheel driving challenges and the weather that passes through it each year. And the park itself is big, covering just over 13,000km², making it the second biggest in the Territory after Kakadu NP.
Judbarra was once named Gregory National Park, after Augustus Charles Gregory, who in 1855 led several exploratory parties up the Victoria River and penetrated nearly 500km south towards the Great Sandy Desert on what would become one of the longest overland rides in Australian exploration.
The park was renamed Judbarra in 2021 to recognise the traditional owners.
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Just off the Victoria Highway is the famous Gregory’s Tree, an age-old boab that is an aboriginal sacred site as well as a marker for Gregory’s travels.
Setting up camp near the huge boab, Gregory instructed artist and storekeeper J Baines to carve the dates of their arrival and departure from the area into the tree. It is now a registered heritage site, and there is a boardwalk and signage to inform modern-day explorers about the travels of the early explorers.
Further down the road at Timber Creek is the last stop for any supplies for those entering Judbarra from the north; make sure you have all the fuel you can carry as it’s more than 400km through the park and down to the nearest fuel stop if you decide to drive along the longer 4×4 tracks.
Technically the park has two sections – the east and the west precincts. The east takes in the Victoria River Roadhouse and the Sullivan Creek campground, but the western sector is where the real adventures lie.
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Journey into Judbarra
My journey into Judbarra began about 20km from Timber Creek on the northern side of the park at Gregory’s Tree, a great start point where you’ll find absolutely all the information you’ll need on Judbarra, including on the flora, fauna, history, track directions and more, as well as details on park or track closures.
I have always had Judbarra on my must-visit list, and I had heard some of the tracks were pretty rough across the Black Range. Also, being an isolated and remote park, Judbarra is only open a few short months of the year.
During summer it is closed due to the extreme heat, while during the wet season it’s closed due to the intense flooding. Even in times (as I found out) it can be closed due to either fires or damage from recent rain.
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Before heading into the park, you need to be absolutely confident with remote travel and ensure you have enough supplies for at least a few days.
Thankfully, planning a trip through the park is pretty simple due to Parks NT naming all the tracks and providing decent signage at all the turn-offs.
Heading east out of Timber Creek, I soon found the Bullita Access road that heads south into the park. Some of the 4×4 tracks in Judbarra loop back to the main road, and these are a great way to explore all the features in the park.
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One-way ticket
My first track was the Bullita Stock Route that heads one way from Bullita Homestead. Around the turn of the century two massive cattle stations dominated this area; the Bullita and Humbert River stations.
The stock route was used by the stations when they sent cattle further northwest to Wyndham in WA for export and slaughter. Today some of the buildings have been restored and there’s a great camping area on the bank of the East Baines River. Relics, detailed sign boards and the old cattle yards are fun to explore while reflecting on the good and bad times of days gone past.
The Stock Route track really only has two obstacles, one being the Baines River when in flood, and the jump-up, midway along. With spectacular scenery around this rocky track it’s a great way to settle into the park.
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Interestingly the stock route track was also called the donkey track, as donkeys were used to help move freight through the area, and yes, I saw dozens of them along the way. It takes around eight hours to cover the 95km because of the rough terrain and the many sights to see along the way.
Halfway back to the Bullita Homestead I was hoping to check out an unusual limestone gorge, but with the roads still under repair after a massive dump of rain all I could do was to find the Tufa dams.
These unusual walls in the creek have been formed by a combination of a limestone deposit and algae growth where water spills over rocks, creating a calcium buildup over time. These Tufa dam walls are estimated to be 1600 years old.
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Heading back down past the Homestead (remember it is a one-way track), I jumped onto the Humbert Track to head south crossing the Humbert River which surprisingly still had some flow in it late in the dry season.
I was tempted to go in for a dip, but croc signs had me thinking otherwise. Across the river the Humert becomes the Wickham Track for the next 30km to the intersection of the Broadarrow and Gibbie Tracks. Just near this major intersection another track leads to some old stone cattle yards, but again with the unusual rain, this too was closed.
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Broadarrow Track
My aim was to explore the very remote Broadarrow Track that had recently reopened after the unusual wet this area had early in the season.
With a total of around 230km to cover, it’s best to allow a good two days for this track. The Broadarrow Track was also used by packhorses and donkeys, to bring supplies up from Victoria River Downs Station in the south.
Word around was that the track was notorious for staking tyres due to sharp sticks in the long grass and the unseen rocky surface. In the scale of things, the Broadarrow Track isn’t overly challenging, but the remoteness and isolation can make it difficult for new travellers.
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There are plenty of camping opportunities along the way, whether to catch a stunning sunset or sunrise along the escarpment section or maybe a riverside camp on Depot Creek, the headwaters of the Baines River, or the new Wilingarri remote river camp.
I set up at Camel Point Campground, giving me a high point to spot camels, of which I spotted several herds late in the afternoon. My other camp choice was at the Escarpment Lookout Campground where I had absolute stunning views to the east, deep into a valley I would explore the next day.
