“Jeez, that’s a serious bit of gear!”

As we get to refuelling the enormous, bright red RAM TRX, a booming voice carries across the service station forecourt.

Darcy the farmer is tall, with a decent beer belly and a bent nose covered in what looks to be freshly applied Band-Aids. “Hooooweeee, that’s a biggun!” he says and slaps the TRX’s tailgate as you might the rump of a horse. “Is this the V8?”

Darcy is a LandCruiser 300 owner and he’s drawn towards the RAM like an eight-year-old at a monster truck show. Not once, during our five-minute exchange (“700hp!? Crikey, that’s a fair wedge!”), did Darcy cast an eye towards the Ford Ranger Raptor parked at the next bowser.

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Also sprayed in eye-searing bright paint, Ford’s burly dual-cab is usually the biggest drawcard in the room. Here, it fades into the background.

The RAM TRX has that effect on most things. Officially the world’s most powerful pick-up, it packs a 523kW/882Nm supercharged V8, can rocket from 0-100km/h in 4.5 seconds and thanks to its sheer size, pumped-up guards and enormous bonnet, it has the visual subtlety of a punch to the nose.

Like the rest of the RAM range in Australia, the TRX is imported by the Ateco Group in an arrangement that employs more than 300 people and includes the fitment of over 400 specially engineered parts.

Converting the TRX to right-hand drive is handled by the Walkinshaw Group – a mob formerly known for its expertise in hotting up Commodores as Holden Special Vehicles – and the quality of the engineering work is top-notch. Unsurprisingly, demand is sky-high. Despite a long wait list and a hefty $210K price tag, about 270 TRXs have already been delivered to Aussie customers and many more are on their way.

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Converting the TRX to RHD is handled by the Walkinshaw Group, of HSV fame, and the quality of the engineering work is top-notch

And as Darcy is demonstrating, it’s a people magnet. Tradies, civilians and kids flock towards it, their eyes widening when they discover how much grunt it has and their heads shaking at the sheer size of it.

It certainly dwarfs the toughest version of Australia’s favourite dual-cab, the Ford Ranger Raptor. You might consider this an odd match-up given the RAM is a full-size American pick-up and the Raptor is a segment below, but until Ford brings the F150 Raptor Down Under, the Ranger is as close as it gets to a genuine rival for the TRX.

Plus, there’s actually a lot of common ground here. Both are flagship performance versions of regular dual-cab utes, both have unique high-output engines (supercharged V8 for the RAM, twin-turbo V6 for the Raptor) and both have been extensively re-engineered for high-speed off-roading.

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Additional strengthening, bash plates, bigger brakes and taller ride heights feature on both utes, as does uprated suspension with high-end remote reservoir shocks.

The Raptor uses Fox’s adaptive LiveValve 2.0 set-up, while the RAM packs Bilstein Black Hawk e2 adaptive shock absorbers. But for all their similarities, there are some colossal differences.

Most obvious is size. At almost six metres long and 2.5 metres wide, the TRX is 504mm longer, 452mm wider and 129mm taller than the Raptor. Need some context? In length alone, that’s roughly the difference between a Kia Cerato and a Mercedes-Benz S-Class.

The RAM’s wheelbase is also a whopping 416mm longer, so if size, cabin space and room in the tray are your top priorities, it’s a landslide victory for the TRX.

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It’s a similar story when it comes to performance.

I mentioned the TRX’s outputs earlier, but it’s not until you compare them with the Raptor’s that the sheer excess of the RAM’s 6.2-litre supercharged V8 hits home.

With 523kW/882Nm on tap, the RAM’s Hellcat V8 (it’s the same iron-block Hemi V8 used in Hellcat versions of the Challenger and Charger, and the Track Hawk Grand Cherokee) monsters the Ranger’s 292kW/583Nm 3.0-litre twin-turbo V6.

Can’t do the math? There’s a 231kW/299Nm difference between the pair, which is almost like wedging an entire Honda Civic Type R’s worth of additional output under the bonnet of a Raptor.

It’s enough of a gulf to make you realise that this test isn’t really a direct comparison. It can’t be; this duo is just too different, like lining up a bantamweight boxer against a seven-foot WWE wrestler. But it’s not just size and power that separates them.

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The biggest gulf is found in their price tags.

At $209,950 the TRX is more than twice as expensive as the $86,790 Ranger Raptor (both before on-road costs).

Would anyone actually cross-shop these two behemoth utes? I can’t see it.

So instead, think of this as a celebration of excess. A heady, manly, petrol-gargling middle finger salute to the encroaching EV brigade and a glimpse into a world where more really does equal more and fuel bills don’t matter.

Our plan to test them is simple. Neither ute does its best work in the city – in Melbourne’s tight laneways, the RAM feels more like a small truck than a dual-cab – so instead we’re heading north-east to drive the twisty backroads around Healesville before heading off-road for some fast trail running.

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This seems like a solid plan but it’s one that quickly feels sketchy when I jump into the RAM TRX for the first time. Of all the places to familiarise yourself with a RAM TRX, we doubt a wet and narrow section of the notorious Black Spur would be anyone’s first choice.

If the TRX feels huge everywhere, then it feels impossibly enormous here. Spatial awareness is a top priority, not only to avoid straying into the oncoming lane but to stay clear of the metal guardrail that hugs the road’s outside edge.

You sit incredibly high, like you would in a small removals truck, but the view out is far more intoxicating. The red bonnet is enormous and your eye is drawn to the raised lettering stuck to the side of the bonnet vent that reads ‘6.2 supercharged’.

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And then there’s the noise.

Even on a light throttle, the supercharger delivers a drawn-out whine, like someone pulling a violin bow over a single, forlorn string.

It is but a hint at the venom lurking beneath. The throttle pick-up is actually quite abrupt, so rolling on the power progressively isn’t easy but once you get accustomed to the initial surge of acceleration, flattening the gas pedal is truly addictive.

It doesn’t leap out of the blocks hungrily as much as it surges forward relentlessly, noise and propulsion building with an alarming sense of urgency and force. The power delivery is agreeably linear and the way it piles on speed is deeply impressive for a dual-cab ute that weighs 3057kg if it’s fitted, as ours is, with the optional sunroof.

Mashing the accelerator is akin to seeing an elephant bursting through a patch of trees in the African jungle. Or witnessing Jonah Lomu flatten an opponent as he sprints down the sideline. And if the supercharger whine is a morose backing track on a light throttle, it’s a shrieking banshee at full noise. Ah yes, the exhaust.

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If the supercharger whine is a morose backing track on a light throttle, it’s a shrieking banshee at full noise.

Like the rest of the TRX, the dual outlets are enormous and the noise they produce is properly loud. High-pitched and deep all at once, it’s one of the motoring world’s great soundtracks.

