The 2025 Jeep Wrangler is now on sale in Australia with lower pricing and a broader range of colour options.

MSRP pricing for the Rubicon two-door has dropped to $79,990 (down from $82,950), while the four-door version is now $82,990 (previously $89,450).

Mechanically, the Wrangler remains unchanged. It continues to be powered by a 2.0-litre turbocharged petrol engine producing 200kW and 400Nm, with its torque tuned for improved low-rpm response and moderate fuel efficiency.

Two new paint colours – ‘41’ (military green) and ‘Mojito’ (bright green) – expand the total colour palette to eight, alongside existing options like Bright White, Black, Granite Crystal, Firecracker Red, Hydro Blue, and Anvil.

The Wrangler retains its core off-road setup: solid front and rear Dana axles, a two-speed transfer case, four skid plates, and the Rock-Trac 4×4 system on Rubicon variants. This includes a 4:1 low-range gear ratio and 77.2:1 crawl ratio. The rear axle is a full-float HD Dana 44, allowing for improved load handling and easier fitment of aftermarket tyres.

The cabin is unchanged from the 2024 update and features a 12.3-inch Uconnect 5 touchscreen with wireless Apple CarPlay, Android Auto, multi-device Bluetooth, and up to five user profiles. A forward-facing TrailCam off-road camera remains standard on Rubicon models.

Standard safety equipment includes front and rear side curtain airbags, electronic stability control, and a rear seat reminder alert on four-door variants. The roof panels remain removable, allowing for open-air driving across both city and trail conditions.

The Wrangler is covered by Jeep Australia’s ‘Wave’ ownership program.

Toyota Australia has announced a temporary pause on customer orders for its LandCruiser 70 Series GXL Wagon automatic, effective immediately.

The company cited strong demand combined with constrained production levels as the reason for halting new orders. The decision is intended to help dealers fulfil existing orders more efficiently and offer clearer delivery timeframes to customers.

The pause applies only to the GXL Wagon automatic variant. Toyota confirmed that all other models in the LandCruiser 70 Series line-up remain available, with many variants either in dealer stock or available for delivery within two to four months.

“We know in the past, particularly through the COVID-19 pandemic and during the global semi-conductor supply shortage, vehicle supply challenges caused a degree of frustration with our customers with wait times for delivery of new vehicles being extended significantly,” said Sean Hanley, Toyota Australia Vice President Sales, Marketing and Franchise Operations. 

“We never want to be the cause of that frustration again so together with our dealer network, we are committed to carefully managing any supply issues to provide complete transparency for customers when issues outside our control arise.

“We continue to work with our parent company in Japan to optimise production and supply levels of all Toyota vehicles to ensure we can deliver and satisfy Australian customer demands. “Since we launched the new four-cylinder LandCruiser 70 Series in late 2023, we have seen its appeal grow for Australian customers with strong demand across the entire range,” added Hanley.

All variants of the LandCruiser 70 Series are powered by Toyota’s 2.8-litre four-cylinder turbo-diesel engine and are offered with a five-speed manual or six-speed automatic transmission, depending on the model.

The automatic transmission is standard on the WorkMate Wagon and all Single Cab Chassis variants.

GWM (formerly Great Wall Motors) gave its Cannon ute a significant update at the start of 2025. 

The headline changes included a larger 2.4-litre diesel engine, an increased towing capacity, and a new flagship variant – the Cannon XSR – aimed squarely at off-road buyers. Six months on, we finally get our first crack behind the wheel of the $50K XSR.

Off-roaders will welcome the arrival of a budget-priced midsize ute with front and rear diff locks straight from the factory. Lockers give any 4×4 a far better chance of tackling rough terrain by ensuring equal drive is sent to all four wheels simultaneously. The only other utes in this segment with that spec are the $90K Ford Ranger Raptor and the Cannon’s own bigger sibling, the Cannon Alpha. In the XSR, you’re getting the hardware at a $50K drive-away price.

That’s the good news about the XSR. The downside? It ditches the full-time 4×4 system in favour of a part-time setup and misses out on key safety features including Emergency Lane Keeping, Smart Dodge, Blind Spot Detection, Rear Collision Warning and the Door Open Warning system. Because of these omissions, the Cannon XSR hasn’t been tested with ANCAP and doesn’t carry the five-star safety rating earned by other models in the Cannon range.

We’re sure plenty of buyers would gladly trade some safety tech for front and rear lockers, but for others, that compromise will be a deal breaker. Horses for courses.

JUMP AHEAD

• What does it get?
• On-road performance
• Interior refinement
• Off-road performance
• Verdict
• Specs

What does it get?

As well as the locking diffs and part-time 4×4 system, the XSR scores Cooper all-terrain tyres, an air intake snorkel, steel side steps, additional drive modes and a model-specific grille. You can add as many off-road drive modes as you like, but once you’ve got proper locking diffs like the XSR does, most of them become redundant – lockers are the ultimate off-road drive mode.

The off-road hardware adds to an already well-specified ute, which includes leather-trimmed seats with heating and ventilation up front, six-way power adjustment for the driver and four-way for the passenger, a heated steering wheel, and a 360° camera system displayed on a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto. There’s also a wireless phone charger, power sunroof, seven airbags and a tyre pressure monitoring system (TPMS).

The 2025-spec 2.4-litre diesel engine is borrowed from the larger Cannon Alpha and is paired with a nine-speed automatic transmission. The single turbo unit produces a claimed 135kW at 3600rpm and 480Nm between 1500-2500rpm.

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On-road performance

While the power and torque figures aren’t class-leading, the Cannon moves along briskly when you put your foot down. But the issue isn’t the peak outputs – it’s how the engine delivers them.

There’s a noticeable amount of throttle and turbo lag from the engine. Prod the accelerator and there’s a moment’s hesitation before boost arrives in a rush, often prompting the driver to back off just as quickly. This delay can be disconcerting when pulling into traffic, making smooth throttle application essential for a clean getaway. Combined with the switch to a part-time 4×4 system – meaning no all-wheel drive on sealed roads – negotiating wet Melbourne streets becomes a learned skill.