The Broadarrow Track is similar to many tracks around the Kimberly area – very stoney and rough terrain, with scattered timber and magnificent boab trees throughout. There are several large jump-ups on the track but driving in low-range they aren’t anything to worry about. Finding your way along the tracks is as easy as following the blue boab markers positioned every 10km, and blue arrows to help guide you through the park.
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Final fling
I drove most of the tracks in high-range 4WD, which provided better traction and a little bit more control on the rougher sections.
The section across to the Black Range is the last (or first depending on what way you’re heading) area where the boab trees grow. The track crosses the headwaters of the Wickham River and Depot Creek, which really shouldn’t cause any issue as the water flows north towards Victoria River and into the Joseph Bonaparte Gulf.
The last 40km section of the Broadarrow Track heads pretty much south in a straight line following fence lines all the way down to the Buntine Highway.
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From here Wave Hill is 70km to the east and Halls Creek nearly 300km to the west, so keep these distances in mind when doing your fuel calculations.
I thoroughly enjoyed exploring Judbarra NP, learning about its early pastoral history, spotting wild camels, donkeys and horses, and seeing the magnificent old boabs in this stunning landscape. This is one National Park I can’t wait to get back to.
Judbarra NP is around 600km southwest of Darwin. It is the second largest national park in the NT after Kakadu, covering 13,000km², and it offers plenty to see and do. Bear in mind that it is a very remote and isolated park close to the WA border.
What to see and do:
The sheer ruggedness and isolation is a main drawcard for many visitors, but there’s also some pretty cool 4×4 tracks through the park.
There’s also plenty of fauna including a huge array of birds and animals from wild camels and donkeys through to crocodiles, venomous snakes and countless numbers of northern Australian birds.
Indigenous groups, early explorers, pastoralists and drovers have all made their mark on Judbarra over the years.
Important Information
Judbarra NP is very isolated and remote so travellers need to be well prepared for their visit. During the warmer months Judbarra can be closed due to the excessive heat, and during the wet season flooded rivers and creeks also close the park. I made my way through Judbarra in spring when daytime temperatures were nudging 30°C but the nights still had a cool chill.
With the arrival of an updated Isuzu D-Max ute imminent, its Mazda BT-50 twin-under-the-skin is expected to receive similar upgrades.
While Mazda Australia remains tight-lipped about timing for the updated 2024 Mazda BT-50, it will likely follow closely behind the facelifted D-Max due imminently.
“You’ll have to wait and see on that one”, said Mazda Australia managing director Vinesh Bhindi when asked if the BT-50 will soon mirror updates applied to its D-Max donor car.
However, the BT-50 could feature new alloy wheel designs and more pronounced flared wheel arches for the SP variant – which has a similar treatment to the D-Max X-Terrain flagship model.
If the BT-50 were to follow the latest D-Max, it would receive wireless Android Auto, steering wheel-mounted paddle shifters, ventilated front seats, a 7.0-inch semi-digital instrument cluster (up from 4.2-inch), and front and rear USB-C charge ports (replacing USB-A).
The updated D-Max also features simplified, touch-sensitive shortcut controls for the infotainment system, and new volume and tuning dials to replace hard buttons.
First seen in the Isuzu MU-X off-road SUV, the BT-50 could also receive the same ‘rough terrain mode’ coming to the D-Max, which is said to sharpen the brakes and transfer torque to the wheels with the most traction when rock-crawling. It can also automatically engage the rear differential lock.
A “wider and more accurate” view has also been touted for the front camera module that enables the active safety technology to work, including autonomous emergency braking and adaptive cruise control.
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The BT-50 is yet to receive a damped tailgate gas strut for tubbed ute models and automatic deactivation of the blind-spot and rear cross-traffic alerts when a trailer is connected, which were added to the D-Max line-up in Australia in 2022.
Ahead of the likely new model, Mazda Australia is currently offering 2023-plate examples of the BT-50 SP for $66,670 drive-away for ABN holders or $67,990 drive-away for private buyers.
This discounted price is less than the usual $68,510 before on-road costs, meaning the current national offer is around $6000 less than the standard drive-away price once on-road costs are added to the BT-50 SP’s recommended retail price.
The D-Max X-Terrain, the most equivalent model to the BT-50 SP, is permanently offered for $64,990 drive-away nationwide – less than its $67,500 recommended retail price.
It is unclear if Mazda plans to offer the SP or other BT-50 variants at a similar discounted price once 2023-built stock is cleared.
“No offer is permanent, but yes, there is a pretty good offer [on BT-50 SP] at the moment,” said Bhindi.
The Isuzu D-Max was Australia’s third most-popular vehicle in 2023 (31,302 sales), while the Mazda BT-50 (17,526) was the fourth best-selling ute – behind the Ranger (63,356), HiLux (61,111) and D-Max – and the nation’s 13th most-popular car.
As with most product upgrades, expect price increases for the updated 2024 Isuzu D-Max and 2024 Mazda BT-50 ute twins when both models arrive in Australia.