In a straight line, it’s exciting. RAM claims the TRX will hit 0-100km/h in 4.5 seconds – a launch control button sits next to your left knee – and unlike some manufacturers which sprinkle their performance figures with a grain of salt, RAM isn’t fibbing.

Against the clock, the three-tonne TRX hits its claim time after time. Get to a narrow, slippery corner on the Black Spur, however, and it’s a different story. The steering is accurate but slow, with a sizeable ‘dead spot’ and sense of vagueness directly on-centre.

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Body roll is also something you need to manage and, through these tight, low-grip corners, the key takeaway is that driving the TRX enthusiastically requires patience. Plenty of it.

Rush into a bend too quickly and the enormous 325/62 R18 front tyres will push. Get too trigger-happy with the throttle and the ESC light bursts into hysterics as it tries to reconcile your power demand with the available grip.

That’s not to say it isn’t surprisingly agile, however. Apply a degree of patience (as you need to in slippery conditions in almost any car) and the TRX is brutishly quick. The brakes feel strong, at least initially, and the roll-on acceleration is exhilarating, but in terms of connection or a sense of how much grip there actually is? It’s a bit of a guessing game.

The Raptor couldn’t be more different. After the colossus of the TRX, the Ford feels tiny, almost toy-like. That in itself is remarkable, given the Raptor is bigger than most vehicles on Aussie roads, yet in this company, the cabin feels snug and narrow. And on the move, the Ford is significantly more wieldy. All of the controls are more immediate.

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The Raptor couldn’t be more different. After the colossus of the TRX, the Ford feels tiny, almost toy-like.

Its steering is nicely weighted and loads up progressively, the brake pedal is firm with no sneeze factor at the top of the travel, and there’s a sense of connection to the road that’s missing in the TRX. It’s the easier ute to hustle, both on wet tarmac and also when we start to attack some treed-in trails.

As you’d hope, both utes are fantastic on dirt. They’re impressively quick and the ride quality is top-drawer. Both utilise adaptive dampers (the Ford’s are adjustable for compression only) and their ability to soak up big compressions and washouts is without par for a production vehicle.

If pushed, we’d give the Raptor the edge for outright ride comfort and it’s also the ute that feels more intuitive to slide around and to let move beneath you at high speed. What it lacks in terms of the RAM’s brute force, the Ford makes up for with poise, balance and, dare we say it, delicacy. In this company, at least. Talk about warped perspectives.

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And the Raptor’s engine isn’t as heavily outgunned as you might expect. It might be slower to 100km/h (our best figure in the Raptor is 6.1sec, which is 1.6sec adrift of the TRX) but the Ford’s lighter, double-overhead-cam V6 feels and sounds more high-tech than the RAM’s brutish V8.

There’s a decent amount of turbo flutter and with the exhaust set to Baja mode there’s plenty of noise on offer, too. Is it the pick of the powertrains? Not by a long shot. The RAM’s V8 is more muscular and charismatic – the way the exhaust note hardens between 5000-6000rpm is a real event – but it’s not a bloodbath either. Wedging the RAM’s engine into the Raptor’s chassis? That’d be awesome.

Ford has the edge over RAM in other areas, too. It’s a smidge more refined on the freeway, though both utes do an impressive job of filtering out intrusive road noise given their chunky all-terrain rubber.

The RAM’s ride also delivers more head toss in regular driving and, on the freeway, it can jolt and shimmy over joins in the tarmac. The Raptor does a better job of filtering out those kind of imperfections.

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Ford has the edge over RAM in other areas, too.

The Ford’s front seats are also more supportive and in some places, it actually delivers more room than the RAM, such as a place to put my left knee. I’m on the tall side so it won’t be an issue for everyone but my knee kept bumping into the chunky drive mode buttons on the lower section of the dash. In a ute as big as the TRX, it feels odd to be cramped.

In addition, the Ford is capable of soaking up greater punishment on tarmac. With the dirt trails behind us, we head back towards Melbourne via one of our favourite road-testing loops and the challenging section of road quickly proves too much for the RAM’s brakes.

The pedal goes soft after one pass and when we pull up the front rotors are smoking. The Raptor’s brakes also get a touch whiffy after the same punishment but the pedal itself remains resolutely firm.

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With the sun setting and both utes in need of a well-earned cooldown, we pull over to take stock.

It’s been a brilliant day. A surprising one, too, mostly because of how well the Ranger Raptor has held its own.

We didn’t set out to declare a winner in this test, but it’s painfully clear that while the Raptor costs less than half of the TRX, it’s certainly not half the ute.

Does that make the RAM feel like poor value? Kind of. But that should in no way diminish the TRX’s appeal or the conversion work carried out by Walkinshaw. There’s not a squeak or rattle evident in the cabin and the craftsmanship and engineering work undertaken to relocate the steering wheel is truly superb.

The cabin feels special, too. Clamber into the driver’s seat (it’s a literal jump up for most) and you’re ensconced in comfy, leather-trimmed front seats that are also heated and cooled. The portrait-style centre screen is large at 12.0 inches and the digital instrument cluster features big dials and clear graphics.

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It’s painfully clear that while the Raptor costs less than half of the TRX, it’s certainly not half the ute.

Connectivity is also impressive thanks to standard wireless Apple CarPlay and Android Auto, a wireless charging pad for your phone and five USB ports.

And there’s loads of cabin storage. The centre console at your left elbow is positively enormous, the door pockets are generous, there are two glove boxes and the cup holders are so large they’re actually too deep for a regular takeaway coffee cup. Then again, if you buy this car, you probably drink your caffeine out of recycled beer kegs.

If it’s space you’re after, though, you’ll want to sit in the back. The RAM’s rear bench is positively palatial – we doubt a long-wheelbase Mercedes-Benz S-Class offers this much leg room – and rear passengers also score their own dedicated air vents and another four USB ports (making nine in total). Just like the front, the rear seats are heated and cooled too.

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One option we struggle to see value in, however, is the panoramic sunroof, which costs a whopping $10,000. As for the general sense of quality? It feels more top-tier American than $200K luxury car but the RAM is the clear winner of this pair if space is a high priority.

Another area the RAM wallops the Ranger is the size of its tray. It’s not only vastly bigger (1711mm in length plays 1547mm in the Ford) but it’s better-equipped thanks to a soft-release tailgate and four additional tie-down points that slide on rails.

Payload capacity is pretty close between the pair at 717kg for the Raptor and 767kg for the TRX but the RAM can tow 3500kg braked while the Ford only offers 2500kg of braked towing capacity. In both cases, the towing capacity is a tonne less than other variants within their respective ranges.

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It’s when you get to the more mundane stuff, though, that the RAM’s value equation takes a further hit.

It only has a three-year/100,000km warranty, for example, which pales in comparison to the Raptor’s industry-standard coverage of five years and unlimited kilometres.

The RAM’s service intervals are also short at six months or 10,000km and there’s no capped price servicing scheme either. The Ford’s servicing schedule is every 12 months or 15,000km and each of the first four visits is capped at a reasonable $329.