The engine features a single variable-geometry turbocharger, intended to deliver a smoother and more progressive application of boost. However, something feels amiss in this setup – whether it’s the turbo itself, the engine tuning, or the throttle calibration, the end result is far from seamless.

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As for the throttle calibration, even maintaining a steady 20km/h in crawling city traffic can be a chore. The Cannon tends to surge and ebb, making smooth, consistent low-speed driving more difficult than it should be.

There’s nothing to complain about with the nine-speed automatic, and the inclusion of manual shift paddles behind the steering wheel is a bonus. Less impressive is GWM’s ‘aviation-inspired’ gear selector – a case of change for change’s sake that over-complicates what should be a simple function. That said, GWM isn’t alone in this trend.

Interior refinement

While we’re in the vicinity of the shifter, it’s worth mentioning the surrounding console. To the right are three pre-wired accessory switches, ideal for things like auxiliary lights. On the left are dedicated buttons for the front and rear diff locks, along with the tank-turn function. Selecting 4×4 high or low range is handled via the drive mode dial.

While it’s great to have the off-road controls placed for easy access, it’s frustrating that more frequently used functions – like climate control – are buried in the multimedia screen. These everyday adjustments would be far more intuitive and safer to operate using physical buttons or dials, rather than navigating screen menus. Once again, GWM isn’t alone in this trend of overcomplicating commonly used cabin functions.

The seats themselves are excellent, offering impressive back support and overall comfort. They’re among the best I’ve experienced in any OE offering – and easily the best at this price point.

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Off-road performance

With its triple-locked driveline, we were keen to put the Cannon’s off-road ability to the test. Recent rain had us questioning whether our regular test loops might be too slick for the all-terrain tyres, but fortunately the sandy tracks had dried out considerably.

The first of our tracks features a steady climb with a central rut, making it an ideal test for electronic traction control. The XSR performed well initially, but once a wheel lost traction, the ETC struggled to compensate – forcing us to engage the lockers to continue.

Most OE vehicles fitted with factory front and rear lockers require them to be engaged in sequence – centre first, then rear, and finally front. The Cannon, however, imposes no such restriction, allowing the driver to activate any locker independently.

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Of course, being a part-time 4×4, the Cannon XSR doesn’t have a centre diff – just select 4×4 High or 4×4 Low and equal drive is sent to the front and rear axles. Both front and rear lockers can be engaged at will, either individually or together. However, the rear locker proved temperamental and refused to engage, so we relied on the front locker to get the ute up the hill.

The rear locker continued to be temperamental when we moved on to the diagonally-opposed holes – a good test of wheel travel and traction. With water still sitting in the ruts, the track was slippery, but the Cannon made it through using just the front locker. Without the locker engaged, it struggled for traction. Eventually, the rear locker came to the party, and the Cannon walked up the track with ease, even with the tyre treads packed with mud.

The XSR’s metal side steps earned their keep here, touching down lightly as the suspension flexed over the undulating humps. They sit wide of the chassis, meaning you have to step over them every time you get in or out – especially if you want to keep your jeans clean. They’re a bit like the intake snorkel: yes, it creates some wind noise on the highway, but you tolerate it for the off-road advantages, including an extra 200mm of wading depth over the standard Cannon’s 500mm.

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The independent front and live-axle, leaf-sprung rear suspension has a firm tune, resulting in a jiggly ride on rough roads and bordering on jarring over rutted tracks. That said, it offers decent wheel travel and should perform well when carrying a load.

Speaking of loads, the XSR retains the Cannon’s 3500kg towing capacity and offers an 875kg payload. The cargo tub is strictly workhorse spec, featuring a spray-in protective liner, four tie-down points, a fold-out tailgate step, and integrated steps in the rear bumper corners.

Verdict

Like all dual-cab 4×4 utes, the Cannon XSR comes with compromises – but they’re some of the most polarising in the segment. From the missing safety tech (traded for off-road hardware), to the punchy but unpredictable acceleration and firm suspension tune, this ute is full of contradictions. You’d need to really value the off-road extras to choose the XSR over one of the five-star safety-rated variants in the Cannon lineup.

You could compare it to the Ford Ranger Raptor, which sacrifices payload and towing capacity in favour of exceptional off-road and high-speed performance. But the Raptor focuses its talents to perfection – even if it’s nearly twice the price of the XSR. 

And for peace of mind, GWM backs the Cannon XSR with a seven-year/unlimited kilometre warranty, five years of 24/7 roadside assistance, and five-year capped-price servicing.

Specs

Way back in 1985 Toyota created this FJ62 complete with a four-speed auto and the not-so-mighty 4.0-litre 3F petrol boat anchor that wheezed asthmatic output.

Anti-rust prevention was minimal, the suspension was comparable to a cart, the design and looks were basic… yet it was a rugged wagon. Although this particular 60 Series was more likely than not destined for the graveyard, Adam had other ideas and set about its resurrection, but with a very different route compared to most other restorations.

Minimal fuel use, a comfortable ride, surplus power, some high-tech wizardry and the adoption of some cool old-school paint and panel modifications were to be the order of the day.

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Isuzu 4JJ1 3.0-litre engine transplant

Nope, a thumping petrol V8 wouldn’t be transplanted into this old body, nor would a large-capacity Toyota diesel be squeezed between the rails. Rather Adam and James opted for a well-proven, smaller intercooled turbo diesel engine from an Isuzu D-Max. 

The renowned 4JJ1 3.0-litre engine was chosen for the Cruiser’s heart transplant. Even its standard 130kW and 380Nm is a huge leap up from the old Toyota engine (115kW/298Nm), and there are easy aftermarket enhancements to double the outputs, while overall reliability and efficiency, plus the engine’s compact size, all make it a great engine transplant for not only this older Cruiser, but many other makes and models. 

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Sacrilege or sanctification for combining a legendary Toyota body with a modern, small-capacity diesel engine? You be the judge. For us, it’s a winner all round, and given the minimal weight variance between the outgoing and incoming engines, it saves a lot of suspension and brake work. A thumbs-up from us.

