There’s no denying that Aussies love to one-up their mates whenever possible.

Be it building your 4×4, having the best camping set up or being the fastest at something, we all like to be one step ahead of our buddies. This was the case when Queensland builder Ian Stuck was planning this LandCruiser 79.

You’d think that having owned a few nicely built VW Amaroks and a monster Ford F250 that Ian was used to being ahead of the pack but when his business partner built his own 79 Series Cruiser, Ian liked what he saw. But he knew he could do better!

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When we asked Ian who he’d like to thank for helping with the build of this car he answered, “My business partner Will Leckie for coming up with the idea and doing most (almost all) of the legwork and initial research, and for building his first so I could make some improvements on it!”

All stirring aside, there’s a lot to be said for looking at what other people have done and modifying it to suit your own needs. For Ian, that meant a reliable 4×4 capable of getting his family and their caravan to their favourite campsites.

“We need something that can carry everyone and everything, can tow our offroad van anywhere it will fit, and is reliable so we don’t find ourselves stranded somewhere isolated,” Ian told us.

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While the LC79 double-cab ticks off most of those requirements, a standard Cruiser is a pretty basic commercial vehicle, and getting one up to the standard of a modern family tourer can easily double the initial purchase price of the new truck. But with Will’s Cruiser build to use as a marker, Ian knew pretty well what he was up for when it came to building his own.

“To see his LandCruiser build come to fruition he enlisted the crew at AMVE 4×4 to manage the project from start to finish”

As a builder Ian knows all about working to plans and to see his LandCruiser build come to fruition he enlisted the crew at AMVE 4×4 to manage the project from start to finish.

The double-cab Cruiser was bought new in 2021 and there were a few mods that had to be completed before fitting accessories could even begin. A chassis extension and GVM upgrade were high on the list of priorities and had to be done pre-registration.

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Ian handed the new rig over to the team at AMVE and they sent it straight JMacx to have the chassis extension, GVM upgrade and a few other important mods done first up.

JMacx has done countless such conversions and can tailor the job to suit the owner’s needs. For Ian’s 79 they added 300mm to the chassis and fitted one of the brand’s renowned bolt-in rear coil conversion kits.

These coil conversions swap the leaf springs out for a set of coils to give a more comfortable ride and better vehicle manners without sacrificing load-carrying capacity. For this build the GVM was tapped up to 4200kg to accommodate what Ian had planned to put on the back of that longer chassis.

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The conversion entails a lot more than replacing the leaf springs with coils; it includes a replacement rear section of the chassis made by JMacx to suit the new suspension. The conversion also includes a JMacx fabricated rear differential housing which has all the required brackets on it and rectifies the difference between the front and rear wheel tracks on the VDJ LandCruisers.

A JMacx suspension package was also fitted and these were specifically developed by JMacx to work in sync with the company’s GVM and coil upgrades. The Alpha suspension includes 2.5-inch remote reservoir shock absorbers with matched coil springs. They are adjustable and fully rebuildable, and are made right here in Australia.

Connecting that suspension to terra firma is a set of BFG 35-inch muddies on Allied wheels.

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The next big part of the Cruiser build was the custom-built canopy to go on the back if it. For this job, AMVE had just what was needed as canopies are the company’s specialty. The aluminium canopy is a tray-replacement style unit; that is it bolts directly to the chassis and doesn’t sit on a tray. This saves weight overall and the design of the canopy maximises the internal storage space.

And the Cruiser has plenty of storage space! Inside the canopy, on the passenger’s side, you’ll find a 96-litre Evacool fridge on MSA drop-slide, a 700W microwave oven, a storage drawer, and an Enerdrive 12-volt power system. The driver’s side of the canopy has been left open for carrying large items.

The power set-up centres on an Enerdrive Adventurer 200Ah lithium battery, a 2000W inverter, 40-amp DC charger, and a 40 amp AC charger – all the gear to power those accessories like the microwave and big inverter.

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Externally the AMVE canopy includes a 1200mm rear trundle drawer, front and rear underslung toolboxes, and an integrated roof rack. There’s a 180W solar panel up on the rack to keep that power system charged when parked up at Ian’s favourite remote bush camps.

Aside from the AMVE stainless steel snorkel, airbox and 3.5-inch Torqit exhaust system, Toyota’s 4.5-litre diesel engine remains relatively stock. It’s once you get behind the big V8 that things take a change.

In an effort to improve the drivability and comfort of the LandCruiser, the standard manual gearbox has been replaced with an Aisin 6-speed automatic transmission taken from a 200 Series Cruiser. This adapts to the factory part-time transfer case and driveshafts running back to Toyota locking diffs.

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A host of interior mods also improve the comfort of the Cruiser for Ian and his family. The entire cabin was stripped and fitted with sound deadener before leather covered seats from Proseat were fitted, as well as a roof console, JBL speakers and subwoofer, PVS steering wheel and PVS 12-inch infotainment screen. Vehicle-to-vehicle comms are handled by a GME XRS UHF radio while a Cel-Fi GO unit boosts mobile phone reception.

“The Cruiser has proven to be just the rig to get them and their off-road van to their favourite campsites on the islands”

As a South-East Queenslander, it comes as no surprise to find that Ian and his family’s favourite places to get away in the red 79 are the sand islands just off the coast including Straddie and Fraser. The Cruiser has proven to be just the rig to get them and their off-road van to their favourite campsites on the islands.

Ian hopes to swap those golden sands for red dirt over the coming winter months with a trip to the Red Centre.

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“The Northern Territory is top of the list,” says Ian when we asked about future trips. “My wife has seen a lot of it but I have never been so I’m keen to get over there and take a good look.”

Again the Cruiser will be up to the task and it goes to show the value of having a plan when building your vehicle and working with good brands and people who know what they are doing.

“The Cruiser is the most modified 4×4 I’ve ever had and it hasn’t put a foot wrong or had any problems,” Ian said.

“AMVE 4×4 did an outstanding job overseeing the whole process, giving us great advice and being flexible with personalising the build and not trying to stick to what’s been done before,” says Ian of the build process.

“The end product is testament to their efforts and their capabilities. When it’s time for a new truck I’ll be going back to see Jamie, Cam and the boys.”

With its step up in size and the addition of a smooth V6 diesel engine, does the Ford Everest now qualify as a genuine alternative to the venerable Toyota LandCruiser?

We lined up a top-of-the-range Everest Platinum with a LandCruiser Sahara to find out.

While they might now be closer in size and engine displacement, the Cruiser is still a far more costly vehicle to purchase than the Everest. The LC300 Sahara tested here starts at $133,881 plus ORC… and it’s not even the top of the range model. The GR Sport and Sahara ZX models both break the $140K mark!

