A report out of Japan has shed new light on what to expect from the next-generation Toyota HiLux, with Best Car magazine claiming the updated ute will be available with a plug-in hybrid option when it arrives next year.

If the report proves accurate, it’ll be a major shift for Australia’s top-selling ute, which has so far only flirted with electrification through mild-hybrid diesel tech. The addition of a plug-in hybrid (PHEV) would see the HiLux take the fight to new-age rivals like the BYD Shark, GWM Cannon Alpha and upcoming Ford Ranger PHEV.

Toyota hasn’t confirmed any technical specs, but rumours point to the hybrid system being borrowed from the RAV4 – a 2.5-litre four-cylinder engine paired with an electric motor. That could give the HiLux a decent electric-only range.

There’s still some uncertainty around what’s happening under the skin. While Best Car reckons the new HiLux could switch to Toyota’s GA-F platform – the same bones used by the LandCruiser 300 Series and new Prado – spy photos suggest it might just be a heavily updated version of the current setup. 

The trusty 2.8-litre turbo-diesel looks set to stick around, now paired with a 48-volt mild-hybrid system to help cut fuel use without sacrificing torque. That engine will reportedly be matched to Toyota’s newer eight-speed auto, bringing the drivetrain more in line with its larger SUV siblings.

Looking further ahead, Toyota has floated the possibility of full electric and even hydrogen-powered versions of the HiLux down the track – though those are still a few years away. Toyota has confirmed an electric ute is coming to Europe by 2027, so the groundwork is already being laid.

These days it seems as though 4×4 wagons play second fiddle to their dual-cab ute siblings when it comes to the purchasing patterns of new-vehicle buyers in Australia.

Utes like the Ford Ranger and Toyota HiLux outsell wagons by a long shot and with the added versatility of a cargo tub on the back and the options that opens up, it’s not hard to see why. For many buyers, though, especially those with growing families, the 4×4 wagons from those same vehicle manufacturers would be much better suited to their needs.

Wagons generally ride better than utes due to their different rear suspension design – they do away with leaf springs at the back in favour of multi-link coil setups – which also helps them to be better off-road vehicles thanks to more rear-axle articulation over rough terrain. The shorter wheelbase of wagons also benefits them off-road thanks to better ramp-over angle.

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There are even greater advantages inside wagon bodies with more rear-seat legroom and greater rake on rear-seat backrests, resulting in more comfort. This is especially important for those with teenage kids or other taller occupants who won’t find it comfortable being squeezed into the back of a ute on extended journeys.

Most 4×4 wagons also have a third-row seat that can be handy for smaller children on short trips, but these generally eat into the all-important cargo space. Wagons have traditionally been better equipped too, with more safety, luxury and convenience features, although the popularity of utes has seen many of these features now included in the load-luggers.

With the aforementioned pros and cons in mind, and the availability of the new Everest Tremor, we thought it fitting to line this new model from Ford up with the 4×4 Of The Year-winning Toyota Prado Altitude to see how they compare. Manufacturers are cottoning on to the popularity of their wagons and the fact that owners like to use them for off-road adventuring, just what they were made for. Thus the Everest Tremor, like the Prado Altitude, has been specified for the adventurous driver, those who prefer their off-road improvements to come from the factory rather than as aftermarket additions.

The Tremor is configured to be the most off-road focused Everest. It comes after the success of the Ranger Tremor launched last year but, where the Tremor ute was limited to the four-cylinder bi-turbo diesel powertrain, the wagon variant comes exclusively with the V6 diesel engine. And the Ranger Tremor was a limited-edition model whereas the Everest Tremor has been added to the model lineup on a permanent basis.

JUMP AHEAD

• Powertrain and drivetrain comparison
• Suspension and ride quality
• Traction systems, tyres, and locking differentials
• Cabin layout, features and seating practicality
• Pricing and value considerations
• Verdict
• Specs

Powertrain and drivetrain comparison

The Everest powertrain is the superb ‘Lion’ V6 3.0-litre diesel engine backed by a 10-speed automatic and dual range on-demand 4×4 system.

It might be a bit thirsty when compared to its four-cylinder sibling, as well as its competitors, but none can match its sublime torque and smooth delivery all the way through the arc of the go-pedal. The auto transmission is beautifully matched to this engine and having the option of running the transfer case in the Auto setting on wet and/or loose roads is a huge plus in driveability and safety compared to part-time 4×4 systems.