Get your 4×4 in the next issue of 4X4 Australia magazine by sending a photo to our Facebook page. Plus, we’ll publish it online! Here are six of the best from January 2024.
2017 Jeep JK Wrangler Sport
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It’s the 2.8-litre diesel and it now has a 2.5-inch TeraFlex lift, with Falcon shocks sitting on 35s. Other mods include an AEV snorkel; ARB front bar with winch; rear drawer fridge; a flat platform for the dogs; Rhino-Rack roof rack with awning and Maxtrax storage. The best place I’ve taken it would be camping just out of Mitta Mitta, or the local tracks out near Lima, Boho and Strathbogie – Aaron Blanchard
2018 Nissan Navara NP300
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The Navara has a four-inch Superior Engineering lift with remote-res shocks and a two-inch body lift. It is running Toyo Open Country 35-inch muddies; an Ironman 4×4 Deluxe bullbar partnered with an Ironman winch with a matty_flexy79 custom grill insert and Stedi Type X pros. Inside we have some custom embroidered ‘ROWDYNP’ Superfit seat covers; a Extnix 10-inch head unit; an engraved ROWDYNP gear shifter; and a tyre pressure monitoring system from OBD2 Australia. It’s also equipped with a DPF delete and PPD Performance three-inch turbo back exhaust.
We mostly explore tracks such as Julimar, Brunswick, Mundaring power lines, Lancelin, Wilbinga and Waroona Dam. The best spot in terms of touring would have to be a trip we did this year to Shark Bay, around to Steep Point and throughout the national parks – Neesh Truscott
2000 Mitsubishi Triton V6
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It has a genuine Mitsubishi bullbar, Carryboy canopy and liner, JRP temperature gauge and Lightforce spotlights. The best place it has been would have to be Stanley, Tasmania – Dylan Nichols
2011 Ford Ranger PK XL
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It has a three-inch stainless straight-through exhaust; 32.5-inch tyres; 16-inch Sunraysia wheels; and it’s currently getting a stainless snorkel put on. I’ve set the rig up for touring and camping, so the rear seats have been put down and a full setup has been done with a dual battery system, fridge, and storage system for food. In the rear I have full running water off a 50-litre Boab tank; full drawer system with a cooking setup that allows me to cook off my Weber; Kings tub rack with a custom-fabbed spare tyre holder; nudge bar with UHF antenna; and two LightFox LED light bars to finish it off.
I’ve taken it out for a few local 4x4ing sessions, and a few longer touring trips with family and friends down to Eildon and Goughs Bay where this photo was taken just before a night run tackling a few tracks. It’s currently getting ready for a trip down to SA, for a beach-driving session from Robe to Beachport – Lucas Caruso
2013 Toyota LandCruiser 200 GXL
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Heaps of mods and money spent and she goes incredibly well. It has a four-inch stainless steel snorkel and airbox; four-inch Manta Sports exhaust; engine and transmission tune; 18-inch rims and 33-inch KO2 tyres; Ironman Deluxe bullbar; ORS drawers; Waeco fridge; cargo barrier; overhead roof console; twp UHFs; 180-litre long-range tank; custom rear spare wheel and twin jerry can holders; Bush Barriers; iDrive; Rola Rack bars; upgraded Ironman spotties and lightbar; rear smaller lightbar; five Anderson plugs throughout; side flares; and a RTT which only goes on for Top End travel (because crocs).
When towing I stay on the blacktop, otherwise I take every dirt road possible heading back towards the house. The best places I’ve taken it? I don’t even know the name of the road. It was somewhere deep in the NT – three days of dirt roads and I only saw three cars/people. I have seen and experienced so much in this beast! I can’t wait to do more – Debs Benedetto
2021 Toyota LandCruiser 79
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Equipment includes a Superior Engineering Outback Tourer bolt-in four-inch coil conversion with 35s, 2.5 remote res shocks and 4T GVM; Boss Aluminium tray and canopy; 70-litre water tank; Bush Company AX27 rooftop tent and 270 XT Max awning; 140W solar panel with REDARC BCDC1240D; Invicta 100Ah lithium battery; 130-litre Bushman upright fridge; 12,000lb Bushranger winch; and a north/south Department of the Interior roof console and centre console.
We live on the Fraser Coast and are pretty spoiled when it comes to locations we can hit regularly such as K’gari/Fraser Island, Double Island, Kinkuna… however, the Victorian High Country would have to be the top spot so far – Josh Morgan
Call me Ishmael, or don’t, it’s not really the point.
What matters is that 173 years ago, under the romantic but impractical glow of candlelight, old Herman Melville, quill in hand, embarked on a literary journey that would leave a mark as enduring as the oil stains of a Land Rover on every driveway it parked.
His opening volley in a gargantuan 200,000-word epic, Moby Dick, was as simple as it was profound. It wasn’t just about a bloke chasing a rather large, moody fish. No, it was the ultimate tale of obsession, a man versus nature saga, where Captain Ahab, that madman at the helm of the Pequod, throws caution to the ocean winds in his quest to nab Moby Dick, his own personal Mt Everest.