Adam picked up a complete 2011 D-MAX from the wreckers to make life easier and save some money. Aside from a mild remap to boost performance, Adam reports that the vehicle returns about 9.9L/100km and hauls better than his 4.5-litre 79 Series Cruiser. Wow! Power, acceleration, driveability and economy all rolled into one. Immaculate conception perhaps? 

Driveline changes

It’s all very well having a replacement engine for a project but that’s only a small part of the overall plan. The ancillaries, gearbox, transfer case, electrics and physical fitting of the engine and all other components are where the hard work and magic happen. 

Adam has managed to keep the Cruiser’s four-speed shifter mechanism adapted to the four-speed A340 out of the D-Max and mated it to a 70 Series transfer case via an Aussie 4j Adaptors housing. A standard 60 Series tail shaft and lovechild of a 60/79 front shaft sends drive to the 60 Series diffs. The 79 transfer lever enters the cabin via the factory transmission tunnel hole. The standard brake pedal is retained, while the D-Max drive-by-wire accelerator pedal has been grafted in via custom-fabricated brackets.

Fitting the engine to the Cruiser chassis was achieved by cutting the D-Max engine mounts and grafting to the 60 Series chassis. The D-Max wiring harness is a custom job from Aussie 4j Adaptors, which then blends into the standard Cruiser dash cluster via an unlocked, standard D-Max engine management system.

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A JMAX Engineering black powder-coated snorkel feeds air into a 79 Series airbox, which was modified to take the D-Max MAF sensor. The air conditioning condenser, power steering pump and various engine bay piping was all retrieved from the D-Max and squeezed into the Cruiser. That’s a huge reason to purchase a complete donor vehicle rather than just an engine and ’box for transformations like this. The myriad of large and small parts that can be used saves time and money. Many brackets and parts, like the steel fan shroud, have been custom fabricated on the run to keep the conversion safe and legal.

A set of 285/70R17 Predator New Mutant X-AT tyres have been wrapped around 17×9 ROH Zullo alloy rims. The leaf-spring packs have had an extra leaf installed for a little more carrying capacity yet maintain as much comfort as a leaf-sprung 4×4 can offer. The rears also feature Boss airbags to cater for varying loads, plus both ends score EFS shock absorbers.

Stedi LED headlights are an excellent replacement for the standard glow-in-the-dark-style candles. A Carbon synthetic rope winch, with its control box relocated under the bonnet, gives a neat, clutter-free, minimalist front end. The only hint of there being a winch is the fairlead with hook, plus the slight protrusion of the clutch engagement handle.

Panel work

Casual glances by the untrained eye will only see a standard 60 Series Cruiser. Normal, but clean and tidy.

Those in the know will spend much time picking both small and large discrepancies from the original body. The obvious is the 79 Series bonnet scoop, which offers the only telltale of an engine swap via the letterbox opening, where you can spy the chromed Isuzu 3.0 badging.

All door locks, fuel flap lock, rear wiper and washer, and antennas have been eliminated, resulting in clean, smoothed-out panel work. Access is gained via factory central locking actuators combined with a Viper remote central locking system. A Mitsubishi Triton fuel flap release mechanism has also been grafted into the inside of the fuel flap to access the fuel filler.

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The front quarter panels have been chopped to allow for the customised McKinnon’s Cruisers bullbar, which gives a modernised OE appearance. Adam knocked up custom side steps/rock sliders to protect the sills and a rear bar to protect the Cruiser’s trailing end, both of which look perfectly modern on the old Cruiser body. It’s a great blend of classical heritage and modern design cues. 

A Rhino-Rack roof platform sits atop custom roof rack gutter mounts, finishing off the exterior of what appears to be a brilliant custom and perfectly usable touring 4×4. A pair of rear side-opening Emuwing Gullwing glass windows provide easy access to the Cruiser’s rear luggage compartment.

The final touches of Skoda grey have been applied to a meticulously prepared body, albeit after a lot of rust removal. Colour-coded finishing touches to the engine cover, plus custom dark gunmetal grey to the Toyota grille perfectly finish the project, making it a true one-of-a-kind standout vehicle. So stand out, in fact, that it scored best modified 60 Series at the recent Classic Landcruiser Expo & Car Show (CLECS) in Queensland.

Verdict

The end result is an amazing amalgamation of old and new parts and technology… a combination that returns an improved driving experience in every way to that of the old. It is a head-turning custom body that has been a labour of love for Adam and not possible without James.

The Mitsubishi Triton has long been one of the most popular 4×4 utes in Australia, and for good reason: price.

While the new Triton has gone up a level on the price scale, it still represents great value for money compared to some of the more expensive utes like the Ford Ranger and Toyota HiLux.

For those who want a Triton for 4×4 touring, we reckon the GLX-R hits the sweet spot at $56,490 drive away due to its impressive list of standard equipment as well as being the most affordable model in the range with Mitsubishi’s excellent Super Select 4WD-II selectable on-demand 4×4 system. Base colours for the Triton GLX-R are white and red, while premium paint (blue, silver, grey and black) costs an extra $740.

While previously not as powerful as some of its competitors, the Triton’s new 2.4L bi-turbo-diesel engine now musters a respectable 150kW and 470Nm, and it’s mated to a smooth shifting six-speed auto transmission. The Triton now also matches its class competitors in terms of towing, with a maximum braked capacity of 3500kg.

Standard kit on the Triton GLX-R includes black 18-inch alloy wheels, black sports bar, tailgate assist, a nine-inch touchscreen with satnav, a seven-inch multi-information display, rear cross traffic alert, lane departure prevention, traffic sign recognition, TPMS, adaptive cruise control, forward collision mitigation and seven air bags.

The Triton GLX-R’s Super Select 4WD II system allows the vehicle to be driven on the road in two-wheel drive or full-time 4×4. For off-road use the system can be set to high-range or low-range 4×4, both with the centre diff locked. Off-road capability is enhanced thanks to seven selectable drive modes (Normal, Eco, Gravel, Snow, Mud, Sand and Rock) aa standard fitment rear differential lock.