Unsurprisingly, fuel economy is another weakness. Both utes suffer from a case of “with big power comes big thirst” but the RAM will undoubtedly cost you more at the bowser. Over our 200km test loop, the TRX chewed through juice at a rate of 28.9L/100km. The Raptor was slightly more palatable at 19.5L/100km.

We doubt TRX owners will care, though. Heavy fuel bills are part of the deal if you’re dropping $210K on a three-tonne, V8-powered pickup, and it’s easy to argue that the TRX’s performance, noise and sheer extravagance represent a more than worthwhile tradeoff. In fact…

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Outrageous excess is core to the TRX’s appeal.

There’s a reason people like Darcy the farmer are drawn to it. It’s rare, it looks tough, it sounds mean and its sheer size and visual menace are captivating.

Sure it has some shortcomings – fuel consumption and value being the biggest – but in a world of vanilla SUVs and soulless electric cars, it’s dripping with personality.

Does anyone actually need a large ute with 523kW? No. Should you want one? Absolutely. But the good news is that if you can’t quite stretch to $210K – or you don’t have the stomach for the RAM’s fuel bills on top of the purchase price – Ford has built an equally excellent, and in some ways superior, performance dual-cab.

Whatever your poison, take that as a win for those of us who still love an unhinged ute.

HIGHS & LOWS

RAM TRX 1500

Ford Ranger Raptor

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Another 2024 Toyota Tundra has been spied by avid Wheels reader, Luke Farrell. Parked in streets South East of Melbourne, this example looks to be a petrol-engined model previously ruled out for local sale.

The latest images are clearly of a different vehicle, this time a mid-spec Limited variant finished in Army Green. It carries a simpler grille design and smaller wheels than the flagship Tundra Capstone spotted last year.

Interestingly, the Tundra Limited isn’t available in the US with the 326kW and 790Nm i-Force Max hybrid powertrain that was promised for Australia. Instead, it gets a 290kW/515Nm twin-turbo V6 without electric assistance.

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Confirming this particular Tundra is petrol-only are its number plates. In the state of Victoria, electric, plug-in, and traditional hybrid vehicles are required to carry an ‘EV’ sticker on the registration to aid first responders – this car is missing the stickers.

The right-hand-drive Army Green Tundra Limited has had a badge on the rear tailgate covered up where you’d typically see the 4X4 badge on American vehicles, but no extra hybrid insignia.

Does this mean a more affordable petrol V6 Tundra may be available in Australia? It’s very possible, as nothing is ruled in or out just yet. However, this would go against prior communications that Australian test Tundras would be fitted exclusively with the hybrid powertrain.

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The vehicles will be equipped with a new inline hybrid system featuring a twin-turbo 3.5-litre petrol V6 – the most advanced and fuel-efficient powertrain available on this model

Above is lifted straight from Toyota Australia’s August 2022 press release confirming the Tundra localisation program in partnership with Walkinshaw Automotive Group.

Toyota Australia was not forthcoming with any additional information when questioned about the petrol Army Green spotting, but did reiterate that the 300-strong Tundra test fleet will begin local testing in Q4 this year.

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“Right-hand drive Tundra faces further checkpoints in Toyota’s global approval process before its retail introduction can be confirmed. The program will utilise OE levels of design, development, testing and componentry based on Toyota’s deep commitment to quality, durability and reliability.

“It will not be available for sale in Australia until we are totally satisfied,” a Toyota Australia Spokesperson told Wheels.

John Law

The Story to here

September 2022: Local evaluation for the 2024 Toyota Tundra has commenced this month, with one of the first right-hand drive examples photographed in Australia.

Clad in camouflage at the front and rear – and with covered badging and provisional tail-lights – this Tundra example looks representative of the flagship Capstone variant sold in the United States, with 22-inch chrome alloy wheels and adaptive air suspension.

“Toyota has confirmed an extensive development program in Australia for the Tundra pick-up, demonstrating its intention for local development and evaluation experts to re-engineer Tundra in a RHD format and evaluate the vehicle against Australia’s severe local conditions and tough customer use,” said Toyota Australia in a media release last month.

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The company is partnering with the Walkinshaw Automotive Group for the Tundra project, thanks to its experience in converting full-size pickups in Australia.

It says that by late 2023, the final stage of the RHD re-engineering program will involve 300 vehicles testing nationwide in real-world conditions.

If the program is successful, local sales will officially commence soon after – likely in early 2024.

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Spied hauling a twin-axle trailer, local engineers are naturally evaluating the towing capacity of the Tundra, which is rated up to 5443kg in the United States – while the grime suggests it has been taken on dirt roads or off-road.

This rating is unlikely to carry across to Australia, with its Ram 1500 rival limited to 4500kg locally, despite a similar claim in its home market.

Under the bonnet, the Tundra will feature an “advanced and fuel-efficient” twin-turbo 3.5-litre petrol V6 hybrid – with the ‘EV’ tag on the registration plate required for vehicles featuring any type of electrification in Victoria.

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It produces 326kW and 790Nm and is offered only in the highest trim grades in the US, such as the TRD Pro and Capstone.

Other models feature a non-hybrid setup with lower outputs, which will not be offered in Australia.

The interior of this vehicle was covered up, but is right-hand drive, confirming top-secret development work at Toyota Australia has taken place over the past few months before the project was confirmed in August.

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Toyota has confirmed the RHD conversion will see components borrowed from the LandCruiser 300, including the steering column and rack, accelerator, brake pedals, and gearshift lever.

That’s made easier by the Tundra and LandCruiser 300 sharing Toyota’s TNGA-F platform, along with the Sequoia three-row large SUV sold in the States.

The new-generation Tundra was unveiled in September 2021, replacing the previous model that had been on sale for 14 years.

Notable changes include a switch from leaf springs to a multi-link arrangement for the rear suspension, a more sophisticated cabin featuring either 8-inch or 14-inch infotainment systems and an available 12.3-inch digital instrument cluster, enhanced active safety technology, and new towing-focused drive modes.

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It will compete against the Ram 1500 and Chevrolet Silverado – both available since 2018 – and the Ford F-150, which will commence local conversion next year ahead of a mid-2023 on-sale date.

As with Ram – which is managed by third-party distributor Ateco, rather than its Stellantis parent – and GM Speciality Vehicles (Chevrolet), Toyota Australia has partnered with Victoria-based Walkinshaw Automotive “for its extensive experience in this type of work”.

The factory-backed local conversion for the F-150 will be undertaken by RMA Automotive, also in Victoria, in partnership with Ford Australia.

Jordan Hickey

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UPDATE, May 19: Here’s the new ?

Here it is, Toyota’s new-gen Tacoma. Get all the details at the link below.

May 1: The 2024 Tacoma has been leaked ahead of big unveiling.