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Fast forward to today, on the other side of the Pacific, Ian Stuck has been writing his own version of Melville’s epic.
After toying with an array of mechanical leviathans, from beefed-up Amarok’s to an LC79 so over the top we shot it for the cover of this very mag, Ian’s quest for automotive nirvana might just have reached its peak. Like Ahab, he’s been relentless, unyielding, in his pursuit of the ultimate machine. And he might have done it.
The white beast he’s put together isn’t just another tourer; it’s a testament to man’s unyielding desire to conquer the unconquerable, to build something so perfect, it would make even Melville put down his quill and stare in awe.
In a world where most are content with mediocrity, Ian, like Ahab, isn’t just chasing dreams, he’s lassoing them and dragging them into reality.
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Making big bigger
The 2023 Silverado 2500 you’re looking at has more than just its colour in common with the mythical Moby Dick.
It’s roughly the same size, too. At 6386mm long, 2263mm high, and tipping the scales at 3742kg in completely stock form, the Silverado 2500 is an absolute beast before you do so much as fit a set of floor mats.
Don’t let its size fool you though; while a Silverado may not be the nimblest beast on either side of the Pacific, it’s certainly one of the most powerful. Under the bonnet, a 6.6L V8 turbo-diesel Duramax engine punches out 332kW at 2800rpm and an eye-watering 1234Nm of torque at just 1600rpm, backed up by a 10-speed auto.
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It fires that drive front and rear through driveshafts the size of telegraph poles into diffs the size of anchors.
Up front, the independent suspension now sits the Silverado’s nose a full 8-inches higher thanks to a comprehensive lift kit from US-based Readylift. The kit features a diff drop to correct the CV angles, 5mm steel plate cross members for lower mounting of the control arms, tube steel upper control arms with beefed-up ball joints, and even fabricated steel spindles to round out the package.
While it was on the hoist for fitting up of the hard parts, AMVE 4X4 also slotted in a set of Rough Country heavy-duty forged tie-rod ends and a set of monotube Falcon 1.1 shocks.
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A helper airbag setup was also given the nod from Boss Air Suspension on the Gold Coast
Down the back a set of 5-inch fabricated lift blocks give the Silverado a serious boost in height, with a set of Readylift leaf springs rounding out the package to a matching 8-inch over stock; that’s a huge 203mm ride height increase in Aussie numbers.
To help with the varying loads of touring versus play, a helper airbag setup was also given the nod from Boss Air Suspension on the Gold Coast. The combination has given Ian enough space to shoehorn in a set of Nittos Ridge Grappler tyres punching in at a huge 38-inch diameter and 13.5-inch width.
They’re wrapped around 20 x 10-inch Fuel Quake alloys with a -18 offset adding a little salt to the Silverado’s wheel track.
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Light it up
Of course, a lift and some wheels and tyres aren’t enough to have you gracing the pages of 4X4 Australia, so Ian’s Silverado has copped some serious exterior upgrades too.
At the pointy end of the harpoon, an Addictive Desert Designs Bomber HD front steel bumper not only armours-up the Chevy’s soft bits but provides a mounting place for enough lighting to turn the North Start to dust. Mounted front and centre on the bar itself are two Stedi 40-inch curved dual-row LED ’bars.
Matching Stedi LED cube lights fill the side pockets as well. Hiding behind the lights is a Runva 12,500lb winch.
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Should the combined 40,000-plus lumens of front-facing LEDs not get the job done, there’s another 23,000 lumens worth up top with a 50-inch double-row LED ’bar from Stedi finding a home mounted to the front of a Rhino-Rack Pioneer Platform.
Moving down the flanks and there’s a trio of goodies ensuring the body looks oh-so-clean for years to come. A set of colour-matched fender flares from Bushwacker keeps the salt and mud spray inside the wheel arches.
A full satin clear PPF wrap from Slick Azz protects the paint itself. There’s even AMP Research Extreme powered drop-down side steps that protect the sill panels while giving easy access to the Chevy’s hoisted interior. After all, it’s hard to look adventurous carrying a step ladder around to get into your ride.
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The back story
Down past the three-adult-wide leather-clad rear bench seat is where things turn from show to go.
Kicking off the party is a banquet hall-sized canopy with AMVE 4X4 piecing together a 2400mm long specimen. Made almost entirely out of lightweight aluminium, the canopy features twin-skin construction, plenty lockable under tray storage boxes and a trundle tray big enough to charge rent.
There’s also a folding ladder up back, a full-length integrated roof rack and a sliding window with security mesh for airflow without sacrificing security. And that’s just the outside.
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Open the Raptor-lined canopy doors and face a glistening white powder-coated interior fit for work and play.
Along the passenger side, AMVE 4X4 has kitted it out with an epic 12V Adventurer setup from the team at Enerdrive, which is powered by a 200Ah lithium battery with 40A AC and DC chargers. There’s a Simarine monitor and switch set up and a 2000W inverter. The package powers a plethora of 12V, 240V and USB outlets throughout the canopy.