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Ford’s 184kW/600Nm Lion V6 has been undergoing a series of rolling updates to its aging base and we feel it is an engine far better suited to these high-spec wagons, even if it is fitted to the cheaper of the two wagons here. It might like a drink, but the way it delivers its molasses-smooth torque is more befitting of a premium off-road rig than Toyota’s four is.

The Prado’s 150kW/500Nm 2.8-litre engine provides plenty of poke for highway and off-road driving but it’s no performance vehicle by any stretch of the imagination. The new eight-speed automatic transmission is quick to kick down and respond to a floored throttle and the engine pulls adequately with that familiar four-pot diesel rumble. While it’s less refined and 100Nm down on Ford’s V6 engine, Toyota’s 2.8 does a respectable job and isn’t left wanting. As to whether it’s up to being in a well-appointed wagon that’s nudging the $100k mark, we’re not convinced. The 250 Series deserves better.

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Suspension and ride quality

Like the Ranger Tremor, the Everest Tremor gets bespoke suspension to give it improved off-road capability.

Ford Australia’s engineering team tailored a set of Bilstein position-sensitive monotube gas-filled dampers with remote reservoirs to slot under the higher-riding Everest Tremor with a set of fresh coils that give it a 29mm lift.

As we found in the Ranger Tremor, the Bilstein-bolstered suspension does a superb job of controlling body movement in the Everest Tremor wagon. But this control does come at the expense of a firmer ride that can feel jarring on Victoria’s crook roads. This is no doubt amplified by the stiffer construction of the LT tyre fitted to the Tremor, but the ride quality is far from a deal breaker and the improved body control and handling poise outweigh any negativity. Ford generally tunes its suspension and chassis packages to be firmer and more taut than Toyota’s softer suspension calibration, giving the Everest more precise and confident handling when driving on road.

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Toyota has taken a different path in equipping the Altitude’s chassis for improved off-road performance. The suspension configuration remains the soft and supple all-coil arrangement with the standard shock absorbers, but a front swaybar disconnect function is added to increase the wheel travel on the front end by around 10 per cent. The sway bar automatically reconnects when road speeds reach 30km/h.

The soft, compliant multilink rear suspension of the Toyota gives the rear axle plenty of articulation which has always been a Toyota hallmark. The tauter Ford suspension picks up wheels sooner and relies more on its ETC and the RDL to get it through uneven terrain.

Traction systems, tyres and locking differentials

With their traction aid systems employed, both of these wagons cruised across our deep opposing holes.

The Prado again demonstrated Toyota’s leading electronic traction control calibration which almost negates the need for locking diffs in such terrain. The Altitude is the only variant in the 250 Series Prado range that comes with a driver selectable rear diff lock (RDL), while all 4×4 Everests have one fitted as standard. Neither manufacturer offers a locking front diff on their wagons but they are available through the aftermarket.

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While both of these off-road ready wagons ride on 18-inch wheels and tyres, the Ford’s all-terrain rubber is ready for action while Toyota owners will be looking to replace the Toyo all-terrains on their Altitude as they are relatively mild as far as off-road rubber goes. The Altitude gets a model-specific grille with ‘TOYOTA’ spelt out across it, black wheel arch mouldings, and it is available in a range of grade-specific colours including a couple of heritage tones that can be paired with a white roof.

The Everest really benefits from the extra ground clearance and all terrain tyres included with the Tremor package, and this makes up for many of the things we criticised the Everest Sport for on our 4X4OTY test. The quicker-acting Rock Crawl drive mode also helps the Tremor’s performance when driving off road. The Everest’s stiffer suspension lifts wheels sooner and its ETC is slower to react, relying more on the rear diff lock than the Prado does.

Cabin layout, features and seating practicality

As the higher specification models in their respective ranges, both the Altitude and the Tremor come very well equipped, indicative of their high price points.

Inside the Prado Altitude you’ll find a 12.3-inch multimedia screen compatible with wireless Apple CarPlay and Android Auto; Bluetooth; wireless charger; cloud-based inbuilt sat-nav; panoramic moonroof; and leather-accented seat trim with eight-way power adjustment and power lumbar support and memory for the driver, and four-way power adjustment for the passenger.