Spotted by user 3QTRIG of 4thgenTacoma.com [↗], Toyota uploaded an image of the new Tacoma pick-up to a sectioned-off area of its website ahead of the ute’s official debut.

The picture has since been removed from Toyota’s website, but the above screenshot proves that the fourth-gen Tacoma will look an awful lot like the patent images seen earlier this year, with a short-but-wide hexagonal front grille and broad stance courtesy of pumped arches.

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As with last month’s teaser, the pictured car is the flagship TRD Pro variant – a rival for Ford’s V6-powered Ranger Raptor super-ute.

Toyota’s new mid-size Tacoma is reportedly in development alongside the next-gen HiLux ute. The Tacoma promises a V6 hybrid powertrain paired with TNGA-F underpinnings.

April 5: Toyota Tacoma hybrid teased ahead of release

Toyota USA has released a teaser image showing the tailgate of the 2024 Toyota Tacoma, which is reportedly twinned in its development and TNGA-F underpinnings with the next-gen HiLux ute.

The image confirms that the Tacoma will be available with a hybrid powertrain in the US, with the i-Force Max badging the same seen on the full-size Tundra pick-up.

In the Tundra, the twin-turbo V6 petrol hybrid produces a staggering 326kW/790Nm, enough to give a hotted-up TRD Pro variant (pictured) enough grunt to rival the Ford Ranger Raptor.

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It’s more likely that the Tacoma’s i-Force Max badge relates to a downsized powertrain, perhaps a version of the RX500h’s 270kW 2.4-litre turbo-petrol hybrid.

The Tacoma is also expected to hit dealers in the US with the 2.4-litre turbo-petrol four-cylinder found in Australia’s NX350 F Sport.

In the United States, the media embargo for this teaser lifted at 5:10am, which could hint at a full reveal on the 10th of May, stay tuned for more and read on for renders and patent images of the new Tacoma/HiLux.

The plan was easy enough; follow the Darling River up from its junction with the Murray. That didn’t happen and somehow we found our way to Cooper Creek by a little known route which was a new one for us.

We changed plans again as the ranger told us the park was closed and the track was cut with floodwaters just a short distance farther ahead. Our plan to stay in the newly proclaimed national park that takes in the Caryapundy Swamp and the original Narriearra station in the far north-west of NSW was thwarted.

While much of the surrounding country was damp from recent rain the real issue here was slow moving waters coming down from Queensland had sent the Bulloo River Overflow in to flood mood and the swamp that the park takes its name from was damn near full. That’s great news for the bird and animal life; not so good news for us!

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We turned around and stopped at the old Whittabrinnah hotel site – which Parks NSW is calling an ‘historic precinct’ and putting up an info sign, but there’s not much left here, just a scattering of chips of glass and rusty nails.

The pub that once stood here burnt down in the 1890s having been built in the early 1870s just 10 years after Burke and Wills had passed through on their disastrous journey to the Gulf and back.

We headed to Tibooburra but with roads closed all over and a number of travellers and freight carriers stuck in town, we opted to head down the blacktop to nearby Milparinka and prop there till some roads opened.

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Milparinka gold

Charles Sturt had come this way in 1844, camping at nearby Depot Glen where he and his men (my GG Grandfather amongst them) were trapped for nine months because of a major drought. When gold was discovered near here in 1882, Milparinka was established, but the gold didn’t last long although the pub managed to survive.

With the main Silver City Highway bypassing what remained of the town, the pub closed down in the late 1990s and I thought that would be the end of the place, but happily I was wrong. The pub is back and with a good mob of volunteers, the history of the town and its beautiful old stone buildings have been restored to their former glory.

As well, a small well-set-up camping area has been established along with a museum detailing the history of the area, making a visit even more worthwhile and informative.

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Two days later we were behind the wheel heading north on rarely used roads that at one stage took us between the sheds and garages and right beside the back door of the homestead of the local sheep station. We stopped and yarned to the owner, while his friendly working dogs vied for our attention.

The country was looking good, the recent rain just the latest addition to the above-average yearly falls and while the tracks were dry, little dust was being raised by the wheels and the occasional creek was still flowing muddy water.

We took a detour and went in to check on the old Waratah goldmine site where an old stamper and processing plant dates back to the heady days of the late 1880s and the gold rush. That era saw hardy pioneer gold seekers enter this dry region looking for the yellow metal; not all survived!

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Next day saw us in Tibooburra taking on fuel before heading north on the main road before striking westward into the Sturt NP. Earlier, on our way from our aborted trip to the Narriearra Caryapundy Swamp NP, we had stopped and checked out the Mt Wood shearing shed complex on the eastern edge of the park and the nearby historic displays of old equipment and whims used for pumping water in this arid region.

Now we were heading into the far north-west section of the park, camping along the way near the old Olive Downs homestead, which I was sad to see was in a state of disrepair, with no sign of any historic display there.

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On our own

The lack of traffic and other travellers was surprising and we guessed that word had got out that many roads had been closed in the area and we saw no one once we had entered the park and for the next two days. The other surprising feature of our drive was the lack of kangaroos, the park more often than not being near overrun by them.

The long drought, which the recent rains had broken, was probably the main cause and knowing how quickly ’roos can breed when the good seasons return, the population is sure to rebound.

Stopping at Toona Gatehouse on the northern edge of the park where the famous Dog Fence marks the border between New South Wales and Queensland, we had a quick wander before opening the tall gate and entering the Sunshine State. And, it was sunny, which was a bit of a change from the last few days, but it still wasn’t particularly warm.

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We flicked a coin and decided to continue north, bypassing the Cameron Corner Store road and the more used access route to Innamincka and the Cooper Creek.

As we headed towards Omicron and Epsilon stations, we passed the heavy machinery of a road gang working on this remote section of outback road but there was still nobody in sight. While the sandy road improved for a short while as we passed Omicron homestead it became more of a two-track station route as it wound over low sand dunes and dodged around ephemeral dry lakes and crossed low sandy creeks, some of which had recently been flowing.

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Stopping at one creek crossing a wedge-tailed eagle took to the sky from a tall dead tree nearby that was also graced with a large nest. Checking it with the binos we always carry, we spied the white fluffy head of a young eagle chick, but as I walked closer to get a pic he, or she, slowly lowered itself down, the movement hardly discernible but still effective in getting the young bird out of sight.

We struck a more major dirt passageway, its name, Moomba Road, giving away its destination and its sense of importance. We were now entering the eastern edge of the Cooper Basin oil and gas fields and tracks branching off this way and that became ever more common as we proceeded on.

The basin covers some 35,000km² of north-east SA and south-west Queensland and there’s been more than 1970 wells drilled in the region, all with a road or track to them.

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Old Tickalara Road

Just north of Epsilon homestead and the nearby gas workings (we still hadn’t seen anyone), and being sick of the major dirt road, we turned on to a lesser track, signposted ‘Old Tickalara Rd’. We dawdled our way over low red dunes revelling in the isolation and the little used two-track.