It also provides plenty of grunt for the 130L Bushman upright fridge, a 25L 12V microwave, and the old touring favourite, the pie oven. On the driver’s side, there are bulk storage options as well as pull-out drawers and a prep bench.
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Underneath the canopy, a little extra touring ability was added with a couple of custom tanks.
The aluminium offering stores an additional 100L of fuel, gravity feeding into the Chevy’s 136L main tank for a touring range well north of 1000km. There’s a 120L stainless tank full of drinking water plumbed into a 12V pump too.
With the sheer practicality of a camping setup on a full-size rig like Ian’s, it’s not hard to see why full-size American pick-ups are becoming more common in the Aussie bush.
Sure, they might not be the trick for tight winding switchbacks and dense overhead canopies, but if your idea of an epic adventure is motoring along the beach with the angry swell of the Pacific Ocean for a soundtrack then Ian’s endless pursuit just might be the greatest white whale of them all.
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Monotube vs twin-tube
With so many 4×4 products on the market promising to enhance your vehicle and get you further than ever before it’s hard to decipher what’s useful tech info and what’s marketing buzzwords.
We can’t comment on things being game-changing, but we can lift the veil a little on shock absorber technology, specifically why so many people talk about monotube shocks being an upgrade from twin-tube designs. Surely more is better… right?
Well, not exactly. Y’see, when it comes to shock absorbers they all fundamentally do the same thing; when the shock opens or closes, a piston with tiny holes in it is pushed through oil. The resistance here is what absorbs the movement. The more resistant to movement, the stiffer the shock.
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Some shocks can fine tune how the shock does this but the fundamental problem they all face is heat.
As the oil gets punched through the piston over and over again it can heat up and start to foam, which passes through the piston easier. It’s not hard to see how an hour of corrugations can make your shocks useless.
To stave off the oil foaming, gas-filled shocks keep the oil under pressure raising the boiling point, the same way a radiator cap works.
A monotube is one single compartment that contains a high-pressure nitrogen charge, and the shock oil separated by a floating piston. The benefits here are for a 50mm wide shock you’re getting near enough to 50mm width of piston so better control. The downside is denting the exterior body dents the interior too, causing all sorts of grief.
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By comparison, a twin-tube shock will have a lower-pressure gas charge in an external liner.
The oil is in the inner compartment, the gas in the outer with nothing physically separating them. The benefit here is they can handle a ding or two before being destroyed and they’ll typically get longer travel for the same overall length. The cons are significantly less ability to fight off shock fade, they can’t be mounted upside down as the gas won’t stay where it should, and you get vastly less tunability for it as a result.
You can write entire text books on shock technology. Just know if you’re after cheap and cheerful twin tubes are good bang for buck, but if you’re after the best, monotube is all you need to know.
Combining strength, functionality and ease of use, this multi-functional roof platform is crafted from aluminium alloy 6063-T5 and provides a sturdy foundation for aftermarket accessories.
Powder-coated in a durable matte black finish, careful attention was paid to aesthetics as well as aero. The result is a high-functioning roof platform that toughens the look of the already aggressive-looking Tank 300.
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Sunroof functionality is not impeded by the roof platform, which opens safely underneath the structure. The front panel directly above the sunroof can also be removed providing unrestricted views from the cabin.
A radiused front edge and low profile design aids in reducing wind noise, making this one of the quietest roof platforms on the market. Like all MAX 4×4 products, the MAX RACK is independently tested, with a particular focus on dynamic and static load strength tests.
Installation is a breeze, attaching securely to existing roof rails via the supplied mounting kit. Comprehensive fitting instructions are also included; however, with all load-carrying accessories MAX 4×4 recommends professional installation.
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The supplied eye bolts allow for flexible positioning in the extrusion slots and can be used as tie-downs in various positions. The same slots are compatible with the vast range of T-Nut accessories, making this a truly versatile platform.
If you are looking for something that works as hard as it plays, the MAX RACK for the Tank 300 is a multi-functional roof platform that extends the functionality of the Tank 300 and is the perfect accessory for your next adventure.
The evolution of the awning has been nothing short of extraordinary over the past decade.
In a few short years we have transitioned from using cheap tarps supported with tent poles and guy ropes, to dedicated fold-out and peg-down canvas products. Now, the 270-degree units seem to be all the rage. They offer a massive amount of shade and protection from the sun and rain, and yet somehow manage to fold away as quickly and easily (in most cases) as the standard awnings of yesteryear.
Constructed from lightweight materials such as aluminium – and with many examples using high-quality canvas – the majority of the current 270 awnings are built to last. So, if you’re looking to keep the rain off your swag next time the weather turns sour, then have a good read through this guide!
The Tuff Terrain 270 Free Standing Awning is engineered for practical touring setups, where quick deployment, solid coverage, and quality hardware matter more than gimmicks.
Designed for Australian conditions, it provides 11.14 m² of shade in a true 270-degree layout, wrapping around the side and rear of the vehicle for usable shelter at camp or roadside stops. The canopy is made from 320 gsm poly-cotton canvas for durability, UV resistance, and reliable weather protection.