The Everest Platinum, on the other hand, can be had for $77,535 +ORC, so there’s a lot of change there that could sway the mind of any potential buyer. Enough change to fully kit your Ford up with accessories and take an extended trip with it.

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JUMP AHEAD

• Sizing up
• Powertrains
• Off-road performance
• Off-road specs
• Safety
• On-road performance
• Interior and equipment
• VERDICT
• Specs

Sizing up

While Everest has stepped up in size, it is still not quite as big as LandCruiser.

The Everest is only 6.6cm shorter than the LC300 bumper to bumper, and when it comes to width there’s only a few millimetres separating the two.

As is now the norm in the midsize and large 4×4 wagon segments, both of these vehicles offer seven seats, and when you slide inside the LandCruiser you’ll find 70mm more shoulder room in the second-row seat and 30mm more in the third row. The Cruiser also offers more leg room in the second and third rows but falls short on space available behind the third row.

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The LC300’s cargo space with the third-row folded measures 1130 x 1250mm but with the third row in place leaves just 260mm for a small bag. Toyota quotes 1004-litres of cargo space behind the second row and 175-litres behind the third row.

Ford quotes 898-litres and 259-litres for the Everest’s cargo space which measures 1400mm x 1100mm; its extra length leaves you with a more usable 400mm behind the third-row while the narrower body accounts for the lower overall capacity.

The third-row seats are power folding in both of these high-spec models and only the Ford’s second row slides fore and aft to adjust leg room. Even so, the Cruiser has more second-row legroom while its driver’s seat space is infringed on by the extra-wide console.

Powertrains

The inclusion of the V6 engine in the Everest is a major step up from the four-cylinder in terms of capacity, performance and refinement.

The LandCruiser’s drop from a V8 to a V6 engine might be considered a downgrade by some, but it actually offers improved performance, refinement and importantly fuel economy.

Ford’s 3.0-litre, single turbo diesel V6 makes a claimed 186kW of power and 600Nm of torque but is out-muscled by the Toyota’s 3.3-litre twin turbo that produces claimed power and torque peaks of 227kW and 700Nm.

The Sahara’s 200-odd kilos of extra weight over the Platinum reins the power and torque advantages back and without lining the two cars up for a drag race you’d be hard pressed to pick the quicker of them.

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Both of the Ford and Toyota V6 engines deliver smooth and refined performance

Fuel consumption-wise, the Cruiser is officially rated at 8.9L/100km and the Everest 8.5L/100km, while out on test the Cruiser used 12.1L/100km and the Ford 13.8L/100k. This heavier fuel use by the Ford is in keeping with what we’ve found in the Ford Ranger with the same drivetrain.

The LandCruiser also wins the touring-range argument with its 110-litre tank capacity compared to Everest’s 80 litres. Interestingly, the LC300 has a smaller fuel-tank capacity than the models that preceded it, and even the Prado carries more fuel than its bigger stablemate!

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Both of the Ford and Toyota V6 engines deliver smooth and refined performance that the inline four and V8 engines of the previous generations could never match. This is further aided by the slick 10-speed automatic transmissions in each of them.

I can’t find much to criticise about either transmission in terms of performance, but I much prefer the Toyota shifter with its separate gate for fore and aft manual shifting, ahead of the Ford shifter which uses little buttons on the side of the handle that aren’t as user friendly.

Off-road performance

The LandCruiser 300 uses the full-time, dual range 4×4 system with lockable centre differential that has served the nameplate so well since the 80 Series, and it still does a great job.

It’s backed up in the 300 by a driver-selectable rear locker and a drive mode selector with Auto, Dirt, Sand, Mud, Snow, and Rock modes.

We’ve found the LC300’s crawl control function to be very effective when negotiating tricky, low-speed terrain where the computer can apply tiny amounts of throttle and manage the torque transfer to get you over the terrain. While crawl control is technology that works and is useful, I haven’t found a situation yet where I would use the Cruiser’s turn-control function; it’s more of a circus trick.

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The Everest uses a full-time dual-range 4×4 system with a more sophisticated centre diff controlled by clutches that can vary the drive front to rear and lock up as required. Like the Cruiser it is backed up by a driver-selectable rear differential lock, and it has a multi-terrain system with Eco, Normal, Sand, Slippery, Tow/haul and Mud/Ruts driving modes.

The Ford’s active centre differential allows more significant driveline changes in each mode than the Toyota does due to the way it can work differently for each setting. But at least when you lock the Toyota’s centre diff you know that it is locked 50:50, and not being controlled by a computer, and this is important when driving off road and in steep terrain.

Much of the LC300’s chassis and suspension set-up and tuning were also conducted in Australia by Australian engineers over a range of roads and conditions

The Everest Platinum’s 21-inch wheels and 45 series tyres are less than ideal for off-road use however you can option this model with 18-inch wheels and tyres as fitted to the lower grades in the range. Surprisingly, the 21s don’t seem to have a negative effect on the ride quality, which is something you would usually associate with such low-profile tyres. This is testament to the excellent job that Ford Australia has done with tuning the ride and handling of the T6 platform on which the Everest is built.

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It must also be said that much of the LC300’s chassis and suspension set-up and tuning were also conducted in Australia by Australian engineers over a range of roads and conditions, and this local input shows in the way it handles and performs on rough roads and corrugations.

The LandCruiser Sahara rides on more sensible 18-inch alloy wheels wearing 65 section tyres. The Sahara does not have a tyre pressure monitoring system while the Everest has a very good TPMS that displays the tyres’ pressures.

Off-road specs

Safety

As modern family wagons, both the LandCruiser and Everest are loaded with all the latest safety tech.

This includes ABS, electronic stability control, electronic brake-force distribution, hill descent control, electronic traction control, roll-over mitigation, rear cross traffic alert, lane keeping assist and warnings, blind spot monitors, airbags that run through to the third-row seats, 360° cameras, trailer-sway control and autonomous emergency braking both forward and rearward.

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With its TPMS and the blind spot monitor’s ability to adapt to your trailer when towing, the Everest probably exceeds the Sahara on safety features, but both are five-star rated.

The Everest’s lane keeping systems are less intrusive than those on the LandCruiser too; the Sahara reacts quite violently when you wander in your lane while its lane centering, which comes on when you use cruise control. It is annoying as it feels like it’s constantly fighting your hands on the wheel. A small gripe on what is an otherwise well-polished and well equipped vehicle.

On-road performance

Ford’s V6 engine is more refined and quieter but it doesn’t lack in performance

Both of these vehicles are big wagons but the Cruiser really feels the bigger of the two. It has that large LandCruiser feel even though it’s not really that much bigger than the Everest.