Taking an even lesser used route south, we ended up at a gas well, but the only sign of life, or use around it, were a few groups of cattle that watched us from the sparse shade of a few spindly trees.

Backtracking to the Old Tickalara Road, we headed west over more small dunes before the track turned sharply north to run between the low sandy crests and parallel to the SA-Queensland border which was, by the Hema navigator on the dash, just two or three kilometres to our west.

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We crossed a major gas road along with lesser tracks all signposted to wells with names such as Kerna North, Moon 1 and Sarah 1. Near a dam and solar powered bore, just off the track north, was a huge piece of seemingly abandoned machinery that would have taken an even bigger piece of gear to haul it to this lonely spot.

None of us had any idea what it was actually used for, apart from the fact that it was something to do with drilling for gas or oil.

Striking the Moomba Road once more we turned west towards the Dullingari Oil & Gas Fields and then, just over the border in SA, turned north on to the Bore Road, gas- and oil-well tracks off to the left and right becoming even more common and confusing.

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As we crested a low stony rise, the country suddenly changed from sandy country interspersed with low scrub covered dunes to gibber plains without a tree or bush in sight. We backtracked and pulled off the road to find an overnight camp tucked in amongst some scrub close to a sandy transient creek.

The surrounding country was as green as a metropolitan park, the recent rain bringing a rich verdancy to the whole country – it was magic. That evening a murder of crows circled above our camp, none of us sure why they were taking so much interest in us and all of us hoping it wasn’t a bad omen!

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Cooper Creek

As we rolled into Innamincka next morning, we were surprised to find a relative lack of visitors and we wandered down to the gum-lined banks of the Cooper Creek, within the Town Common area, and set up camp. You don’t need a SA Desert Parks Pass to camp along here but you need to pay the small fee up at the pub; it was a good excuse to grab a counter meal at the same time.

Again, most of the tracks to points of interest around here were closed because of rain and flooding along the creek so we stayed an extra night, revelling in the solitude and peacefulness that the creek and its tall red gums have to offer.

Sturt had crossed the creek, naming it in 1844, on his way to a supposed inland sea and while he pushed on along the edge of the Simpson Desert, he didn’t find any great expanse of water. Burke and Wills and their grandiose but ill-fated expedition were next on the scene in 1860, dying along the bank of the stream on their return from the Gulf of Carpentaria in late June, 1861.

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Eleven years later, a police post was established on the banks of the Cooper and a store, hotel and the Elizabeth Symon Nursing Home quickly followed. However, by the 1950s, the people had moved on and the place fell in to disrepair.

The pub and store we see and rely on today to deliver a cold beer, fuel and succour to all of us passing travellers was established in the early 1970s, led by outback legend and tour operator, Mike Steel. His book, Red Rover, tells of those early days.

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Old Strzelecki Track

It was a leisurely start next day as we grabbed a few supplies from the Trading Post and then headed off, this time choosing the Old Strzelecki Track to take us south, instead of the more major road and commonly used access route most people used. This track follows the almost imperceptible Strzelecki Creek which rarely flows between the low dunes (the last time was in 2010 after a 20-year hiatus).

In places, its braided channels spread out taking in two or three interdunal valleys on each side of the main channel.You can easily see the effect of these life-giving waters as they give rise to the scattered spindly coolabah trees dotted across the areas where the occasional floodwaters reach.

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We stopped in the shade of some taller, healthier coolabahs at the Strzelecki Crossing where the main channel of the creek is distinct and the trees taller and shadier. Nearby and reached by a sandy track that climbs over a steepish dune is Yaningurie Waterhole, but this time it was just a shallow, dying pool surrounded by scrub covered dunes, most of the scrub being prickly and spiny and unpleasant to walk through.

Pushing south, that evening we camped on a flat plain beside Yerila Creek, the peaks of the northern Finders Ranges our beacon and our destination …. but that’s a story for another time!

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Five POIs not to miss:

Milparinka Heritage Precinct

A $5 Precinct pass is required for visitors to access the heritage trail sites starting with the restored 1896 Milparinka Courthouse which includes a visitor centre and history of the local Malyangapa people and European settlement.

Moving along, visit the Barracks’ Museum, the Sturt-Kidman Centre, the Old Post/Telegraph Office, Milparinka Community Art sculpture, Harry Blore Park, Albert Goldfields Mining Heritage Centre, Station Sheds, Milparinka Heritage Mural, the Heritage Walking Trail, and of course, the historic Milparinka Hotel.

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Depot Glen

Following explorer Charles Sturt’s 1844 ‘inland sea’ expedition route, to the north-west of Milparinka is Preservation Creek upon which he set-up Depot Glen where he and his team were forced to camp out the summer. There’s a walking track to nearby Mount Poole were Sturt had a cairn erected as a survey point and later as monument to his second-in-command James Poole who passed away from scurvy.

The expedition would go on to name Strzelecki Creek and Desert (including his Fort Grey Depot at Lake Pinaroo), Cooper Creek, Sturt Stony Desert before the sandhills of the Simpson Desert blocked their path. The expedition covered more than 3000km over 17 months.

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Mount Wood

Within NSW’s Sturt National Park in Corner Country and east of Tibooburra is Mount Wood Homestead offering self-catered accommodation and as a time capsule of outback life. This historic 1890 stone homestead, its Shearers Quarters and outdoor

Pastoral Museum exhibit bygone days exhibit the hardships of attempting to tame this desert region. Mount Wood a great base from which to explore Sturt NP with its red dunes, sandstone escarpments and desert wildlife.

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Backroads to Cooper Creek

With floodwaters and recent wet weather impacting Corner Country with road closures, it was an opportune time to try out some of the lesser used backroads in our quest to reach Innamincka and Cooper Creek.

The detours took us to Milparinka, through sheep stations, gas and oil fields, with detours along way. Backroads of note include Moomba Rd, Old Tickalara Rd, and the Old Strzelecki Track on the return leg.

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Innamincka’s historic sites

Innamincka township sits on Cooper Creek and is the gateway to the Innamincka Regional Reserve and adjacent Coongie Lakes National Park.

Along the Cooper are Aboriginal stone engravings, middens, tool-making sites, quarries and more, while European heritage includes markers to the ill-fated 1860 Burke and Wills expedition to the Gulf denote were Wills died, Burke’s body was discovered and where King was found. The famous Dig Tree is some 72km east of the town at the expedition’s base camp.

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More info:

• Milparinka & Tibooburra [↗]
• Narriearra Caryapundy Swamp [↗]
• Sturt National Park [↗]
• Birdsville & Strzelecki Tracks [↗]

With a killer 532kW HEMI-powered supercharged V8, massive brakes and a class-leading damping system, the TRX has been built to hunt twisty trails and high-speed off-road tracks.