Waterproof and heat-stable, the fabric also breathes better than lighter synthetics. Four integrated dimmable LED strips offer both bright white light for tasks and softer amber light to minimise insect attraction.
Unlike many awnings that require add-ons, this comes as a complete system. Six twist-lock support poles are included—three pre-mounted on ball joints and three spare poles in a canvas bag for extended or adverse-condition support. Ratchet tie-down ropes, pegs, tension straps, and a 13 mm ratchet spanner (for tight roof-rack spaces) are all supplied.
Mounting is straightforward and versatile. Three heavy-duty brackets, Uni-Strut nuts, and U-bolts allow direct fitment to traditional crossbars or platform-style roof racks with no extra hardware needed. The result is a robust, no-nonsense awning built for serious 4×4 touring and frequent use.
The most innovative thing about the Eclipse product is not just that it’s a top quality product, but it’s also very versatile.
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Designed for maximum shade and easy set-up and pack-down; it can be set up by one person. Hinged from both ends the Eclipse offers plenty of undercover area compared to other awnings on the market (approx. 11.5m2). However, with optional walls erected, up to 20.5 m2 of a sheltered area can be achieved. Each optional wall can be set up as a wind and weather break or as an upright awning extension, allowing the Eclipse to extend further up to 4.2 metres in total, featuring two pivoting alloy telescopic poles which are neatly stowed along the rafter when packing away.
Made from Darche’s proven and hard-wearing proofed polycotton ripstop canvas, a strong lightweight box tube alloy rafter system, and pivoting from heavy-duty steel and aluminium swivel hinge system, the Eclipse 270 is one of the most popular wrap-around awnings on our list, and for good reason.
The Kozi range from Darche is built more for the budget-friendly end of the market.
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The Kozi 270 awning offers one of the best price points on our list. The ripstop canvas gives nearly 12m2 of coverage and a UPF50+ rating against the sun. Easy set-up for one person and aluminium pole construction makes this one of the best bang-for-buck 270 awnings on the market.
Looking for quality and durability at any price point? The Bush Company 270 XT Max needs to be on your shortlist.
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This innovative South African design features a solid 12m2 of coverage, a 60-second set-up time and a braced and gusseted extruded alloy composite construction, that’s paired with 316 marine-grade stainless steel hinges to provide enough strength for the swingin to be fully free-standing – no poles needed here. In extreme wind or rain there are guy ropes to secure the structure to the ground and guide water run-off.
The 270 XT Max features a 460gsm canvas travel bag, which The Bush Company says increases breathability and reduces the chance of mould and mildew; and the inside edge of the canvas has a 50mm-thick strip of Velcro for optional side wall attachment, so no more mucking around with zippers.
Coverage (m2)u00a0
12.0
Weight (kg)
33.5
Material
320gsm ripstop polycotton canvas
Packed dimensions (mm)
2300 (L) x 210 (W) x 150 (H)
Pros
No need for poles
Super high quality
Can be mounted directly to rooftop tent
Cons
Weight
Price
Diamond shape of awning can leave back door of wagons exposed
With approximately 10m2 of coverage available, the Eezi-Awn Bat is competitive on features but with a lower weight and price than many of the other offerings on the market.
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Aimed at the weekend warrior market, the Bat is constructed of aluminium and 280gsm ripstop canvas, and comes with built-in height adjustable legs. The key feature is the impressively compact design that has the legs built into the fold-out arms, making set-up and pack down a smooth and easy process that prevents damage to the legs in transit. When underway, the awning is zipped into a PVC case in less than a minute, ready for the next stop on your adventure.
One of the original wraparound awnings, Oztent has updated its popular Foxwing awning with the Series II model.
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Along with a black travel colour and upgrade mounts, the Foxwing comes with a range of “why don’t they all do that?” clever safety features such as reflective guy ropes and a CPAI-84 fire resistance rating – so you don’t need to worry too much about the campfire proximity. One-person set-up and a continuous external skirting to provide effective protection against rain means that, even though it’s one of the older designs on our list, it’s still got a lot going for it.
Designed by roof-rack experts Rhino Rack to work with both its products and Thule roof racks, the Batwing has been designed from the ground up to offer premium coverage.
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With a host of handy features such as rare earth magnets on the arms (to keep them in place) and a heavy-duty PVC travel bag with integrated pole and peg bag, the Batwing is a fantastic addition to any adventure vehicle. It will accept many accessories from older model awnings too, so there’s no need to re-buy products you may already own.
One of our favourite inclusions on this awning is the ability to pack the legs away either fully extended or at a pre-set length to suit the individual vehicle it’s mounted to, making set-up at your next location more convenient. Reliable and solidly built, the Batwing has a lot to offer the weekend traveller.
Boss Aluminium is more known for its tray and canopy designs rather than its awnings, but apparently the story goes that when the Boss team were looking to outfit their own vehicles, nothing they found stacked up so they decided to build their own – as you do.