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The first things to consider when modifying any 4×4 to make it better for touring include tyres, suspension and protection equipment. Secondary items include storage systems, canopies, roof racks and the like, all of which will have a bearing on what suspension system you will need to fit.

If you’re going to fit a steel bull bar ($2500+), steel side rails and sidesteps ($1000+), winch ($1200-$3000) and driving lights ($700), all of which we’d strongly recommend, you will need a suspension system that can cope with all of that weight at the front of the vehicle, as well as springs and dampers at the rear matched to whatever load you’re likely to have on board while touring. A quality suspension system from the major manufacturers will set you back $3000 or more, but there are cheaper alternatives that will still handle heavier loads than the standard suspension, and give the Triton a lift of up to 40mm.

As with any 4×4, you will need to fit quality Light Truck tyres to the Triton GLX-R if you want it to survive traversing rocky off-road terrain and forging through remote deserts; there are several LT all-terrain and mud-terrain options in the standard 265/60R18 size priced from around $450 to $500 a tyre from the likes of BFGoodrich, Cooper and Toyo, or with a suspension lift you could go up to a LT275/70R18.

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While a canopy over the tub provides a secure and weatherproof compartment that’s convenient for touring, it does detract from the vehicle’s versatility when you want to use it as a ute. An alternative on the Triton GLX-R is to fit a quality roller shutter so you can secure your gear when needed but still be able to haul larger items too, such as dirtbikes. A manual roller shutter will cost $1300+ while an electric one will cost around $2000+. A bed extender allowing a dirtbike to sit in the tub with the tailgate down can be had for as little as $350, but you will also have to factor in a number-plate mount with lights ($120 or so) and an auxiliary number plate (around $50 depending on what state you live in).

Of course, with a roller shutter, you need to ensure your portable fridge/freezer has a low enough profile to fit, but there are plenty on the market. You might also wish to add a roof platform (around $1700) to carry light-weight gear and to fit an awning.

You should also factor in the other usual 4×4 touring accessories such as a snorkel ($700), an auxiliary or long-range fuel tank ($1200-$1500), UHF radio and antenna ($400-$700), lithium auxiliary battery and charger ($1500+) and under-vehicle protection ($800-$1000).

Queensland park rangers recently issued fines to individuals responsible for building and occupying an illegal 4WD campsite on Curtis Island National Park.

The structure, a hand-built shack complete with makeshift furniture and debris, remains standing for now, but authorities have confirmed it will be removed in due course. The Department of Environment, Science and Innovation (DESI) cited breaches of the Nature Conservation Act and made clear that unauthorised structures and unbooked camping are not tolerated in protected areas.

However, the enforcement action has reignited a familiar tension. Just across from the fragile dunes and turtle nesting beaches of Curtis Island sit three massive liquefied natural gas (LNG) processing plants – industrial giants that have operated on the southern tip of the island for over a decade. For some, the irony is hard to ignore. As one commenter, Leighton Sinclair, put it bluntly on Facebook:

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It’s a sentiment that resonates with many in the 4WD and conservation communities, who question the selective application.

Gas plants versus illegal shack

The contrast is striking. On one side of the island, heavy machinery runs day and night – dredging, discharging, emitting and transporting – with a long-term industrial footprint. On the other, a campsite built by off-grid campers is labelled an environmental threat and set for demolition.

The situation raises questions about consistency in enforcement. While unauthorised camping and construction in national parks can cause real ecological harm, it’s difficult for some to reconcile the speed and force of action against individuals, while larger industrial operations continue.

Wildlife under pressure

Curtis Island is one of the most ecologically significant locations on Queensland’s central coast.

It’s home to critical flatback turtle nesting grounds, diverse birdlife and unique coastal bushland. National park areas like Turtle Street and Joey Lees Beach are protected not just for recreation, but for the conservation of these species and habitats.

According to reports, the illegal camp was built close to these sensitive zones. Even low-level human activity – off-trail movement, waste and noise pollution – can disturb nesting turtles and degrade the fragile dune systems that support them.

But those familiar with the island’s broader ecological context point to deeper, longer-term threats. The LNG facilities require dredging of nearby channels, generate constant light pollution, and contribute to cumulative impacts that are far more difficult to reverse. Yet these remain a largely accepted part of the island’s landscape.

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4WD culture caught in the middle

Curtis Island has always appealed to adventurous 4WD travellers. It’s remote and only accessible by ferry from Gladstone. Its wide beaches, rugged tracks and isolated fishing spots draw visitors. But with that access comes responsibility.

Camping is permitted only in designated sites. Fires are banned. All stays must be booked through Queensland’s online park system. And structures – even temporary ones – are strictly forbidden under the Nature Conservation Act 1992.

The individuals behind the Curtis Island hut ignored every part of that. While they’ve now been fined, the structure itself remains, pending removal by the department.

Selective scrutiny?

However, at the heart of the discussion is not whether rules should be enforced – but whether the same level of scrutiny is applied to all parties impacting the environment.

It’s one thing to act quickly on illegal camping; it’s another to question the long-term environmental cost of industrial expansion on and around protected land. Curtis Island is a clear reflection of that complexity – one half wild national park, the other half industrial energy hub. Queensland’s message is clear: national parks are not free-for-all zones. But for enforcement to truly align with conservation values, it must consider all pressures on the landscape – from remote campsites to multi-billion-dollar projects.

As Curtis Island awaits the official removal of the shack, the broader discussion continues to ripple across beaches and barge queues alike. The structure may not be gone yet, but the spotlight it brought to the island’s contradictions is already well in place.

Enroute to Kowanyama a couple made the headlines last year when their vehicle was washed away by rising floodwaters when crossing a creek.

They were stranded in the Gulf country and made the headlines when they told their rescuers and the media that a crocodile had stalked them during the night. Their 4×4 washed away but they managed to get onto the bank, along with their dogs, stranded in a wilderness for three days that was ruled by roaming wet-season storms with no shelter or food, and no chance of walking out or being rescued because no one knew where they were.