RAM’s flagship offering, the TRX is imported by the Ateco Group and converted to right-hand drive by the mob at Walkinshaw Performance.

At $210,000 a pop, only a select number of cashed-up tourers will opt to secure one of these burly pick-ups – fewer than 300 units have been sold in Australia to date, but demand is supposedly high.

UPDATE, May 2023: Ram 1500 TRX v Ranger Raptor

Australia’s most outrageous utes face off in a rock-spraying, fuel gargling celebration of excess. Strap in, it’s about to get noisy!

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STORY CONTINUES: 1500 TRX review

Of all the vehicles I’ve driven, this is the most magnetic – it drew people to it, no matter where we went

Still, you’ll probably spot every one of those registered vehicles, as the TRX’s road presence is second-to-none. Gigantic 325/65/R18 35-inch tyres; a bonnet seemingly wider than a 747’s front-end; an equally massive hood scoop; pumped-up guards; and measurements of 5929mm long, 2480mm wide, 2055mm tall with a wheelbase of 3686mm, combine to make the TRX most definitely a conversation-starter.

Of all the vehicles I’ve driven, this one stacks up as the most magnetic – it drew people to it, no matter where we went. Case in point: My six-year-old nephew had never shown any interest in any cars I have tested before, until the “big red monster truck”, as he called it, showed up one day. Now it’s all he talks about.

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JUMP AHEAD

• Powertrain
• On-road performance
• Off-road performance
• Practicalities
• Interior
• Warranty and safety
• VERDICT
• Specs

Powertrain

Beneath the scooped hood of this massive vehicle is where its best and most potent weapon resides: that spine-tingling supercharged HEMI V8.

With a claimed 532kW and 882Nm, the RAM TRX is officially the most powerful factory pick-up in the world. Said engine was adapted from the Dodge Challenger Hellcat and retuned by RAM Truck’s boffins to give it more appetite for off-road performance.

Push the start button and the V8 snaps into life, waking you up as though you’ve just knocked back two double-shots in quick succession.

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The burble at idle provides a nice little preview about what’s about to come, but bury the right pedal into the footwell and that V8 bellow quickly reaches a crescendo and becomes both intoxicating and addictive, courtesy of the performance-tuned dual-exhaust system that features enormous five-inch matte-black exhaust tips. It’s a beautiful howl.

The V8 snaps into life, waking you up as though you’ve just knocked back two double-shots

The Hemi V8 is matched with a heavy duty Torqueflite 8HP95 eight-speed automatic transmission, which hunts its way through the gears ferociously at high speed – paddle shifters are available to change gears as the driver sees fit, though. The TRX utilises a BorgWarner 48-13 full-time active transfer case to send power to the front and rear axles.

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On-road performance

Flex your right foot and the entire 532kW/882Nm of force slams you back into the bolstered, leather-trimmed front pews as you cling on to the tiller.

Its claimed 0-100km/h time of 4.5 seconds is even more commendable when you realise this behemoth weighs more than three tonnes. Its straight-line speed is bonkers – there’s even a launch-control function – and it’s made even more exhilarating thanks to that V8 bark.

The result of this is that the TRX ingests 98RON like there’s no tomorrow. After our full day of testing the TRX returned an almost-comical fuel consumption figure nearing 30L/100km. Clearly, more mundane day-to-day driving would see this figure drop, but even so RAM lists official fuel consumption at 19.6L/100km. Thankfully, the TRX has a decent 125L fuel tank capacity.

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The TRX’s size and 3033kg kerb weight (3057kg with the optional sunroof) paints a slightly different picture when you arrive at twists and turns on the bitumen.

Where something like a Ranger Raptor remains composed and surefooted on winding roads – the very best in the dual-cab segment, mind you – the TRX becomes a bit floaty and disconnected with terra-firma at higher speeds. It doesn’t instil the driver with confidence to punt it to its limit, unlike the Ranger Raptor.

The TRX features a total of eight drive modes, each pre-configured to modulate the vehicle’s four-wheel drive system, throttle response, transmission and suspension set-up for a variety of terrain types. On-road modes include Auto, Sport, Tow, Snow and Custom (personalised with a variety of combinations); Off-road modes include Mud/Sand, Rock, and Baja.

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So it’s a big tick for straight lines and high-speed dirt, and a slightly smaller tick for twisty trails, but what’s it like to live with day to day? Not great, is the short answer.

The longer answer is that it becomes truck-like and cumbersome to live with. It guzzles fuel, its turning circle nears 15 metres, and parking can become a nuisance due to its sheer size – most suburban Aussie car parks aren’t designed for vehicles that measure in at nearly six metres in length. Parking sensors can be turned off, but why would you?

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Off-road performance

As this vehicle is purpose-built for high-speed, corrugated dirt tracks, this test didn’t include any technical 4×4 terrain.

That means there’s no rock-crawling or mud-bashing – or the need to engage low range, unfortunately.

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We did punish the TRX on potholed back-country roads, though, with the vehicle’s state-of-the-art damping system – dubbed BlackHawk e2 – proving its worth.

These performance-tuned shocks, developed by RAM engineers with help from Bilstein’s racing division, allows the TRX to simply dance over potholes and corrugations at speed, aided by an exclusive five-link coil system in the rear. Your vertebrae will be thanking you on your next cross-country expedition.

This uprated suspension set-up provides more than 330mm of travel at all four corners, with the TRX also boasting 295mm of ground clearance, an 813mm wading depth, and approach, breakover, and departure angles of 30.2°, 21.9°, and 23.5° respectively.

A stronger frame composed of high-strength steel and five (yes, five) skid plates are employed to protect vital underbody components.

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Practicalities

Thanks to its width, the TRX’s tray size is the best in the business, easily capable of swallowing loads up to 1687mm, with 1295mm between the wheelarches.

The tray’s length of 1711mm (with the tailgate closed) is class-leading and includes four tie-down points and a track system to easily tie down loads.

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Like other performance utes of this ilk, the TRX is hindered by a payload capacity of just 767kg (or 743kg with the optional sunroof fitted).

We didn’t get a chance to attach anything behind this vehicle, but the TRX is quoted to have a 3500kg towing capacity.

It’d be a proficient vehicle for a caravanning lap of the map, but you’d want to ensure you properly plan out fuel stops along the way. A Redarc brake controller is fitted as standard.

The TRX rides on 18-inch black-painted alloys inside 325/65R18 35-inch Goodyear Wrangler A/T tyres. It comes with a full-sized spare. Plus, it features a sliding rear-window port for increased airflow.

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Interior

Unlike the brash exterior of the TRX, the interior is a rather cushy place to spend your time.

The front bucket seats – with heated and ventilated premium Natura Plus leather and suede accents – are copious and comfortable, and there’s plenty of space in the rear bench for three large adults. Entry and exit is simple, but the extra height of the vehicle means it can be quite a big step for smaller folk and kids.