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There’s also a 12.3-inch digital instrument cluster; a refrigerated centre console; power-adjustable steering column; and a JBL sound system with 14 speakers. The cabin is tall, spacious and comfortable for front and second-row passengers, with rear-seat ventilation and multiple charging points including a 220V AC outlet.

Toyota dropped the ball when designing the rear of the 250 Series Prado and the seven-seat models are heavily compromised in the cargo area because of the 48-volt mild hybrid system. Thankfully the Altitude forgoes the third-row seat, leaving the back for cargo storage. There’s a small floor lip where the hybrid battery sits, but the aftermarket is already addressing that with custom drawers and storage systems.

The Everest Tremor, by contrast, retains its seven-seat layout, with the third row folding flat into the floor when not in use, without compromising cargo space. While the cabin isn’t as tall as the Prado’s and feels slightly smaller, it is still wide and comfortable. Leather-accented seats feature ‘Tremor’ stitching, and the $1100 premium seat upgrade on the test car added heating, ventilation, and power adjustment to the front seats. The 12-inch vertical screen is easy to use, with manual controls for climate and volume. It includes wireless Apple CarPlay and Android Auto mirroring, a wireless phone charger, an inverter, and a 220V AC outlet.

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Another unique Tremor feature is the Rock Crawl drive mode that sharpens the ETC and centre diff clutch for quicker traction response off-road. The Touring Pack option adds a 360° camera system, integrated trailer brake controller, tow bar and hitch, and Pro Trailer backup system. Externally, the Tremor features a bespoke grille with driving lights tucked behind it, black wheel arch flares, and is available only in four shades of grey (with a $700 paint option).

Pricing and value considerations

The Everest Tremor’s package, including ground clearance and tyres, plus the optional Rough Terrain Pack and Touring Pack, add around $7800 in extras, eating into its roughly $15,000 price advantage over the Prado Altitude. The Prado is priced higher but offers a more economical engine, a larger cabin, and a bigger fuel tank.

Verdict

Choosing the right off-road wagon from this pair will come down to a few key differences in how the relative manufacturers offer them and how each fits in with your budget and intended use.

The big one is the circa-$15k price difference between the two, as it could be a deal breaker for potential Prado buyers. As mentioned, the money saved by choosing the Tremor could equip your wagon with a lot of accessories and/or pay for an extended outback family holiday. Another positive for the Ford in the eyes of some is that it retains its seven seats, and when folded away and the vehicle is used as a five-seater, those seats don’t eat into the cargo space. Then there’s that syrupy V6 diesel engine that is unrivalled in this sub-$100k class of 4×4.

In the Altitude’s favour are its strong off-road performance, larger cabin, more economical engine and bigger fuel tank. But are these features worth that extra money? Whichever of these two vehicles you choose, you’ll end up with a wagon that’s up to the challenges of adventurous Aussie four-wheel drivers.

Ford Everest Tremor: 8.5/10
Toyota Prado Altitude: 8.5/10

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Specs

Tackling the Simpson Desert isn’t something you take lightly, and having the right gear makes all the difference.

One of the standout upgrades in our 70 Series LandCruiser was the Terrain Tamer Suspension Seat. I’m always on the hunt for kit that actually improves the drive, so I was keen to see how this would hold up out in the rough stuff.

First impressions – the seat felt a bit firm and took a while to get used to. Early on, especially across those endless corrugations, it wasn’t quite as comfortable as I’d hoped. But once I played around with the weight adjustment, it came into its own. The lumbar support and the seat’s suspension really started to make a difference – smoothing out the ride and making long stints behind the wheel a lot easier.

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If you’ve got a wider frame, you might find it a bit tight. It hugs you in pretty firmly. But once you get the recline angle sorted and settle into it, it becomes a real asset, especially over longer distances.

On the run down the Stuart Highway, with the seat paired up with our GVM upgrade and parabolics, the ride was noticeably better. I did the crossing with my mate Max, and we both felt like we were floating along – a massive improvement over the stock setup. The seat offered real support and comfort, particularly once we hit the rougher patches.

The only real drawback was a slight squeak that popped up when the suspension in the seat was working hard. Not a major issue – more of an odd noise that gave the Cruiser a bit more “character.” Could be user error, could just need a tweak. Either way, not enough to put us off.

Maybe just a sign it’s time to upgrade the stereo.