In desperation the couple used a stick to scratch a large SOS on the damp road and made a rough night shelter hoping that somehow help would arrive… and it did, in the form of a helicopter that had been asked to keep an eye out for them after friends reported their non-arrival at the community. They survived the humid nights and 40°C days because they kept their wits, made a rough bush shelter from leaves, drank water from the creek, and avoided a crocodile that they said stalked their camp during the night.

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Years back I was part of an aerial search party that found two stranded bushwise fishermen whose boat had broken down on the shores of the Gulf of Carpentaria northwest from Burketown. They also had scratched a large SOS on a beach above the tide line where they had spent seven days before they were reported missing, resulting in a wide-spread search. They survived on the food they had and what they caught, made a freshwater still and waited for help to arrive, as it was impossible to walk out being surrounded by mangrove creeks and swamps alive with crocodiles.

People get lost and survive, others don’t, like two men who died walking 15km to a station after their LandCruiser broke down when they were doing water bore maintenance. They had no water, and the intense summer heat sapped the strength from their bodies and minds. They did a ‘perish’, as bush people call it. A German couple in the aptly-called ‘Dead Centre’ near Alice Springs became dry bogged in hired 4×4, no one knew about them, they attempted to walk out and also perished.

These and other sad bush deaths could be avoidable if the victims had used common sense like the lost Gulf people, remained with their vehicles and more importantly let someone know of their plans so the alarm could be raised when they didn’t check in at an allocated time. Most of all, people who have survived such ordeals did the right thing: remained with their vehicles and used common sense while waiting for help.

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Others just happened to get lucky, like the bloke who wandered out of the hills onto the Kajabbi Track years ago when a mate and I were chasing reptiles for his collection. He was an elderly man from Mount Isa who had been prospecting on horseback. One night the horse broke its tethers and galloped away after it was harassed by dingoes. He had no idea how long he had wandered about the spinifex-clad hills.

Luckily it was the start of the wet season and seasonal storms had run creeks, in what’s called a ‘fresh’ in the bush, that left pools of water on which he had survived, along with the little food he had with him, plus a raw lizard that made him very ill. It was lucky that I spotted him and more so that we dropped him off at home where a worried family welcomed him. 

Due to my knowledge of the Mount Isa and Gulf country regions I was involved in several searches decades ago, some that did not end well. We found the bones of a prospector that had been picked clean by dingoes and crows who had been reported lost 10 days before in the Kajabbi area. There were others, some intact, others eaten by animals, but the one thing that has always lingered in my nostrils is the smell of death…

Be prepared, and don’t panic

People perish in the bush when they panic because they have become lost but the best way to stay out of trouble is to have a bush-worthy mechanical-fit vehicle, spare parts and tools, and basic bush-mechanic knowhow, as well as food, water, good tyres and communications.

You should always let someone know where you are heading and be in regular contact if possible, which is easy these days with modern communication systems. You should also know where you are when talking to other people. The modern GPS is a wonderful tool, but if it fails you may have no idea of your whereabouts; carry a compass and paper map if you are in unfamiliar country.

If you are unlucky and unable to contact anyone stay with your vehicle, if you have one, or as the case of the Gulf country flood victims demonstrates, stay on the road, build a shelter, mark the location with a large SOS on a bare surface – you can use sticks and stones – build a smoke signal fire, and live off the land until help arrives as a couple did in the Simpson Desert when someone came across them and their vehicle several days after they broke down. They were alive and well.

The Personal Location Beacon (PLB) is an amazing life-saving tool that has saved several lives in the bush. You’re mad if you don’t have one when in the wilderness.

Wait for help

When waiting for help, stay with your vehicle; it’s easy to spot from the air, a person is not.

People who have been reported missing and stay with their vehicles are usually found within two days. Of course, if you are absolutely certain that help is nearby and that you have the fitness and resources to survive the hike, do it by all means.

A bloke did that in Arnhem Land, only to be attacked by dozens of camp dogs when he walked into an Aboriginal outstation. He was lucky to survive and it’s something to be aware of when walking into camps and house yards. Another factor is that you may have to camp on high ground when the country is flooding. That is not always possible on flood plains, so keep in mind that the vehicle roof is the highest point, and that the vehicle offers shelter when the weather sours and the night turns cold.

If you have bright clothing or a tarpaulin wear and use it; bright colours will attract searchers. If you have a camo vehicle and clothing to match you will be hard to spot from the air, especially on timber-lined bush tracks.

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Carry plenty of water and food

You won’t last long if you are stranded in the desert with 40°C+ heat if you have no water.

Water is the essence of life, so carry plenty of it in different containers because if you break one you will have others for back-up. While food is important, people have lasted for days without it by only drinking water.

There is much fear-mongering about drinking bush water, but when you are thirsty it matters little if it comes from a swamp or a clear-running stream; drink it to stay alive. One family survived on muddy water for days when broken down on a bush track. Rescuers were amazed that they drank the brown-coloured water in the dirt road table drain. One bloke said they did that because they were Indigenous, but that is wrong, others would have done the same thing and walked out.

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You can clear dirty water by boiling it (if you have the resources to do so) and tossing a handful of hard ashes into the billy and letting them settle. It does not taste that good, but it’s better than mud. If you have perishable food it can be kept longer by digging a hole and covering it or hanging it from a high branch in a hessian sack. Be aware that animals may be attracted to it if they can smell it, so ensure it’s out of reach.

Always take extra food when heading into the bush; flour, tinned and dry food is excellent survival food, but if you break down use it sparingly in case you end up staying longer than anticipated. A damper will last for several days depending on the numbers. But water is the one thing that you need to preserve, especially when it’s limited to what you have.

In the tropics crocodiles are a danger you must be acutely aware of when near or in water. But if crocodiles are present it means that fish are too, a good reason to have a fishing line and hooks in your survival kit. As a hunter I carry a firearm and have used it and my fishing gear to keep the food supplied on extended fishing and hunting trips, along with crab and red-claw lobster pots. It saves me from carrying a lot of food on long bush trips.