The vehicle’s large dimensions have allowed RAM designers to be more liberal with the size and number of storage bins, pockets and drink holders, with the layout user-friendly and well thought-out. The massive bin in the centre console is big enough to house a six-pack, or possibly even a small Esky.

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Connectivity is in abundance with a USB output above the centre storage console, two more in the central dash, as well as an AUX and two USB-Cs, with even more in the rear pews for a total of five USB and four USB-C ports. Six auxiliary slots for aftermarket accessories sit at the bottom of the central dash, with a 12-volt DC outlet residing on the top.

The TRX’s muscular exterior flows into the vehicle’s cabin, with plenty of aggressive design lines enhanced by carbon-fibre accents and suede trim. It seems RAM designers went into overdrive to ensure buttons, dials and information would cover every square inch of space on the dash and driver’s console, and while it may look somewhat cluttered and busy as a result, everything kinda works and is positioned within reach. Dials are chunky and easy to use and buttons are positioned where you’d expect them to be.

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The SRT-signature steering wheel feels meaty in your hands, which is exactly what you want in a vehicle of this calibre

A 12-inch portrait touchscreen takes pride of place in the centre console, with the homepage placing a frustrating emphasis on widgets. Hook up Android Auto or Apple CarPlay for instance, and the widget will prevent apps from utilising the entire screen. It seems like a terrible waste of space. The 19-speaker Harman Kardon sound system, on the other hand, is epic and perfectly suits a vehicle of this ilk.

The SRT-signature flat-bottomed, leather-wrapped steering wheel feels meaty in your hands, which is exactly what you want in a vehicle of this calibre. The inclusion of rubber mats makes it easier to wash it should it get dirty… and it should. And this vehicle was equipped with an optional $10,000 sunroof (not a typo).

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Warranty and safety

The TRX doesn’t qualify for ANCAP assessment, and as such it has not been assessed for a safety rating.

Another factor to consider is that the TRX only comes with a disappointing three-year/100,000km warranty.

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VERDICT

Adding up the sum of its parts, the RAM TRX is an exceptional vehicle that excels at what it has been designed to do: traverse uneven terrain with ease, courtesy of its state-of-the-art suspension.

But once the initial adoration of its thunderous V8 subsides and straight roads start to get a bit twisty, the TRX doesn’t quite maintain that extremely high standard.

That it costs more than $200K – you could get two Ranger Raptors for that coin – and only comes with a three-year warranty, are both things to seriously consider.

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With the arrival of the third generation of the Mahindra Scorpio in Australia in April, it begs the question of when a new PikUp will follow.

The PikUp is Mahindra’s 4×4 ute vehicle and, unlike most of its competitors that rework their body-on-frame ute platforms to accommodate a wagon body (think Ford Everest, Isuzu MU-X, Toyota Fortuner, Mitsubishi Pajero Sport), Mahindra goes the other way and starts with a wagon followed by the PikUp.

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The PikUp has been available in Australia for many years, but it is derived from the old second-generation Scorpio platform. You can see the PikUp’s wagon roots at the rear of the double-cab’s body where the rear doors are scalloped to go around the wheel arches of the shorter wagon wheelbase.

It looks like many of the large 4×4 utes (primarily LandCruisers) in Australia started as wagons but have been cut-down and lengthened by aftermarket companies, to create full-size double-cab utes.

While most Mahindra staff on the Australian launch of the new Scorpio remained tight-lipped about the prospect of a new PikUp, others suggested it would be inevitable.

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India is the biggest market in the world for right-hand drive vehicles and Mahindra sees other RHD markets like Australia and South Africa as major customers. With the popularity of utes in the southern hemisphere markets, a new generation of PikUp will be important, especially one that promises a more refined drive, as the new Scorpio does.

The current PikUp has a narrow and very tall, upright cabin which generates considerable wind noise around the A-pillars, not to mention being shaped like a brick. So the swoopier design of the third-generation Scorpio with its laid-back windscreen and wider body will be a welcome addition to a new ute derivative.

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While the current Mahindra PikUp also uses the mHawk 2.2-litre diesel engine and Aisin six-speed automatic transmission, a new model would benefit from the latest version of that engine as found in the new Scorpio.

Like the new Scorpio, the next generation of Pik-Up will need to include the latest safety features such as AEB, lane-keeping technology, road speed sign recognition and radar cruise control, if it is to compete with the established leaders in the category.

Those features are missing from the Scorpio at its launch in Australia, but hopefully they will be integrated in to the platform by the time it spawns a new PikUp.

When that will be is open to speculation with nothing official confirmed as yet, but we expect to see a new Mahindra PikUp in the next three to five years incorporating all these latest features.

Mahindra’s Thar has been kept from Australia through a legal contest – you can probably guess why – but this new five-door model, with an updated look, could be a chance.

Prototypes of a five-door Mahindra Thar 4×4 wagon have been spotted in testing in the company’s homeland of India, and our sources at Mahindra Australia remain optimistic about the possibility of the Jeep Wrangler look-a-like coming to Australia sometime in the future.

This is despite Jeep Australia winning a case in the Australian courts back in 2021 preventing the three-door Thar being imported here, due to the Indian wagon’s similarities to the American off-roader.

JUMP AHEAD: 5-Door Thar imagined!

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Mahindra started making automotive vehicles shortly after WWII off the back of assembling war-surplus Jeeps from knockdown kits supplied and licensed by Willys-Overland, the original owners of the Jeep trademark. In the years since, Mahindra has always had a Jeep-like vehicle in production, the latest iteration of which is the Thar.

The relationship has soured in recent times and, as the Jeep brand has passed through different owners, current owners Stellantis aren’t so keen on copies of its most iconic model. Nor is its Australian arm.

Our sources say the new Thar has undergone a significant styling refresh to further differentiate it from the Jeep, and Mahindra hopes to have the car join its growing line-up here as soon as possible.

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The prototypes spotted in testing show the five-door Thar still retains the boxy military-like styling of the JL Wrangler, including round headlights (a Jeep hallmark) – but these may yet be altered to further differentiate the Thar from any Jeep vehicle.

Our renders offer one idea of how that change might be styled.

Reports from the sub-continent also suggest the five-door Thar will ride on the new chassis that underpins the Scorpio 4×4 wagon that was just launched in Australia, and we expect the driveline to be carried over as well. That means the 2.2-litre mHawk diesel engine and Aisin six-speed transmission with part-time four-wheel drive system.

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Mahindra sources would also not rule out electric powertrains for the Thar as it moves to implement EVs in to its existing and future products.

Mahindra is working toward introducing five new EVs to its global range, but whether they make it to Australia is yet to be confirmed and will depend on the take-up of EVs and the associated infrastructure to make them popular here.

The five-door Thar is expected to be released in India in the very near future and the Australian side of the business has indicated it would like to add the Thar to its growing fleet. Just don’t expect the Thar to be the off-road vehicle the Wrangler is; though with its IFS and lower centre of gravity, it should be a better on-road drive.