Land Rover has pulled the covers off a monochrome-themed version of its flagship model, dubbed the Defender OCTA Black.

As the name suggests, the all-black variant is dressed in as many as 30 exterior elements finished in either Gloss Black or Satin Black, including the front tow eye cover, rear scuff plates, quad exhaust tips, and even the recovery eyes. There’s a choice of 20-inch forged wheels or larger 22-inch Gloss Black wheels, all with black centre caps and Shadow Atlas badging. The brake calipers are also gloss black, with subtle contrast in Sentient Silver script.

Inside, the OCTA Black introduces a new trim combination for the Defender: Ebony Semi-Aniline Leather and Kvadrat. Semi-aniline leather is a softer, more natural finish than typical automotive leather, while Kvadrat is a premium wool-blend textile known for its durability and sustainable production.

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Front passengers get Land Rover’s Body and Soul Seats (BASS). These performance seats feature built-in tech that lets occupants feel the music as well as hear it. Developed with audio specialists SUBPAC, the system uses input from the 700W Meridian surround system to deliver an immersive listening experience — especially as Wonderwall blasts at full volume. Fittingly, Land Rover is the official automotive partner of Oasis Live 2025, transporting the British band on its world tour.

“There’s no denying the presence and purpose of Defender OCTA: it’s the tallest and widest Defender, enabling it to tackle even more extreme terrain,” said Mark Cameron, Managing Director, Defender. “The introduction of Defender OCTA Black takes things up a notch. We know our clients love giving their Defenders all-black finishes, so our designers have applied this principle to every possible surface – inside and out – to create the ultimate tough luxury Defender OCTA.”

At its core, the flagship Defender OCTA is powered by a 467kW/750Nm twin-turbo mild-hybrid petrol V8. It’s paired with Land Rover’s advanced 6D Dynamics suspension. Exclusive to the flagship Defender, OCTA Mode is designed to fine-tune the suspension, throttle, steering, and driveline responses for fast-paced off-roading.

The Defender OCTA Black is in showrooms now, priced from $337,233 drive-away in NSW ($313,800 plus on-road costs).

Chinese automaker BYD has posted record-breaking sales figures in June 2025.

According to the latest VFACTs data, BYD sold 8156 vehicles last month – a massive 368 per cent increase over June 2024, when it sold 1743 units. The result marks BYD’s biggest month to date, smashing its previous record of 4811 sales set in March by nearly 70 per cent.

BYD has also outsold its entire 2024 total of 20,458 vehicles, and it’s only halfway through the year. With six months now accounted for, the company has already shifted 23,355 vehicles, making it the eighth best-selling manufacturer in Australia on the year-to-date charts. It currently holds a 6.7 per cent share of the new car market.

Driving much of that growth is the BYD Shark, which launched in October last year. The Shark reached a major milestone in June, clearing 10,000 units sold locally. In fact, it was the third best-selling 4×4 vehicle in Australia last month, behind only the Ford Ranger and Toyota HiLux.

“With each month, you can see just how popular BYD vehicles are becoming in Australia because you can see them on our roads,” said Stephen Collins, BYD Australia COO. “As we continue the transition to a fully-factory backed operation, we commend the foundation laid by our distribution partners as we strive to ensure this strong growth continues.”

BYD wasn’t the only Chinese marque making a move in June. GWM also recorded its best month ever, selling 5464 vehicles – a 30.9 per cent rise on the same time last year, and more than 1000 sales above its previous monthly record. GWM now commands 4.5 per cent of the Australian market and is on track to surpass 50,000 annual sales for the first time.

These strong results came in a month where dual-cab utes dominated overall sales. The Ford Ranger led the pack with 6293 sales, followed closely by the Toyota HiLux (6195), while the Isuzu D-MAX (3119) and BYD Shark 6 (2993) rounded out the top four (combined 4×4 and 4×2 sales).

Dual-cab utes continue to resonate with Australian buyers, especially during end-of-financial-year promotions, which helped drive a 16.5 per cent lift in 4×4 ute sales from May to June.

Light commercial vehicles now account for more than a quarter of the new car market, underlining the segment’s continued importance in Australia.

The four best-selling vehicles in June were all utes, showing that Australia’s appetite for dual-cabs remains incredibly strong.