The Toyota V6 engine displays more of a diesel rattle – without being noisy or offensive and this adds to the big-truck feeling of the Cruiser. The Toyota isn’t as taught on its chassis either and it wallows in a way that will be familiar to any LandCruiser owner.

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Ford’s V6 engine is more refined and quieter but it doesn’t lack in performance. You still know it’s a diesel engine but it puts out a very different sound to the Toyota.

As mentioned, the Everest rides tighter on its coil spring suspension and feels more pinned and precise as a result. Neither of these 4x4s could be called sporty but the Ford would closer fit the term than the Toyota

Interior and equipment

Both of these high-spec wagons are fully loaded with comfort and convenience features.

The Sahara probably has the wood over the Titanium here thanks to its heated and vented rear seats, rear-seat entertainment system, and ice box in the centre console, among other extras, but there is a sizeable price difference between the two as well.

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Both wagons have power folding third-row seats and power tailgates, plus premium sound systems. In The Cruiser it’s a JBL system featuring 14 speakers, while the Ford features a Bang & Olufsen system with 12 speakers. They both have Apple Carplay and Android Auto, however only the Everest allows you to hook up to these wirelessly, while the Cruiser requires a cable connection.

These off-road-capable wagons are luxury 4x4s in every sense of the term

Both of these wagons have a wireless charging pad for compatible phones. The Ford’s 12-inch portrait style A/V screen also trumps the nine-inch screen in the Cruiser, and it’s a similar story in the gauge binnacle where the Sahara gets a 4.2-inch TFT display and conventional looking gauges while the Everest Platinum has a configurable 12-inch screen. That said, the Toyota’s simpler gauge design is easier to read than the Ford’s busy electronic screen.

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Leather-accented seats are standard on all three rows, however only the Sahara’s are real leather, and not synthetic. The front seats in both vehicles are heated and ventilated.

Toyota air conditioning is the best in the business and the LandCruiser Sahara takes it to the max with a four-zone system with separate control for the second-row seats. The Everest Platinum gets a two-zone air conditioner but also has controls in the second row. Both have vents running through to the rear seat passengers.

Make no mistake, these off-road-capable wagons are luxury 4x4s in every sense of the term.

VERDICT

The LandCruiser and Everest are very similar in size, design and execution but they do their thing in slightly different ways.

The Cruiser maintains its big-rig feeling while the Everest feels nimbler. They both do the seven-seater thing well and are capable off-roaders in standard trim, with plenty of kit available for them should you want to boost that capability.

Both of these big wagons offer a 3500kg towing capacity and they will haul that load better than any of the popular double-cab utes. The payloads are neck and neck while the Cruiser range has the higher GCM even though that is eaten into a bit with the vehicle’s higher weight.

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The big difference between the two vehicles is the price, and the $56,346 disparity between the two will be the deciding factor for many potential buyers. If your budget maxes out at $80K then the decision has been made for you… and it wouldn’t be a bad call. You couldn’t even buy a new base-model GX LandCruiser for that money.

Even if you did have $100K or more to spend, then the money saved by buying the Everest Platinum would more than kit out your rig and take you on a lap of the country, hitting all the bucket-list off-road destinations.

If the LandCruiser was priced at $100K it would be a closer battle but as it stands the Everest Platinum (fitted with the optional 18s) takes this title fight.

Scores

Ford Everest Platinum: 9/10

Toyota LandCruiser 300 Sahara: 8.5/10

Specifications

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The front-end of our Ford Ranger has been updated, with a set of neat-looking EGR fender flares taking pride of place protecting the front wheels.

With two styles of fender flares for the next-gen Ranger on offer from EGR – Smooth and Bolt – we opted for the Smooth design for a more discrete, clean finish. Still, both styles look great and we would’ve opted for the Bolt design had we desired a more aggressive look.

Both styles can be colour-coded to the vehicle – the box we ticked – or optioned with an ultra matte black finish which also looks fantastic.

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Australian designed and manufactured, these CAD-designed flares are designed specifically for the next-gen Ford Ranger using vacuum-formed, UV-stable ABS plastic that has been robotically trimmed for the perfect fit – in fact, EGR flares are the OE fitment flare for the Ranger when ordered from Ford.

It also means the flares fuse seamlessly into the style lines of the vehicle’s original bodywork, and they look great covering the Ranger’s Maxxis RAZR rubber and Fuel Ripper wheels. Plus, they blend nicely with the TJM tubular steel side-steps we’d recently installed.

The flares are designed to integrate with sensors, so no rewiring is required upon fitment. Fitment itself is a relatively straightforward and quick process, with no drilling required into vehicle panels. EGR achieves this by utilising existing vehicle attachment points and specifically designed hardware.

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DIY fitment will save you some coin in installation fees, and EGR even provides detailed fitting instructions on its website – so it’s possible to do it in your garage in just a few hours.

Fitting a tray to the rear of your ute is like adding a Swiss Army knife to your back pocket. However, picking the right tray can be difficult thanks to the bewildering assortment of materials, options and configurations.

Understanding trays

A tray is essentially a go-to tool for tradies, farmers and everyone who loves a bit of rough-and-tumble in the outdoors. They provide a solid platform for tools, gear and larger equipment, and there many sizes to choose from, depending on individual requirements.

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A tray will either be steel or aluminium, each with their unique blend of pros and cons. Aluminium trays are lighter, nimble, and more resistant to corrosion; Steel trays are tough and can take a beating, making them ideal in construction and mining industries.

A ute’s tray is your ticket to efficient, convenient, heavy-duty hauling, and can be tweaked to perfectly suit your needs. Whether you’re a tradie, farmer or just love hitting the great outdoors, investing in a tray is a smart move.

Aluminium

Aluminium trays impress with their strength-to-weight ratio. They’re lighter than steel trays, and rust-resistant capabilities give them the edge in Australian weather.

The light weight of an aluminium tray can work wonders for fuel economy – a major plus for those clocking up serious miles. Plus, their rust-busting powers are invaluable for keeping your tray in top nick in the face of Australia’s temperamental weather.

However, they can dent easier and they come with a heftier price tag.

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Steel

Steel trays are the old guard; they’re tough, built to last and made to handle serious rough-and-tumble action.

One major advantage of a steel tray is its unparalleled strength. If you’re in a heavy-duty trade industry, a steel tray is less likely to dent or scratch compared to aluminium units.

There are a couple of downsides, though. Steel trays can be quite heavy which can put a dent in fuel economy – something to consider if you’re clocking up a lot of kays. Plus, they need a bit more elbow grease to keep rust at bay, which can add up over time.