Unless you have a medical condition the chance of starving is remote because the body can go a long time without food. It’s one way of losing unwanted weight. However, the body needs water, and lots of it when heat and humidity prevail. Without it you will die within a day or two. No, you can’t drink water from the radiator, it will kill you; modern vehicle cooling systems use coolant that contains toxic additives and more.

Our deserts are unforgiving and unless it rains lost people generally die before they are found if not reported as missing. Remember to let someone know where you are when traveling in remote regions. In mountain, forest and open plains country the chances of having bush water is excellent. Boil it before drinking it or carry water purifying tablets in the first aid kit. There are also filters available that filter out unwanted parasites that can kill you.

Some water can be produced by digging a hole and placing green leafy branches in it, plus a container. Place plastic over it and put dirt on it around the hole to keep it in place. Punch a hole in the center that lines up with the container. Perspiration inside the hole from the leaves builds up enough moisture to get a little water that may save your life. It’s actually a sun still that also purifies water by distilling polluted (not chemicals) water, even saltwater and urine, when placed in a container inside the hole with leaves.

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More handy tips

I went hunting with a few mates some years ago, none of us smoked, yes you guessed it we had no matches or any other form of firelighter in the 4×4. Instead, we used a petrol-soaked rag over the battery and sparked it with a screwdriver. Worked just fine and may work with diesel also, but I now carry a back-up… just in case. 

Years back a group of us got caught in unseasonal rains on the black soil country near Burketown. We spent seven days waiting for creeks to go down and a grader to tow us to better roads. We had plenty of food while water was no problem, though we did run out of beer and rum. One memorable comment was from a mate who had his wife along on the trip when he said that they found it difficult for a few days when they got back home as they had become used to making love in a tiny tent and the mud.

An elaborate and unlawful operation hidden deep within one of Queensland’s most ecologically sensitive areas has been exposed, with 18 individuals fined for constructing and regularly using an illegal cabin inside Curtis Island National Park.

Queensland’s Department of Environment confirmed that the unauthorised hut – built in a remote section of the park using illegally felled trees – was used by the group as a private retreat for months before being discovered. In total, rangers issued 22 fines amounting to $7606 for a range of serious breaches.

The ABC has reported the cabin included a barbecue area and verandah, and was regularly accessed by members of the group using unregistered vehicles including buggies and motorbikes, often towing dinghies or trailers into restricted zones. 

Curtis Island, located 16 kilometres northeast of Gladstone and within the Great Barrier Reef World Heritage Area, is home to endangered and vulnerable wildlife. The illegal activities posed direct threats to this protected ecosystem. Authorities say the group’s actions endangered native wildlife and undermined conservation efforts. Fires were lit, trees were cleared without permits, and firearms were used for recreational hunting – all of which are forbidden in national parks.

The irony isn’t lost that between 2010 and 2015 the government permitted the construction of three major liquefied natural gas (LNG) plants on Curtis Island, all within proximity to protected areas including Curtis Island National Park and the Great Barrier Reef World Heritage Area.

Rangers first noticed signs of unusual activity in mid-2023 and launched targeted patrols. The hut was found in August, triggering an investigation that revealed the extent of the environmental damage and non-compliance.

Despite the group being identified and fined, the structure remains in place due to prolonged wet conditions that have delayed its removal. A public notice issued in January sought the owner’s cooperation, though none came forward.

Curtis Island is Queensland’s third-largest continental island, made up of beach ridges, salt flats, and sand dunes. It is a popular destination for experienced four-wheel drivers, with rugged beach access tracks, soft sand conditions, and limited facilities requiring full self-sufficiency. 

Access is typically via barge from Gladstone, with 4WD vehicles needed to explore the island’s remote bushland and coastal terrain. Vehicle access is restricted in national park zones, and a permit is required to bring a 4WD into designated camping or recreational areas.

The cabin will be dismantled and the area rehabilitated once conditions allow.

Garig Gunak Barlu National Park is as far north as you can go on the mainland in the Northern Territory, and the reward is pristine white beaches, sparkling blue waters, spectacular scenery and saltwater crocs.

Better known to many adventurers as the Cobourg Peninsula, this park sits on the Van Diemen Gulf and the Arafura Sea. Getting here is challenging – the roads are only open during the dry season and access is limited – however, this place is worth visiting time and time again.

This adventure began at Cahills Crossing, the notorious river crossing on the South Alligator River on the edge of Kakadu National Park. You would expect to see a plethora of saltwater crocodiles guarding the crossing, but on this occasion, there were none to be seen on the causeway – plenty floating about upriver, though.

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I expected the water to be higher – according to the tide chart provided as part of my Cobourg information pack, it was close to high tide in this neck of the woods. It was, in fact, hardly flowing. You receive the information pack when the required permits have been accepted and paid for.

The unsealed Arnhem Highway runs past Red Lily Lagoon and some stunning rocky outcrops, and once past the Gunbalanya community turn-off, the conditions improved after a few bulldust holes and corrugations. The backdrops in this section are jaw-dropping, especially for a landscape photographer, but time was against me so I couldn’t spare the time waiting for the right light.

Into the park

It didn’t take long to reach the turn-off towards Garig Gunak Barlu NP, some 235km north.

Murgenella Road was a little rougher, but dropping some more air out of the tyres helped a lot. Once the track smoothed out, it was good going, but keep an eye out for the Outback Spirit buses; they don’t like slowing down and stick to the middle of the track regardless of oncoming traffic. There are sections of bad corrugations and patches of bulldust, but for a remote Arnhem Land road, I found the conditions to be surprisingly good.

It’s interesting the number of trees that have had strips of bark removed along this section of road – I assume for use in creating bark paintings by the local Indigenous people. Also, I couldn’t get over the number of feral donkeys that roam Arnhem Land, and I wondered where they had all come from. The landscape is dominated by woollybutt and termite mounds, recent slow burns having cleared away the grasses and weeds. There was a section with Livingston palms and pandanus mixed with some native grevillea that reminded me of the Mitchell Plateau.

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There is a signposted track that you can follow a short way to Wanyu Beach, which is extremely wind-swept, coming straight off the Arafura Sea. Here you will find what appears to be an old barge landing point, and the sand is deep and soft, so take care that you don’t get bogged. Retracing your steps back to the main road, you will track close to the coastline along this section before suddenly sweeping west towards Murgenella.