Predictably, the Ford Ranger once again led the pack, securing a total of 6293 sales; fractionally ahead of the venerable HiLux which ended the month with 6195 registrations. The Isuzu D-MAX and BYD Shark sold 3119 and 2993 units respectively (all of these figures combine 4×2 and 4×4 sales).

Exceptionally strong sales across the board for the month – 17,224 more overall sales, and 7528 more LCV sales compared to May – can undoubtedly be attributed to EOFY deals, as manufacturers raced to clear stock ahead of the new financial year. Lining last month’s results up side-by-side against June 2024 results show an increase in new vehicle sales of 2.4 per cent. As a result, light commercial vehicles held a 25.3 per cent share of the total market in June 2025. 

PU/CC 4×4 sales in particular grew by 16.5 per cent from May to June. When looking exclusively at 4×4 sales for the month, the Ford Ranger remains on top (5952 sales), followed by the HiLux (5275 sales), BYD Shark (2993 sales) and D-MAX (2391 sales).

So far this year, BYD has now sold a total of 10,424 Sharks. Its biggest current competitor until the Ranger PHEV arrives is the GWM Cannon Alpha PHEV, which registered 269 sales in its first full month in showrooms. In fact, GWM posted its best month of sales since entering the Australian market, and the brand is on track for a record-breaking year.

The Cannon in particular has seemingly taken a stranglehold on the budget-friendly segment, with 980 units sold in June – considerably more than the JAC T9 (118 sales), LDV T60 (495 sales), and KGM SsangYong Musso (249 sales). 

VW and Nissan are also struggling to capitalise on the ongoing popularity of utes, with the Amarok and Navara registering 677 and 758 sales respectively. Plus, the first deliveries of the Kia Tasman have appeared on the VFACTs report for June, with 199 sales in the book. Prepare for a shake-up when deliveries officially launch next month.

“Australia remains one of the most open and competitive markets in the world, where consumers have a wide range of choice across all market segments,” said Tony Weber, Federal Chamber of Automotive Industries’ chief executive. 

“In a market of more than 400 models, the top four utes made up 15.2 per cent of all sales during June. The rest of the top 10 was made up of SUVs and, when combined, models in the top 10 made up 27.2 per cent of all sales,” Weber added.

The Everest remains the most popular off-road SUV, registering 2705 sales for the month. It placed ahead of the Prado (2177 sales), MU-X (2033 sales) and LandCruiser (1142 sales).

Overall, a total of 122,509 new vehicles were sold in June 2025, marking a 2.4 per cent year-on-year increase.

GWM has recorded its highest-ever monthly sales in Australia, delivering a total of 5464 vehicles to consumers in June 2025. 

This marks a 30.9 per cent increase compared to the same month last year, and a 24.4 per cent rise over its previous monthly record set in March 2025. As a result, GWM climbed to seventh spot in the national manufacturer sales rankings for the month, with a 4.5 per cent share of the Australian new vehicle market.

With six months accounted for, GWM closed out the first half of 2025 with 25,189 vehicles sold, setting a new mid-year record for the brand in Australia. Industry data suggests the company is on pace to break the 50,000-unit mark by year’s end.

The brand’s recent growth has been driven largely by demand for its diesel and 4×4 models. In the first half of 2025, GWM introduced an upgraded Cannon ute with a new diesel powertrain and a towing capacity of 3500kg. The diesel variant of the Tank 300 was also released, offering 3000kg towing. The new Tank 500 Vanta was also added to the line-up, and June marked the first month of sales for the Cannon Alpha PHEV.

Sales of the Cannon reached 1074 units in June, as models continue to roll out following the launch of the updated model back in February this year. The Cannon Alpha PHEV saw 269 units delivered in its first full month, with GWM stating that PHEV variants represented 45 per cent of total Cannon Alpha sales. 

GWM’s Tank range also performed strongly, with 783 total units sold across the Tank 300 and Tank 500 line-ups. The Tank 300 recorded 630 units, its best monthly result since October 2023 and an 84.2 per cent increase year-on-year. Diesel continues to dominate interest in this model, now representing 62 per cent of Tank 300 sales.

“Delivering this level of growth in a competitive and constantly evolving market is a direct reflection of the dedication shown by our dealer network, partners, and of course our GWM staff,” said John Kett, Chief Operating Officer of GWM ANZ. 