Aluminium vs steel

Whether you opt for aluminium or steel, it all boils down to individual needs. If you require a lightweight, corrosion-resistant tray, then aluminium best fits your needs. If you’re after something that can take a beating and handle serious weight, then steel would be better. At the end of the day, it’s all about your budget and what you use your ute for.

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Durability

Steel trays are more durable and steel is king when it comes to strength. Sure, steel can rust and corrode over time if you don’t keep an eye on it, but it’s less likely to dent or scratch than aluminium.

Aluminium, on the other hand, can handle wet and mucky conditions better due to its rust-resistance, making it a top choice if you regularly get your wheels dirty. Keep in mind that aluminium is a softer metal, so it might pick up a few more dings and scratches.

Fuel efficiency

Weight is critical when it comes to fuel efficiency, and steel trays are the heavyweights here which can substantially increase your fuel bill.

The difference in fuel consumption can vary depending on your vehicle and its engine, but if you’re a long-haul driver, you might want to swing towards aluminium to keep fuel costs in check.

Load capacity

Whether you choose aluminium or steel, most ute trays can handle a load of around 1000kg. However, steel trays might be better for heavier stuff, thanks to their increased strength.

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Cost comparison

Aluminium trays tend to cost a bit more than steel due to higher manufacturing costs, but you might save some dosh on fuel in the long run thanks to their lightweight design. Steel trays are easier on the wallet initially, though.

Aesthetics and customisation

Aluminium trays can be both practical and visually appealing. Being easy to customise and available in a dazzling array of powdercoated colours, aluminium trays offer a smorgasbord of design choices.

Steel trays may be rough, rugged and ready for action, but their customisation options are more limited due to their inherent toughness and the nature of the material.

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Industry opinions

Industry folk reckon there’s a place in the market for both aluminium and steel trays, as both have their strong suits. Your choice ultimately comes down to your specific needs.

Aluminium trays win the day for lighter loads and touring vehicles, while steel trays are better suited to heavy-duty loads and work/trade conditions.

Choosing the right tray

The key to finding the perfect tray relies on your specific needs and intended purposes. If you’re a light hauler, live in coastal areas, or have a fuel-efficient beast with a smaller engine size, aluminium is recommended.

If you’re regularly lugging heavy tools or working in rough conditions, then you’ll want to buddy up with a steel tray.

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Looking for a 4×4 touring adventure that combines stunning natural landscapes, remote tracks, crystal-clear waters of the Great Barrier Reef and the spectacular Outback?

Look no further than a North Queensland road trip.

JUMP AHEAD

• Tropical North Queensland: Cairns to Cape York
• Outback Queensland: Australian Dinosaur Trail
• Townsville: North Queensland highlights
• Best of The Whitsundays
• Mackay Isaac Region: Reef to Rainforest

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Tropical North Queensland: Cairns to Cape York

If you’re a 4×4 tourer, Cape York is more than likely at the very top of your adventure bucket-list.

This amazing journey will take you through some of the most rugged and stunning terrain in Australia, including the Bloomfield Track and the Old Telegraph Track, while also offering the chance to experience the region’s rich Indigenous culture and check out some amazing historic sites.

You need to be an experienced 4×4 tourer for this one, with a fully kitted-out rig and be ready to have your driving skills tested (and have some cracking fun) on this 1432km one-way epic.

You will negotiate river crossings, rocky terrain, steep inclines, and magical sandy beaches, while exploring the remote and beautiful landscapes of the Cape York Peninsula, Australia’s northernmost point. Yep, there are many reasons why it’s regarded as not only one of the best 4×4 adventures in Oz, but the world.

Starting at Cairns, the ‘trip to The Tip’ visits remote Aboriginal communities, historical sites, and scenic coastal areas, with some of Australia’s best camping along the way.

To ease your way into the trip – and to make effective time from Cairns to Cooktown (known as the ‘gateway’ to the Cape), head inland to the Atherton Tablelands, and join the Mulligan Highway. It’s a cruisy four-hour drive if you’re keen to get straight to Cooktown, but if not, take advantage of the side-trips along the way, with bird viewing, rock art (at Laura) and the chance to check out Kalkajaka (Black Mountain) National Park’s namesake large black boulders that dominate the landscape.

For keen anglers, the turn-off to Archer Point (17km south of Cooktown) will take you to one of the best fishing locations on Australia’s east coast.

For those after a more remote journey north, and one that’ll put your rig and yourself to a sterner test, you can opt for two 4×4-only routes, instead: the Bloomfield Track (accessed via Cape Tribulation) which is quite close to the coastline, or the challenge of the CREB Track, which starts at Daintree and takes you over the McDowall Range.

The Bloomfield Track, at 30km, is a brilliant off-road experience and sampler for what lies ahead for travellers.

Originally an Indigenous footpath, then an old miner’s packhorse route, the Bloomfield Track takes you through spectacular rainforest, with a number of creek crossings (some now with concrete bases, some with bridges, and some without) and steep climbs and descents to tackle along the way.

The CREB Track (60km) is more challenging than the Bloomfield, and it sees you follow red-clay tracks through the Wet Tropics Workd Heritage area’s deep rainforest and steep terrain (rain can affect track conditions here, so always check it’s open before attempting this route) but it rewards you with a fantastic sense of remoteness and adventure.

The views from this track’s high points – across the magical tropical rainforest and mountains – are simply awesome. Roaring Meg Falls is another highlight of this drive, as is camping at Yindilli camping area.

Both of these routes link to Shiptons Flat Road and then, further north, this road ends at the sealed bitumen of the Mulligan Highway on to Cooktown.

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After a day in Cooktown, it’s time to continue north toward Hope Vale (if you have time, take the must-do off-road side-trip to pretty Elim Beach and its Coloured Sands, where you can drive your 4×4 on the beach at low tide – it’s a brilliant experience) and then it’s on to Cape York’s largest (and Queensland’s second largest) national park, Rinyirru (Lakefield).

There is plenty of awesome camping here (for a remote camp experience, check out Old Faithful and 12 Mile Waterhole, on the Normanby River) and, again, some cracking fishing spots. Make the most of your time here before continuing to Coen, via primarily dirt roads through the national park, before joining the Peninsula Development Road (PDR) at Musgrave Roadhouse for the final leg to Coen itself.

From Coen you continue north and then, after chowing down on some tasty food at Archer River Roadhouse, you can opt for a side-trip along Portland Road to Kutini-Payamu (Iron Range National Park) or continue northward along the PDR to another junction where, if going straight ahead, you will reach the west coast community of Weipa.