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The result is a fully Australian-designed and -made awning that is strong enough – thanks to its ultra-beef arm design and reinforced tri-axis hinge – to not need any poles to keep it upright. Guy ropes can be attached in heavy weather, but for fair conditions it’s as quick and easy to set-up as it gets.
A host of well-thought-out inclusions for Aussie conditions include the central prop-arm that creates tension to allow water run-off, and the oversized canvas bag that more or less guarantees the awning will fit back inside. For a legitimate warranty-backed lifetime purchase, the Boss Aluminium 270 Awning is well worth a look.
Another product that’s both lightweight and easy to use is from the team at Drifta, with the Stockton 270 awning.
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The awning is priced extremely well and offers a terrific amount of coverage considering how little material they use in the construction. Drifta is well known on the aftermarket scene for building tough, no-nonsense and easy-to-use products, and the Stockton 270 continues that tradition. If you want an awning that can handle both larger and weekend trips, then this could be the one for you.
With its dual-hinge, two-pole design, the 23Zero Falcon opens up to a healthy 10m2 of coverage. When paired with the optional side walls, that figure balloons out to 25m2, which is enough to house a family of swags.
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Constructed of extruded box aluminium rafters and cast aluminium hinges, the weight is kept surprisingly low, and set-up with one person is around the one-minute mark. The underside of the polycotton canvas is coated with 23Zero’s Light Suppression Technology (LST), which is a dark layer that effectively defuses sunlight and UV rays entering the shaded area – serving to keep you cooler in hot Australian conditions.
Coverage (m2)u00a0
10.0
Weight (kg)
19.0
Material
280gsm tear check canvas with LST coating
Packed dimensions (mm)
2140 (L) x 160 (W) x 200 (H)
Pros
Easy to set up
LST coating
Lightweight
Cons
Light duty extrusions
Triangle rear section may not fully cover wagon doors
Rain, hail or shine, you can’t beat vehicle-mounted awnings for the extra protection they provide at camp. The off-roader’s awning is a popular accessory for the four-wheeling community, and for good reason.
Not only do they provide valuable shelter from Australia’s unforgiving elements – heavy rain, strong wind and relentless sun – by adding walls and/or annexes, they create additional enclosed areas for punters to store equipment or to spend their time cooking and relaxing without being punished by flies, mosquitoes and the elements. Plus, they can be erected in the same amount of time it takes to pop open the fridge and crack the cap off your first coldy.
Not only does an awning provide timely shelter for a roadside cuppa or a quick snooze at camp, they can also prove invaluable if a vehicle breakdown occurs.
“There’s a reason why travellers are advised to stay with their vehicle when they break down in the outback, as exposure can be deadly,” said TJM’s James Jackson. “Anyone who has travelled in places like the Strzelecki or Simpson deserts knows that shade is hard to come by in these places, but if you have an awning you can create your own little oasis to have a cup of tea, make lunch or, in a worst-case scenario, wait for a good Samaritan in the case of a breakdown.”
While the idea of an awning may seem simple enough, it’s not an accessory you’ll want to skimp on when it’s time to swipe the credit card. There are many factors at play to ensure you get one that’ll stand up and protect when it’s needed most, and there’s no bigger challenge than the Aussie outback.
To dive deeper into the world of awnings, we spoke to a handful of industry experts from ARB, Alu-Cab/Ironman 4×4, TJM, and Darche.
Types of awnings
Side awnings are the most commonly used, mainly for their practicality and ease of operation. They’ll typically be mounted to the side section of a roof rack, providing ample sheltered space in the process.
Another option is a rear awning, which (quite obviously) is mounted to the rear of the vehicle’s roof rack/roof bars. Clearly, less space is afforded by mounting your awning to the rear. However, it’s quite common to see people with both side and rear awnings for an abundance of undercover capacity.
Instead of purchasing separate side and rear awnings, you could opt for a style called ‘270-degree awnings’. These differ from your ‘regular’ awnings by spanning out a full 270 degrees and providing plenty more sheltered space at both the side and rear of the vehicle. They typically unfold in much the same way as regular awnings, but they feature a hinge that allows the awning to unfold further. 180-degree awnings are another option that might better suit your set-up.
You can also opt for a retractable awning that utilises something like a spring-tensioned roller, which takes the manual work out of setting up and taking down.
Core components
When trawling aftermarket catalogues in pursuit of the perfect awning setup for you and your family, you’ll notice various sizes, configurations and designs – some with two poles, some with four; some with guy ropes, some without.
However, despite the differences in appearances, a quality-made awning will share the same core components. To ensure the awning will remain standing during high wind and heavy rain – and provide adequate UV protection and prevent water ingress – it’s important to ensure it has a selection of non-negotiable build features.
“Build construction is key,” advised TJM’s James Jackson. “An awning that is made well will set-up and pack away smoothly on the fifth or 500th time.
“Small details like the right-sized bag or case will make unzipping or zipping up simple; well-manufactured telescopic legs won’t get stuck when extending or collapsing; and overall build quality will mean the awning will stand strong in rough weather conditions, which is exactly when you want it to perform.”