The river crossing just before the small community is pretty and there were plenty of pied herons, ibis, nankeen night herons, and a large school of fish enjoying the water. It is stunning – except for the resident crocs hiding in the shadows. The road continues west before heading north again towards Wiligi Outstation. Once past the Wiligi turn-off, the road narrows as it crosses over the range. It is slower going as the track winds its way through, with sharp bends and plenty of thick bulldust.

Upon reaching the national park boundary, the track becomes a single lane, and depending on when it was last graded, it can be rough going, so drive with caution. Only 20 vehicles are allowed into the national park at any time, which is why it’s such a serene place to visit.

Indigenous and introduced fauna

The park is populated with water buffalo, saltwater crocodiles, wild pigs and banteng – the latter introduced from Indonesia between 1829 and 1849 at Victoria Settlement… and they have since proliferated throughout the park and are an important resource to the Aboriginal people. They look like stocky cattle but have a characteristic white rump. They are full of fat, and while the park ranger didn’t enjoy the taste, his elders did – drinking hot tea while eating, as the fatty meat would stick to the roof of their mouths.

Having survived the corrugations and massive bulldust holes, I reached the Black Point Ranger and Cultural Centre. It is worth spending some time here, with plenty to learn from the storyboards. You’ll discover that the national park lies within various clan estates of the Iwaidja-speaking people of the Cobourg Peninsula and that custodianship is shared between the clans. There is a spiritual link between the land and sea and their ancestors from the Dreamtime that created the land and all it contains. The name of the park translates as Garig (a local language name of the Madjambalmi and Ngandjaharr clans for the central areas of the Peninsula), Gunak (land), and Barlu (deep water).

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The park protects rare species that include the dugong and six marine turtles (green, loggerhead, hawksbill, olive ridley, leatherback and flatback turtles). The park was also the world’s first wetland to be recognised as a RAMSAR site on 8 May 1974. The Cultural Centre is also the start of the Wuwwurdi Walk, an easy 2km loop around a small coastal wetland. The walking track is a mix of hardened surfaces and sandy patches, and the early part of the day is the best time to walk it before it gets too hot.

If available, a ranger will check you in and provide directions to your campsite – and if not, your campsite will be on your booking confirmation. It is a corrugated track that leads around Smith Point to the designated Camping Areas No. 1 and 2. I was in Area No. 1, with most campsites containing shade cover over a table and a rubbish bin, and only a short walk to the ablution shed that houses composting toilets and a cold shower. Firewood can only be collected within the park, not Arnhem Land, and you are only allowed to collect fallen timber.

The rangers are continually cleaning up the beaches and nearby islands from all the rubbish that comes from Indonesia. They struggle to find volunteers to come up and assist, so Clean Up Australia or a few 4×4 clubs would do well to get involved and lend a hand.

Exploring the area

It had been a long day of driving, so my afternoon was spent setting up camp and relaxing before enjoying a refreshing shower at the ablution shed to wash off the sweat and dust. Once dinner was consumed and the dishes were done, I climbed up into the rooftop tent and enjoyed an early night.

There are a couple of self-drive loop tracks that show off some of the highlights of this remote park, and I also recommend checking out the historic beacon at Smiths Point, which was originally constructed in December 1845 by Royal Mariners from the Victoria Settlement to assist vessels navigating around the reefs as they approached Port Essington. If you are lucky enough to book a boat that visits the Victoria Settlement ruins, I’m told it is well worth it, as this was one of two failed British settlements on the Cobourg Peninsula.

The wetlands drive is best undertaken in the early morning or late afternoon to fully experience the colours and see a variety of water birds feeding. You can expect to see brolgas, herons and whistling kites, and also plenty of evidence of banteng. October is when the pelicans arrive at the wetlands. The track is tight in places as you scout around the wetlands in a loop that takes you from the campground across to the ranger’s station; the woodlands are predominantly melaleucas and it is certainly a great experience tackling this drive.

The coastal drive is a 40km loop that takes you along the coast, with beautiful scenery and then onto Banteng Plain. There is a waterhole with plenty of birdlife including ibis and spoonbills. This drive provides plenty of options to pull over so you can get out and explore the beach. Just remember that you are in croc country, and they may be watching you without you even knowing it.

Upon leaving Stewart Point, the track heads into the woodlands before providing a final viewing of the bay. From all appearances, it looks like the sea floor is covered with grass and so would be a feeding ground for dugongs.

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The coastal track then cuts across the peninsula to come out onto the main road into the park. Expect to cop some bush pinstriping as you wind your way along the track. Some sections are a little bit washed out, so take your time and enjoy. Keep an eye out for banteng because this is the type of terrain and bush they like.

The drive to Caiman Creek is a doozy because there are plenty of tree roots growing in the track, washouts, water diversion humps and the occasional rock or two. At the end of the 2.9km track is a very inviting-looking creek with crystal clear water and beautiful colours that is home to a big crocodile – not that I could find him, even with the drone. This is a beautiful spot for a picnic; it just needs a table and a shelter and it would be perfect.

On the way out of the park, you may spot small wallabies and kangaroos to add to your wildlife count – which will be exciting seeing as the banteng are so reclusive. I only saw one in the whole time I was here. Don’t forget that the care you took coming in should also be taken on exiting the outstanding Garig Gunak Barlu NP.

Wiligi Outstation and back to Kakadu

If you can’t obtain a camping permit for Garig Gunak Barlu NP, a great option is Wiligi Outstation, which is approximately a three-hour drive from Smith Point. This remote outstation is nestled on a cliff overlooking Mount Norris Bay and Copeland Island. Here you will be welcomed by Reuben and Liz, and there is a choice of accommodation options, including a log cabin, two safari tents with a kitchen and ensuite, two small cabins with ensuite, or bush camping along the beachfront with flushing toilets and cold showers.