For those continuing north, you have reached the start of the mighty Telegraph Road, considered the most famous (and challenging) part of this journey and one where a fully-prepped rig is a must. While this ‘road’ follows the original route of the Old Telegraph Track (OTT), it has been upgraded to a degree, with some (not all) rivers, such as the Wenlock, now bridged.

Even with some ‘modernisation’, the OTT remains a fun challenge for 4×4 tourers. Each year, the many creek crossings can change, although there are detours around some of the most challenging sections.

Highlights include the (in)famous Gunshot Creek crossing in the track’s southern section, where vehicles get nearly vertical as they enter the water, the long, deep crossing near Fruit Bat Falls and, further north in Jardine National Park, the chance to swim at magic Eliot or Twin Falls (there is nice camping at Eliot Falls, with the chance to relive the adventure around a campfire that night). Indian Head Falls is worth more than a day’s camp, too.

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From Twin Falls camping area it’s around a 60km trek (fording several creeks along the way) before you reach the ferry crossing of the Jardine River itself. Once across this mighty waterway, it is another 48km to Seisia, the popular fishing town on the peninsula’s west coast, before the short 34km push on to the tip of Australia and its famous sign, which is reached via a 20-minute walk from the car park.

As you’re reading that sign’s message (“You are standing at the most northern point of the Australian continent”) just think you get to experience it again on the return journey. Speaking of which, most travellers take a different route south, so you allow for that in your trip-plan – you really don’t want to rush your time in this spectacular part of Australia.

For more, see drivenorthqueensland.com.au [↗]

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Outback Queensland: Australian Dinosaur Trail

For those looking to combine a big 4×4 touring experience with – yep – a dinosaur hunt, the Australian Dinosaur Trail, in Outback Queensland is an absolute belter.

Along this route, you will experience some of the region’s most ruggedly stunning terrain, including Porcupine Gorge.

For adventure-seekers, this trail takes you on a journey through time as you explore the ancient landscapes where some of the world’s largest dinosaurs once roamed. It’s not a challenging drive, with relatively easy driving on sealed outback roads, Again, a SUV or 4×4 will see you making the most of this spectacular part of Oz.

There are four parts to the trail; two are located near Winton, which is 1150km west of Brisbane, and the other two are farther north at Richmond and Hughenden.

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Head to Hughenden to check out ‘Hughie’, a Muttaburrasaurus fossil (and resident of the Flinders Discovery Centre) and then tackle a 54km side-trip to magical Kooroorinya Falls Nature Reserve.

An overnight in Hughenden also allows for plenty of time the next day to visit Porcupine Gorge National Park (the 1.2km walk to the gorge base is a must-do; you can also camp in the park) and, after tackling some of the region’s 4×4 tracks, taking the 115km drive to Richmond.

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Here, you will find the awesome Kronosaurus Korner, containing Australia’s premier collection of marine fossils, and including ‘Penny’, the country’s most complete marine vertebrate specimen.

There’s a Heritage Walk around town, too, and the option of taking a dip in Lake Fred Tritton.

The Dinosaur Stampede National Monument, about 110km south-west of Winton, is home to the Lark Quarry Dinosaur Trackways; another must-visit on the Dinosaur Trail.

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Located only a few kilometres off the main road, it’s the only place in Australia where evidence of a dinosaur stampede has been discovered.

Here, you can see impressions of dinosaur footprints in mud from a stampede that occurred an estimated 95 million years ago.

Once inside, there’s a short video on how scientists think the stampede occurred, and then you’re taken inside a specially built shed where you can view the footprints in the dried mud. Volunteers run the show out here and share a wealth of information on this area and anything to do with the stampede.

The final stop on the Dinosaur Trail is the Australian Age of Dinosaurs Museum, located 25km south-east of Winton and has the largest display of Aussie dinosaur bones in the world, plus you can check out the lab where bones are cleaned for display. 

Make sure you allow at least half a day here, as there’s lots to see and do, including a wander through the Dinosaur Canyon, join an interactive guided museum tour, and take in the March of the Titanosaurs exhibition. And don’t miss a visit to the café and museum shop.

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The entire trip is doable with a camper trailer, but you’ll need to be prepared for a good 400km of outback roads that rarely see maintenance. Believe us, it’s worth it!

For more, see drivenorthqueensland.com.au [↗]

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Townsville: North Queensland highlights

The North Queensland Highlights adventure begins with a visit to the Burdekin region, known for its sugar cane and fishing locations.

Ayr and Home Hill, the two main towns of the region, are separated by the Burdekin River and connected by the Silver Link, a 1km-long bridge.

The area is great for fishing, and visitors can take a scuba diving trip with Yongala Dive to the famous SS Yongala, one of the best shipwreck dives in the world.

Townsville, the largest regional city in Northern Australia, is the next destination and is an ideal base for 4×4 enthusiasts seeking to explore the rugged terrain and stunning scenery of North Queensland. It’s the gateway to some of the most exciting off-road adventures in the region, from the challenging tracks of Paluma Range National Park to the beautiful remote roads of Magnetic Island.

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Townsville is also home to several 4×4 clubs and groups, making it easy for enthusiasts to connect with like-minded individuals, share tips and tricks, and explore new trails together.

Proper preparation and equipment are crucial for safe off-road adventures. So, whether you’re an experienced off-road veteran or a newcomer looking to get started, Townsville has everything for your 4×4 adventure.

The city is nothing if not vibrant, with museums, galleries, and cultural events. After a long day on the tracks, unwind in the bustling nightlife and enjoy the city’s restaurants and cafes. For those keen to learn more about the region’s native wildlife, check out Billabong Sanctuary, with its resident native animals, such as koalas, wombats, dingoes, and snakes – and home to mainland Queensland’s largest captive croc – Krakatoa, who measures an impressive 5.1 metres in length!

In the centre of town, visitors can find the Museum of Tropical Queensland, which offers a chance to see and learn about the region’s amazing sea life and artefacts, as well as its rich Indigenous culture (you can join the Walking Through a Songline immersive experience to learn more). If history is your thing – be sure to take a walk through the Jezzine Barracks parklands, featuring military fortifications, artistic sculpture trails, and traditional custodian bush tukka trails.

Magnetic Island, just 20 minutes away from Townsville’s city centre by SeaLink Queensland or Magnetic Island Ferries, is another must-visit. The island offers 23 beaches and bays to explore, which can be accessed by car or by hiring an island cruiser with one of the many car hire companies on the island.

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Visitors can also take a discovery tour with Aquascene Charters to access some of the most remote and exclusive beaches on the island.

The Forts Walk is a great place to spot wildlife – including some of Northern Australia’s largest colony of wild koalas – and offers an excellent sunrise vantage point with 360 degree views.