It’s widely agreed that the best quality awnings are typically constructed using a polyester/cotton ripstop canvas, which is used for its high UPF50+ UV rating (the canvas in combination with the coating on the canvas provides the UPF50+ rating), overall durability, and its ability to prevent water ingress and withstand extreme conditions for prolonged periods.
“The thick ripstop canvas blocks the rays, and the materials are treated with PU (polyurethane) coating to stop (the rays) coming through,” advised ARB’s Shannon Alderwick. “Canvas is also a natural material for repellence and UV exposure.”
You’ll also be able to spot a sub-par awning courtesy of the quality of its stitching – if it’s badly stitched, steer clear.
In addition to the canvas material, it’s important to ensure the awning poles (and the pole joints and rivets) are built to a high standard, using quality material. Ideally, ensure the arms and joints are flexible, as they’re more prone to snap if they’re too rigid.
“Ironman 4×4 opt to use highly flexible plastic pole joiners which protect the awning in case of wind damage or squashing,” explained Hannah van der Sluys. “This is opposed to using aluminium pole joiners which can crack or bend out of shape.”
On this point, Shannon from ARB added that quality nylon joints are less likely to snap in high winds.
Other features to look for include extrusions that extend the full length; abrasion strips and pads; and additional accessories such as pegs and guy ropes. Most modern awnings will also feature embedded LED lighting strips, to ensure your camp setup kicks on long after the sun sets.
In addition to rigid/fixed joints and thin canvas, also avoid lightweight aluminium and extrusions, as this heightens the chance of failure down the track, and also check that the awning doesn’t hinder a rooftop tent from opening.
Wind resistance
An awning that will buckle at the first hint of a breeze is entirely useless for 4×4 travel. Experienced tourers will tell you how volatile the weather can be when exploring our vast continent, so it’s essential to have an awning that’ll survive strong winds, heavy rain and relentless sunshine.
“If the vehicle-mounting system is strong, the legs are made from strong materials and the design allows for flex in the joints – and you set up your awning correctly in terms of using guy ropes and setting your pole height – a high-quality awning can survive incredibly rough weather,” explained TJM’s James Jackson.
Ironman 4×4’s Hannah van der Sluys added: “Alu-Cabs’ 270-degree awning centre arm features an integrated drop-down pole that can be used to brace the awning for extra support. Additionally, each of the four awning arms boast a tie-down strap ideal for use in inclement weather conditions.”
An optional Alu-Cab Storm Kit is available, which offers additional anchorage and prevents rain water from pooling on the awnings canvas in extreme weather conditions.
Shannon Alderwick added that good guy ropes and pegs are invaluable assets to ensure your awning remains sturdy during windy conditions. “Use good guy ropes and pegs,” she said. “Don’t use steel pegs at the beach, purchase good quality sand pegs. And, if the wind is too strong, pull the awning down.”
Remember, it never hurts to smack additional pegs into terra firma for further support – plus, the use of guy ropes will keep your awning firmly planted in the soil. The weather can change quickly, so even if there’s not a breath of wind, it can change on a dime in the bush.
As Noel Anthony from Darche explained: “Always use guy ropes and poles, even in calm weather, and be prepared to pack away the awning if winds get too strong.”
Noel added that another handy tip to ensure the awning will survive strong winds is to park the vehicle so that the awning faces away from the prevailing wind rather than pointing into it.
Set-up and takedown
Once an awning is installed, typically to your roof-rack or roof-bar systems via supplied mounting brackets, to set up it’s simply a matter of rolling it out and unfolding the legs.
“Anyone who has done it once can set up a TJM awning in less than 30 seconds,” James Jackson advised.
Noel Anthony advised us that all Darche awnings come with instructions and can be set up by one person, and it should take no more than three minutes tops.
Setting up an ARB awning takes no longer, with Shannon Alderwick telling us that with a bit of practice, you will be set up in no time.
A great tip when it rains is to adjust one telescopic leg pole to be shorter than the other, so that the awning sits on an angle and the rain can more easily drain off. DARCHE awnings also feature gutter tubs, which is a useful addition to help with rain run-off.
When you’re ready to hit the road again, ensure the awning is rolled up tight and hugs the vehicle as tight as possible to ensure it doesn’t snag on branches when you’re out exploring.
After-sales support
As with any aftermarket purchase, it’s vital to ensure you purchase from a supplier that provides adequate after-sales support. Most of the reputable brands will offer substantial warranties for their products, and all of them will provide valuable assistance during your ownership of the awning.
4X4 Australia has been reviewing four-wheel drive vehicles, aftermarket products and camping gear for more than 40 years. When looking for the best swags in Australia there are some things that are essential to ensure you sleep soundly under the stars.
When we compared each of the swags in the list with hundreds out there we looked at the size, weight, durability and price. We also searched for additional features that make these swags stand out from the rest.
We looked at hundreds of user reviews and drew on our own experience sleeping in swags to make sure our recommendations are for the best on the market.
Disclosure: When you buy through our links, we may earn a commission. We also include products that we do not earn a commission from.