You can drive down the beach to Crocodile Creek to try and spot the five-metre resident male saltwater crocodile or his smaller girlfriend; I spotted plenty of footprints, but that was all. You can bring a boat or hire the Wiligi boat for fishing. The Wiligi Outstation beach is stunning with its white sand, and while people do swim there, I didn’t take the risk.

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The return journey to Kakadu via Cahills Crossing isn’t complete without a visit to Injalak Arts Centre in Gunbalanya. A permit is required from the Northern Land Council and Injalak Arts prefers that you make contact before you plan a visit by calling (08) 8979 0190 or emailing [email protected].

Injalak Arts has more than 200 active artists, weavers and craftspeople from Gunbalanya and the surrounding homelands, and you can spend hours browsing the bark paintings, carvings, paintings, prints and weaved products. Local artists are often onsite creating new works and they are very happy to have a chat and tell the story of their works.

Arnhem Land is such a special place and I felt privileged to be able to spend time exploring the remote Garig Gunak Barlu NP, Wiligi Outstation and Injalak Arts Centre. The people I met were so welcoming, the country so diverse, the scenery spectacular and the drive breathtaking. If you get the chance to visit this special part of the Northern Territory, know that you are one of the few people who have had the chance to do so.

Travel Planner – Garig Gunak Barlu National Park

Where

Location: Garig Gunak Barlu National Park is located 570km northeast of Darwin on the Cobourg Peninsula.

Entry and permits

Park Permit

• From $232.10 per vehicle (includes transit and camping for up to 5 adults for 7 nights)
• Children under 16 are free
• Must be booked at least six weeks in advance

Injalak Arts Centre Permit

• Apply via NLC

Kakadu Parks Pass

• Required for access to Kakadu National Park
• Valid for 7 days

What to see and do

• Remote 4WD self-drive tracks
• Excellent fishing and boating
• Birdwatching and wildlife viewing
• Beachside and bush camping

What to take

• Water, food and fuel (self-sufficient travel required)
• First aid kit, tool kit, spare tyres, vehicle spares
• Shade awning, fishing gear, camera, binoculars
• Sunscreen, insect repellent, suitable clothing and footwear
• Satellite phone or Starlink (no mobile coverage past Gunbalanya)
• A well-maintained boat and extra fuel are highly recommended

Other Useful Links

• NT Road Conditions: roadreport.nt.gov.au
• Kakadu Road Updates: kakaduroadreport.wordpress.com

I used to think the Sport model grade hit the sweet spot in the Ranger line-up, but with this latest generation it has gone upmarket with a corresponding increase in price.

So for my money the Ranger XLS now represents the best value for money for those looking for a double-cab ute for 4×4 touring. You should be able to pick one up for around $64k drive away, depending on where you live and what colour/options you want. Personally, I’d splurge $700 on premium paint (Meteor Grey or Aluminium) so it didn’t look like a workhorse.

The Ranger XLS is offered solely with the 2.0-litre bi-turbo diesel engine mated to a 10-speed automatic transmission. While not as potent as the V6 model, with a claimed 154kW and 500Nm on tap and a sweet-shifting 10-speed automatic transmission, the 2.0L driveline still offers plenty of performance… even when fitted with accessories for touring and with a load on board.

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The Ranger XLS offers a good mix of tech and equipment but without many of the superfluous features of higher-grade models. Standard convenience and safety kit includes a 10.1-inch portrait touchscreen with FordPass Connect and built-in satnav, an eight-inch digital instrument cluster, dual-zone climate control air conditioning with rear vents, adaptive cruise control, lane keeping assist, blind spot monitor, cross traffic alert, AEB, nine airbags, cloth seats with eight-way driver adjustment and four-way passenger adjustment, and a power tailgate lock. Not bad for a lower-grade variant.

One of my favourite aspects of the XLS spec is the off-road friendly 16-inch wheel size, which allows for fitment of a wide range of all-terrain and mud-terrain tyres. Also beneficial for 4×4 touring is the standard tow hitch with integrated brake controller and the 400W power outlet in the tub.

Despite its decent list of standard equipment, there are still many improvements that can be made to the Ranger XLS for those who want to use it for 4×4 touring. First up, you’ll need to fit a decent aftermarket suspension kit that will cope with the added weight of accessories and gear.

Most suspension manufacturers will have kits designed to handle certain loads such as a vehicle with no accessories, a vehicle with a bull bar fitted, and a vehicle with a bull bar and winch fitted, as well as the load you expect to carry in the tub, such as a 0–300kg load or a constant 300kg load, or even a GVM upgrade. Suspension upgrades vary greatly in quality and price, with budget options starting from as little as $1300 plus fitting, to high-end kits at more than $3500 plus fitting.

On the Ford Ranger XLS, I would fit a quality steel bull bar for protection against animal strikes and to house a 9000–12,000lb electric winch ($1200–$3000) for vehicle recoveries. For those who want their bull bar covered by their new vehicle warranty, Ford is now a reseller of ARB products, and for a Summit Bar MkII you’d be looking at around $4700 fitted. You will also need a decent set of LED driving lights ($700+ a pair) or an LED light bar ($350+) to complement the Ranger XLS’s not-so-fab halogen headlights.

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While utes are great for carrying a lot of gear in the tub, without a tonneau, a roll-top or a canopy, they don’t offer any protection for said gear. For 4×4 touring, a canopy is an ideal solution as it provides a large and secure storage area. There are plenty of options on the market such as fibreglass canopies from the likes of ARB, TJM and Ironman 4×4 ($3000–$4000), and aluminium or steel tub toppers ($2000–$4000).

Other accessories you’ll need for 4×4 touring include five decent all-terrain or mud-terrain Light Truck (LT) tyres ($2000+), a snorkel ($700), a quality UHF and antenna ($400–$700), a dual-battery setup with lithium battery and charger ($1500+), a winch recovery kit ($200+), and perhaps a drawer system with a fridge slide ($400–$2000).

As you can see, it’s not hard to drop another $20k-plus on accessories to transform a Ford Ranger XLS into a well set up 4×4 tourer, but once you’re done you’ll have a comfortable vehicle with excellent off-road capability that can take you almost anywhere in the country.