From the sea, it’s a journey south-west from Townsville, to Charters Towers, the gateway to the mighty Outback. The contrast in the landscape as you travel to Charters Towers is amazing in itself, and the drive is more than well rewarded once you reach this former gold rush town’s magnificent heritage buildings – they are magnificent and it’s worth taking a big walk around town to check them out or, to really learn about what was once Queensland’s second biggest city, join a guided walking tour.

Don’t miss sunset at Towers Hill, an absolute belter way to finish a day exploring the town. Add in a trip out to nearby Leahton Park (home to Australia’s largest herd of Texas Longhorn cattle) to check out ‘JR’, the former Guinness World Record holder for a horned steer with his immense 3.1-metre wide horns. Yep, impressive!

From the Outback, it’s a return to North Queensland’s iconic Tropics, with Ingham the final stop on this mighty adventure.

An exciting way to return to the coast from Charters Towers is via the Gregory Developmental Road (a mix of sealed and unsealed surfaces) that will take you through the pretty Herveys Range.

Once you’re back on the coast at Ingham, you’re on the southern doorstep of the Wet Tropics World Heritage-listed rainforest, and a short trip out of town to Wallaman Falls (at 268m, Australia’s highest sheer drop waterfall), or a visit to the excellent TYTO Wetlands Information Centre is a great way to finish this road trip.

Oh, and for the keen bushwalkers or kayakers, Hinchinbrook Island, north-east of Ingham, beckons with its famous Thorsborne Trail multi-day walk, or a day (or more) paddling around parts of the island.

For more, see drivenorthqueensland.com.au [↗]

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Best of The Whitsundays

Take a journey through paradise with this itinerary, exploring everything from hidden beaches and well-kept secret spots to the iconic Whitsundays highlights.

From the stunning coastline to the rugged interior, there is something for every road-tripping enthusiast. Start your journey in the lively and picturesque Airlie Beach before heading out on a breath-taking adventure to Bowen. Enjoy scenic drives and panoramic ocean views as you make your way through rugged terrain. Keep your eyes peeled for wildlife and exotic birdlife along the way.

Proserpine

Head to the charming town of Proserpine, where you can venture out to explore Lake Proserpine, home to some huge barramundi (up to one metre in length) and serene lakeside camping.

Just 20 minutes from Proserpine, you will find the stunning Cedar Creek Falls. Cedar Creek Falls is a beautiful natural attraction, perfect for a day trip. The crystal-clear water below this towering waterfall makes it an ideal location for hiking, swimming, and picnicking. Accessing the falls is a breeze with a short bush track, ensuring a seamless experience to enjoy the refreshing water.

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Proserpine is home to various agricultural activities, including the farming of sugarcane and cattle.

There are plenty of camping options in the area (including in nearby Conway National Park), enabling you to extend your adventure and spend a night under the stars.

Additionally, you can check out the Proserpine River and go croc-spotting! The Whitsunday Croc Safari will take you on a cruise along the river, and you can observe plenty of native wildlife in the nationally listed wetlands of Goorganga Plains.

Collinsville

No Whitsundays off-roading adventure is complete without a visit to Collinsville.

This historic mining town is surrounded by diverse terrain and offers endless opportunities for exploration. There is plenty to see and do, from the Collinsville Power Station to the Bowen River Hotel.

Collinsville is surrounded by jaw-dropping scenery, including the Bowen River, a popular fishing and camping spot. One of the best off-roading spots in Collinsville is the Collinsville Power Station, and the station is an abandoned industrial site, making it a popular spot to explore.

Another great spot is the Bowen River Hotel – a heritage listed pub from the 1800s, which offers a glimpse into the town’s history and is a great place to stop for a cold drink.

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Bowen

Bowen is a beachcomber’s paradise, with eight spectacular beaches and stunning fringing reefs you can snorkel straight off the beach.

Follow the beachfront road to the iconic Horseshoe Bay, where you can enjoy panoramic ocean views and stunning sunsets. The Cape Edgecumbe Walking Trail, which begins at Horseshoe Bay, offers endless exploration of the region’s natural beauty.

The Bowen hinterland is also a great place for 4×4 touring. Explore the rugged outback terrain and experience the region’s unique flora and fauna. Head to Flagstaff Hill for stunning coastline views and the surrounding hills. Don’t forget to stop by the Big Mango, a local landmark, and a great photo opportunity.

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Hydeaway Bay

Hydeaway Bay is a hidden gem on the Whitsunday Coast that’s ideal for an off-road adventure and home to several isolated and unspoiled beaches to explore.

The area is rich with native wildlife and stunning landscapes, providing a great place for adventure enthusiasts to explore. When you’re ready to take a break, you can relax on the beach and watch the sunset over the ocean.

Hydeaway Bay and the sister town of Dingo Beach are great destinations for fishing enthusiasts, with plenty of offshore fishing spots. If you’re looking for a relaxing off-road adventure, you can take a drive down the Cape Gloucester Road, which winds through the countryside and provides stunning views of the ocean and surrounding hills.

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Airlie Beach

A great launchpad for water tours or personal exploring, Airlie Beach is a perfect location to experience the beauty of the Whitsunday Islands.

It is also from this mainland hub that you can access the surrounding regions and lush rainforests of the national parks.

If you’re keen to work up a sweat, hike through the Conway National Park on the Mount Rooper or Honeyeater Lookout tracks. If relaxing is more your style, check out the iconic Airlie Beach Lagoon or head to Boathaven Beach where you can while away the day watching the boats coming in and out of Airlie Beach.

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The Whitsunday Islands

The Whitsunday Islands are a popular destination for tourists from all over the world, and for good reason.

With crystal-clear waters, stunning beaches, and a wide range of marine life, the islands offer a unique and unforgettable experience.

Most of these islands are uninhabited national parks, however, several islands offer a variety of resort accommodations or back-to-basics camping, all with the fringing Great Barrier Reef at their doorstep.

Overnight sailing trips are a popular way to explore the Whitsunday Islands, many of which include stops at different islands. Guided overnight sailing trips are a fantastic way to meet new friends and have more time exploring this aquatic playground.

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Whitehaven Beach

The 7km long Whitehaven Beach is one of the most popular tourist attractions in The Whitsundays, and famous for its pristine white sand.

Several day and overnight tours are available that take you to Whitehaven Beach and the surrounding areas.

Most tours include a stop at Hill Inlet Lookout, which offers stunning panoramic views of the inlet’s iconic swirling sands and turquoise waters. The tour guides are knowledgeable about the area and provide fascinating insights into the region’s geology, flora, and fauna.