“2025 was always set to be more competitive than 2024, with new brands entering and established players refusing to yield. GWM won’t be dialling back in the second half – we’re maintaining EOFY pricing to reinforce our commitment to being a price accessible brand.

“From July 2025, we’ll also accelerate the rollout of our next-generation technology, led by innovations in HEV, Hi4, and Hi4T PHEV systems across key models like the Cannon Alpha, Haval H6, and Tank 500.”

GWM also saw gains in its passenger SUV range. The Haval Jolion delivered a record 2000 units in June, claiming second spot in the highly competitive Small SUV segment. The Haval H6, which is now in run-out, recorded 1278 sales for the month – up 4.2 per cent from June last year.

Litchfield National Park is set to grow by more than 20 per cent after the NT government bought a 30,000-hectare property for $7.5 million, making it the park’s biggest expansion in more than 25 years.

The new addition, known as Silkwood, sits just south of Adelaide River and about 120km from Darwin. It borders Litchfield’s south-east and includes rugged terrain, waterfalls, hot springs, gorges, and bush tracks. A major highlight is Robin Falls, a popular swimming spot previously on private land. With the purchase, it and other areas previously off-limits will become part of the public park.

The NT government says the move delivers on an election promise to open up more land for camping, swimming and 4WDing. While there’s no set date for public access, the area will be incorporated into Litchfield National Park following planning and consultation with Traditional Owners.

With more than 250,000 visitors already heading to Litchfield each year, this expansion is expected to ease pressure on busy sites like Wangi Falls and Buley Rockhole, while bringing new life to towns like Adelaide River.

The move differs in direction from a decision recently made by local councils along WA’s Turquoise Coast, which will soon close unofficial beach tracks as part of a new coastal recreation masterplan. Covering the area from Guilderton to Leeman, the plan aims to curb dune damage and manage 4WD access more sustainably after increased use and track duplication began threatening long-term access.

No official opening date has been set for the Litchfield National Park expansion.

A growing number of caravan crashes across Australia is putting the spotlight on driver inexperience, particularly among 4×4 owners towing heavy vans and campers. 

With more people than ever exploring the country, many are getting behind the wheel with limited understanding of how to tow safely. Even capable vehicles can get caught out when towing limits are exceeded or loads are poorly balanced.

From 2019 to 2023, caravan and campervan registrations in Australia recorded a massive jump of 21 per cent. However, this boom in ownership hasn’t been matched by an increase in towing knowledge or driver training, leading to more accidents involving improperly loaded or overweight setups.

Some of these caravans and camper trailers are also being found unroadworthy before trips begin, with issues ranging from worn tyres and faulty brakes to mismatched tow gear. These faults, combined with poor weight distribution, significantly increase the risk of sway, loss of control and rollovers while towing.

Road conditions are another factor contributing to caravan crashes. Popular touring routes like the Bruce Highway and New England Highway are seeing increased traffic but offer few overtaking lanes and limited pull-over areas, leading to driver fatigue and pressure. Uneven surfaces and long, narrow stretches make towing even more demanding for 4×4 drivers.

As off-road travel and caravan touring continue to grow in popularity, towing safety is becoming a central concern. For 4WD drivers, safe caravan towing means more than just owning the right gear – it means knowing how to use it. 

Towing driver courses play a crucial role by teaching drivers how to properly secure loads, understand tow limits, maintain equipment, and adapt to how towing affects vehicle handling. These training programs improve driver confidence and control behind the wheel, helping to reduce caravan accidents and keep all road users safe. 

All reasons why towing courses should be mandatory.

Since 1975, ARB has been building 4×4 accessories that drive adventure. In ARB’s 50th year, the team decided time to do something epic – one lucky 4WDer will win the ultimate off-road companion: an ARB Earth Camper.

50 years off-road

All great adventures begin with a reliable rig and gear that can be trusted. For 50 years, ARB has stood at the heart of that journey. Whether it be bull bars, suspension or even recovery gear, ARB has helped 4WDers tackle everything from red-dirt deserts to remote bushland with confidence.

The Earth Camper is the culmination of ARB’s engineering and manufacturing capabilities from 50 years of exploring the toughest terrain and building gear that goes the distance. It’s a camper designed not just to survive the journey but make every part of it better.

To celebrate this milestone and say thank you, ARB is giving away a massive prize. Simply join the ARB mailing list to be in the running – every subscriber receives a free entry into the draw to potentially win their very own Earth Camper.