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Mackay Isaac Region: Reef to Rainforest

There are few better ways to spend four days in North Queensland than this reef to rainforest journey.

Kicking off at Airlie Beach, you’ll experience everything from your own private beach swimming spot, to viewing one of Australia’s most iconic animals – the platypus – in pristine Eungella National Park.

Airlie Beach, in the north of the Mackay Isaac Region, is known as the gateway to the Great Barrier Reef and Whitsunday Islands. Here, you can jump on board a boat to explore The Whitsunday Islands.

Returning to the mainland, head south to Cape Hillsborough National Park, where you can explore the beach of the same name before dossing down for the night at Cape Hillsborough Nature Tourist Park.

Be sure to wake up early the next morning to enjoy this tourist park’s famous Sunrise with Wallabies experience, before tackling more of the beach’s walks and lookouts.

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Cape Hillsborough National Park is well worth a day or two of exploration, with its rocky peaks the result of an ancient volcanic eruption, which has resulted in the visually spectacular strata visitors can see on some of the park’s hills.

The park’s day-use area allows for beachside walks and exploration, as well as the chance to scramble over some of the park’s coastal rock formations.

For that ultimate beach-side campsite, this park delivers, too; set up your tent at pretty Smalleys Beach camping area and you are, literally, right near the shoreline of the park, where it abuts the waters of the Great Barrier Reef Marine Park. You need to book online for a site here, but for those after a more remote, wild, overnight experience, this is a no-brainer.

Short walks in the park include the brilliant ascent to the top of Andrews Point, with all-encompassing views of the rainforest, beaches and ocean below. It’s steep, but worth the effort. Other easier walks include the Beachcomber Cove Track, and the Yuibera Plant Trail, which educates you about the original inhabitants – the Yuibera people – and their ever-lasting connection to this land.

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Leaving Cape Hillsborough, you will continue south, toward Mackay – but with one short (or longer) stop-over: if you’re a keen angler, you’ll want to stop at the net-free Seaforth Beach along the way. With luck, a barramundi or two awaits.

Upon reaching Mackay, nestled beside the Pioneer River, be sure to take some time to explore this city. You can swim at Bluewater Lagoon, or follow the Bluewater Trail’s raised boardwalk through pristine river wetlands to the Mackay Regional Botanic Gardens. For those after a beachside experience, nearby Lamberts Beach is the go, with its patrolled beach and children’s playground.

Once you’ve explored Mackay’s (and sampled some top nosh at one of the riverside cafes), it is time to turn inland and head to Eungella National Park. Part of your journey to Eungella National Park will take you through the picturesque Pioneer Valley. For fans of waterfalls and rugged volcanic landscapes, this valley delivers. It is also great for swimming (Platypus Beach is a must).

Eungella National Park is regarded as a true outdoor playground, thanks to its 20km of walking tracks, and fantastic swimming at the Finch Hatton Gorge.

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Lovers of flora and fauna are spoilt here; more than 800 plant species are found in the park and, if you’re lucky, you may spot the reclusive platypus in Broken River. Yep, it’s not a bad way to finish a four-day reef to rainforest adventure…

For more, see drivenorthqueensland.com.au [↗]

UPDATE: Our MU-X officially has a new owner, with the vehicle selling at auction.

The vehicle received a whopping 164 bids at the Grays online auction earlier this week, with the winning bidder from Western Australia getting the keys to the adventure-ready Isuzu for a touch under $70K, at $69,100.

The vehicle is equipped and ready for action, and we hope to see it touring the country soon. Enjoy!

May 19: Our MU-X is up for sale

After spending more than 12 months working with Australia’s world-leading aftermarket industry to transform this MU-X into a highly capable tourer, it’s now on the market and could be sitting in your driveway in the very near future.

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We bought it new and it has travelled just under 17,000km, and it’s equipped with some of the best aftermarket kit in Australia to enable the Isuzu to conquer the deserts of Central Australia, the wilds of Cape York, and the beauty of the Vic High Country. It’s now the complete package.

In phase one of the build, the MU-X was equipped with a discrete Predator Stealth bar from Offroad Animal; Narva Explora LED light bars; 265/70R17 Maxxis RAZR rubber wrapped around 17×9 ROH Trophy alloy wheels; and a Century Batteries Dual Force hybrid starter/deep cycle battery.

MSA 4×4 then installed a fridge slide and fridge barrier, as well as a set of fantastic towing/touring mirrors. We then added a TAG XR towbar; and a Tough Dog suspension set-up that has transformed on- and off-road comfort.

Other gear includes an Oztrail awning that sits on a Rola Titan tray.

The vehicle is in great condition, and to see the full listing head to the Grays website.

No reserve has been set and the auction ends on May 23 at 20:05 AEST, so get your bids in before it’s too late!

The June 2023 issue of 4X4 Australia is out now!

On paper, the RAM 1500 TRX and Ford Ranger Raptor aren’t really in the same ballpark – for starters, one has a feisty 532kW Hemi-powered V8, the other a V6 with 240 fewer kilowatts. However, the thing is, the Ranger Raptor is the closest thing we have in Australia to the TRX, except for perhaps the Silverado ZR2.

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Both are flagship models of their respective brands, and both have updated suspension and brakes tailored for high-speed off-roading. The big question is, though: Is the TRX really worth twice as much as the Ranger Raptor?

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The new-look Mahindra Scorpio has arrived in Australia, ready to shake up the midsize 4×4 wagon market. The budget-priced vehicle starts from $41,990 driveaway, which is a great bang-for-buck proposition, but what’s the thrifty, three-row Scorpio like to drive off-road?

The latest gear guides!

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On the custom metal front, we take a closer look at a home-built GU Patrol ute that can rock-crawl one day and tour the countryside the next. The capable all-rounder is the result of more than 2000 hours of DIY labour. Very impressive.

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Can the Jeep Gladiator Rubicon stand up to Australia’s torturous conditions and survive a lap of the map? Find out in this issue whether it can overcome 60,000km in 12 months!

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We take a deep dive into the world of Barra engines, discussing what they are, why they’re so good, and whether you actually need one. We also examine the nitty gritty of diesel filtration, and why fuel filters are now an essential piece of kit.

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Plus, we get our boots dirty as we travel to and explore the Gawler Ranges in SA and Pemberton in WA.

What else is there?

• Celebrating Land Rover’s 75th anniversary in Cooma, Victoria
• Loading up and testing a Front Runner roof rack and accessories
• We plug in a Gator rear camera and test is out
• In-depth update on our 2023 Ford Ranger build
• New products + much more!

The June 2023 issue of 4X4 Australia is out now.

As Indian SUV and LCV manufacturer Mahindra brings its latest vehicles to the Australian market in the form of the recently launched Scorpio 4×4 wagon and soon-to-arrive XUV7OO, it has also given insight into its plans for electrification.

On a recent visit to Mahindra’s facilities in India, officials told us they have no plans for any type of hybrid powertrains but plan to go exclusively into full EVs.

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Hybrid and so-called mild hybrid vehicles have proven a popular choice in Australia, as they offer a stepping stone toward electrification and provide a solution to limited driving range in a country where long distances are often travelled.

Mahindra will forgo this with its plans to launch five new EVs in the coming years, with four of them coming to market by 2026 including a version of the XUV7OO (that’s seven double-o, not seven double-zero).

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Existing vehicles such as the XUV7OO that spawn EV variants will maintain the XUV nomenclature, while vehicles built on a new pure EV platform which the company is calling INGLO will be called BE (Born Electric).

Mahindra’s first EV is the XUV4OO, which is an EV version of the XUV3OO small SUV, a platform shared with SsangYong. The XUV400 produces 110kW and 310Nm and offers up to 456km of range from its 39.4kW lithium-ion battery.

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The EV variant of the XUV7OO is expected to be the next EV from the company, while other existing models such as the new Scorpio, the Jeep Wrangler-like Thar, and even the PikUp utility will be in line for electrification; although, no timeline was shared for these.

The Born Electric pure EV range will arrive later in 2024 on the INGLO platform, which is a lightweight skateboard-style of architecture.

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Mahindra previously announced it had entered an agreement with Volkswagen to share the German brand’s electric powertrain technology to speed up its development.

The Indian company has also started work on a new vehicle production plant in the Pune district of India, where it maintains an existing plant building ICE SUVs.

Mahindra executives tell us they are focused on getting EV products out to the domestic Indian markets, with other markets to follow including the possibility of Australia.

Born Electric SUV timeline

XUV.e8

Launch: December 2024 Dimensions: L x W x H: 4740 x 1900 x 1760 mm Wheelbase: 2762 mm

XUV.e9

Launch: April 2025 Dimensions: L x W x H: 4790 x 1905 x 1690 mm Wheelbase: 2775 mm

BE.05

Launch: October 2025 Based on: INGLO Platform Dimensions: L x W x H: 4370 x 1900 x 1635 mm Wheelbase: 2775 mm

BE.07

Launch: October 2026 Dimensions: L x W x H: 4565 x 1900 x 1660 mm Wheelbase: 2775 mm

BE.09

Launch: TBC Dimensions: TBC

The new 12V 100Ah lithium LiFePO4 Blade battery from Amptron is designed using only the highest quality components and is backed with a four-year replacement warranty.

This includes the use of a robust Battery Management System (BMS), aluminium-encased prismatic cells, solid busbar connectors, and internal protection to reduce movement and damaging vibrations. The battery can also be placed on its sides to provide versatile installation options.

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The integrated Battery Management System is designed to monitor, protect and optimise each cell within the battery.

The BMS maximises the performance of the battery by automatically balancing the cells through top-end balancing and protecting them from overcharging, over-discharging, over-temperature, and excessive charge or discharge currents.

The integrated BMS allows Amptron batteries to be used as an alternative replacement for most applications requiring deep-cycle batteries, but there are some compromises if the charging system does not support a Lithium charge profile.

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The Amptron BMS is designed to automatically disconnect the charging or discharging circuits, to prevent damage to the cells and internal electronics from abnormal operation. It also helps to ensure the safe and accurate operation of the battery.

Amptron’s latest prismatic cell technology is manufactured with an internal thermal safety fuse between the anode and cathode that will break and disconnect in the unlikely event the cell would begin to overheat.

Each cell also has a high-pressure safety vent that will flip open to release energy and prevent an explosion. Another safety feature within the battery is that there is a flame-retardant additive in the electrolyte.

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One advantage of this blade battery is in its dimensions – 635mm long 260mm high and only 60mm wide – making it perfect for installation in narrow spaces in your 4WD, canopy or camper trailer. It is lightweight too, at 16kg. The maximum continuous discharge current of the battery is 175A, with a peak discharge current of 320A for three seconds.

“For 4WD vehicles, the blade battery can typically be installed behind the rear seat inside the cab of a UTE, or against the cab wall inside the tray of a UTE with a canopy, or often against another vertical wall in UTE canopies that has internal frames, or it can even be installed underneath the rear seats of most 4WD vehicles due to its thin profile,” said Frik Stuart, Amptron’s Technical Manager.

“For campers, the blade batteries are often installed against a vertical wall where there may be some cavity space, often where the space is narrow.”

Pricing

The Amptron 12V 100Ah/175A Continuous Discharge LiFePO4 Blade Battery retails for $1172 and includes mounting brackets. For more information on these batteries and other Amptron products, head to Amptron.au

The 2024 Ford Everest Wildtrak will launch in Australia, the brand has confirmed, revealing pricing today.

It follows the debut for New Zealand, South Africa and Thailand earlier this year, with Ford’s local arm initially stating it had ‘no news’ to share for our market.

Ford Australia said the more-rugged version of its Everest large SUV will be available “in limited numbers”, powered by the 3.0-litre diesel V6 and full-time four-wheel-drive.

The brand has confirmed the Everest Wildtrak will arrive here in the third quarter (July to September inclusive), with 800 vehicles allocated for the Australian market.

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The Everest Wildtrak will slot in between the mid-spec Sport and flagship Platinum at $73,090 before on-road costs, with several additions over the Sport.

Inspired by the popular Ranger variant, the Everest Wildtrak borrows its front-end design, including a dark grey ‘H-bar’ bumper, and unique LED fog lamps.

The blacked-out Wildtrak badging on the bonnet and lower front doors is similar to the new Ranger Wildtrak X due here later this year.

The new variant is available in the hero ‘luxe yellow’, while other additions include a panoramic sunroof, a 360-degree camera system, exterior zone lighting, chrome roof rails, ‘cyber orange’ stitching with ‘Wildtrak’ embroidered into the front seats, and standard 20-inch alloy wheels with all-season tyres and tyre pressure monitoring.

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Like the Sport and Platinum, a no-cost option pack will provide smaller 18-inch alloy wheels and all-terrain tyres.

“Australians understand what the Wildtrak badge means – which is why it is one of our most popular Ranger variants – and we’re thrilled to add it to the Everest family for the first time,” said Ford Australia president and CEO, Andrew Birkic.

The limited-edition 2024 Ford Everest Wildtrak will arrive in Australia between July and September, with full details to be announced closer to its launch.

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2024 Ford Everest pricing

Prices exclude on-road costs.