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Built for Adventure

The Earth Camper is a dream to tow. The unique ARB-designed and fabricated exoskeleton chassis was inspired by ARB’s off-road racing heritage.

Offering superior strength and keeping the centre of gravity low provides an exceptional tow experience on the toughest tracks. The chassis is paired with Old Man Emu custom-engineered trailing arm suspension and vertically mounted Nitrocharger coil-over shocks. This setup delivers exceptional wheel travel, traction, and ride comfort, even on uneven terrain.

The compact design features a hard roof, hard floor and a queen-size bed, providing a large sleeping area and protection from the elements. The tent and floor extension accommodate a roomy interior with plenty of space to stand up and get changed or relax beside the in-built table with a beverage in hand during inclement weather. A clever design ensures that, when packed up, the fibreglass roof keeps the tent separate from the bed zone.

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Smart shelter, fast setup

Setting up camp is a breeze with the Earth Camper’s innovative design.

The electrically actuated rear door lowers at the push of a button, transforming into a hard floor for the rear annex area. In less than five minutes, “Holiday Mode” provides expansive living space with tent deployed. For a quick “Overnight Stay,” it can be bed-ready in less than two minutes.

The standard inclusion of the 180-degree awning offers ample shade and protection over the kitchen area. The awning packs into the integrated storage compartment to prevent snagging on trees or branches during travel.

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Kitchen and water systems

The Earth Camper’s slide-out kitchen is a cook’s dream.

Equipment includes a 1.2m stainless steel prep bench, three-burner Thetford gas cooktop with wind deflector, integrated sink, and a 96L ARB ZERO dual-zone fridge/freezer. A cutlery drawer and slide-out pantry keep essentials organised, while two lockable 4kg gas bottles supply fuel for cooking and optional hot water. A 140L under-chassis water tank, 12V pump, and external tap provide convenient access to drinking water on the go.

Interior comfort and storage

The Earth Camper combines comfort and functionality with a queen-sized bed, 150mm high-density foam mattress, blackout curtains, and smart storage solutions, including bedside and overhead mesh pockets. Dual Sirocco 12V fans, interior lighting, USB and 240V outlets, a flip-out dining table, and an under-bed drawer make life on the road easy.

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Power and control

The Earth Camper comes standard with a 120W roof-mounted solar panel, with the option to expand via an auxiliary solar port.

Its power system includes a 100Ah lithium battery, upgradable to 300Ah, and is charged through trusted technology from REDARC. A BMS Manager30 with colour display is included, along with the RedVision app, allowing battery charge and water levels to be monitored directly from a smartphone.

Optional upgrades include the REDARC TVMS controller for remote appliance switching and a REDARC bypass inverter delivering 2000W of AC power, ensuring a reliable energy supply for all off-grid adventures.

Designed by experience

The Earth Camper is a perfect example of what happens when internal capabilities and design meet real-world feedback. ARB doesn’t just engineer products in a lab; the off-road lifestyle is part of its DNA.

Engineers and the product development team have spent years out in the field, listening to what travellers really want from a camper. That feedback was used to build a camper that’s easy to tow, quick to set up, and ready for just about anything on Earth.

The Earth Camper has already been put through its paces by travellers who don’t just talk adventure – they live it. And the verdict? “It just works.” From spontaneous coastal stopovers to remote desert crossings, it’s proven itself as a setup that brings comfort without the usual campsite faff.

The clever layout, solid build, and ability to stay comfortable in any weather have made it feel less like a trailer and more like a trusted travel companion – the kind that just quietly gets on with the job.

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How to win an ARB Earth Camper

Want to win an ARB Earth Camper? It’s simple. Just join the ARB mailing list.

No purchase necessary. No hoops to jump through. Just a chance to own the ultimate off-road escape machine. Not on the list already? It’s easy to join via the ARB website or by clicking the link below.

This giveaway is a thank you – for being part of the 50-year journey, for the trust, feedback, and shared adventures. For being on the mailing list as ARB shares upcoming products, feature articles, news, and adventures.

For a full list of inclusions and more appreciation of the Earth Camper’s features, download the Earth Camper brochure and be one step closer to the road ahead.

Terms and conditions apply.
Pre-production Earth Camper model depicted in some images.