On the back of the just-launched Scorpio 4×4 wagon and the impending release of the XUV700 medium SUV, Mahindra is expanding its portfolio to entice more Australian buyers in a market hungry for SUVs and 4×4 utes.

Five-door Thar imagined

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Below: the current Thar in its existing 3-door form

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Our massive May 2023 issue of 4X4 Australia is officially on sale.

We were at Chevrolet’s local launch of its revamped Silverado, with the brand’s two-model line-up now consisting of the LTZ Premium and ZR2 range-topper. Both are essentially carryover vehicles – albeit, the interior has been overhauled with modern tech – but there’s no doubting it’s a superb touring ute for families.

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Wheels’ editor, Andy Enright, jet-setted to the Middle East to point Land Rover’s all-new Defender 130 SE P400 eight-seater toward endless sand dunes. It begs the questions, does the vehicle’s extra length affect its off-road ability?

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We also shine a spotlight on a Queensland couple who managed to salvage two junkyard GU Patrols – a 2002 space-cab and a 1998 wagon – and convert them both into something truly remarkable. A great trash-to-treasure yarn.

Upgrade your 4×4!

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Speaking of remarkable, this Dubai-spec 105 Series LandCruiser with more than 1000hp of 1FZ power has been built with the best kit to tame the harshest terrain. Loaded with a long list of the finest quality gear, this 105 Series is built to go anywhere!

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Our 2023 Ford Ranger build went into overdrive this month, with the Blue Oval ute venturing to all corners of Melbourne to get kitted up. The latest gear fitted includes a Projecta 12-volt power system, Rola MKIII Titan trays, Tru-Fit 3D floor mats and a Pacemaker King Brown exhaust system.

4X4 Australia's project builds

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As always, we pointed our tyres toward some picturesque 4×4 destinations. This month we took an historic 4×4 trip along the Darling River in NSW, explored the majestic Flinders Ranges in SA, and tackled a few lesser-known detours in Cape York.

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Plus, we tested a set of Mickey Thompson Baja Boss A/T tyres, as well as Ironman 4×4’s Air Champ Pro compressor.

What else is there?

• News from around the world
• New 4×4 products
• Travel advice
• 4×4 prices and more

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

The updated 2024 Land Rover Defender has an expanded line-up.

It is headlined by an expansion to the extended-length Defender 130 range, with new five-seat Outbound and flagship eight-seat V8 variants.

The load-carrying Outbound replaces the 130’s standard third-row with a flat load floor offering up to 2516 litres of storage and a van-like body-coloured rear window.

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Keeping the load-lugging theme, Land Rover has added the commercial version of the Defender to the local range for the first time with the 110 Hard Top S.

The previously announced Defender 110 P400e plug-in hybrid is now available to order, while the Defender 110 S can be optioned with a new heritage-inspired County Exterior Pack.

For model-year 2024, all Defender 90s receive a new parachute grab handle, a quick folding and sliding passenger seat, and 40:20:40 folding rear seats with a centre armrest.

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A new floor tray is standard for Defender 90 and 130 to provide a “near flat loadspace” with access to D-loops maintained.

Land Rover said the accessory would become available for existing Defender 90 and 130 owners.

However, the updated range sees the deletion of the eponymous base Defender 90, with the starting price rising to $90,400 before on-road costs for the S P300 variant.

For everything you need to know about the 2024 Land Rover Defender, continue below.

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JUMP AHEAD

• 2024 Land Rover Defender pricing
• 2024 Land Rover Defender features
• Option packages
• Colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

2024 Land Rover Defender pricing

Prices exclude on-road costs.

Defender 90

Defender 110

Defender 130

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2024 Land Rover Defender features

2024 Land Rover Defender S features

2024 Land Rover Defender Hard Top S features

2024 Land Rover Defender X-Dynamic SE features

2024 Land Rover Defender X-Dynamic HSE features

2024 Land Rover Defender P400e PHEV features

2024 Land Rover Defender Outbound features

2024 Land Rover Defender X features

2024 Land Rover Defender V8 features

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Option packages

As with other Land Rover vehicles, each Defender features an array of optional equipment.

For brevity, we’ve listed a few key option packages below.

County Exterior Pack (new)

Available for the Defender 110 S P300 and P400.

Off-Road Pack

Available for all Defender variants; standard-fit on X and V8.

Advanced Off-Road Pack

Available for all Defender 90 and 110 variants; standard-fit on V8.

Towing Pack

Available for all Defender 90 and 110 variants; standard-fit on V8.

Family Pack

Available for Defender 110 S, X-Dynamic SE P400 and D300, and X-Dynamic HSE P400 and D300.

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Colours

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Engine, drivetrain, and fuel economy

Locally, the Land Rover Defender is available with a host of petrol and diesel powertrains – and a new-for-2024 plug-in hybrid setup.

At the entry level, the petrol P300 features a 2.0-litre turbocharged inline four-cylinder engine producing 221kW and 400Nm for Defender 90 and 110 models.

The diesel-powered D250 has a 3.0-litre, turbocharged inline six-cylinder diesel engine with 48-volt mild-hybrid assistance, generating 183kW and 570Nm.

Stepping up to the D300 and P400 – also available for the Defender 130 – sees outputs rise to 221kW/650Nm and 294kW/550Nm, respectively.

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The plug-in hybrid P400e, available exclusively for the Defender 110, sees the 2.0-litre turbo-four petrol matched with a 105kW electric motor, for a 297kW and 640Nm total system output.

It has a 19.2kWh lithium-ion battery, with a WLTP-rated 52-kilometre all-electric driving range. Land Rover claims the Defender 110 P400e will complete the 0-100km/h sprint in 5.9 seconds.

The P500 and P525 are 5.0-litre supercharged V8 engines with 368kW/610Nm for the Defender 130 and 386kW/625Nm for the Defender 90 and 110, respectively.

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All powertrains are matched to a ZF-sourced eight-speed torque-converter automatic transmission, coupled to a twin-speed transfer box with high and low ranges.

The four-wheel-drive system also includes Land Rover’s Terrain Response technology, allowing the driver to change settings between presets.

V8 variants have bespoke spring and damper rates, and an updated electronic active rear differential with a yaw controller.

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Safety

The Land Rover Defender is covered by a five-star ANCAP safety rating, based on testing conducted in 2020.

This rating applies to the Defender 110, excluding the 110 Hard Top.

It scored 85 per cent for adult occupant protection, 88 per cent for child occupant protection, 71 per cent for vulnerable road user protection, and 76 per cent for safety assistance.

For the full report, click here.

Six airbags (dual frontal, side chest and side head) feature across the range.

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Dimensions

2024 Land Rover Defender dimensions

2024 Land Rover Defender boot space

2024 Land Rover Defender off-road specifications

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Warranty and servicing

As with the wider Land Rover range, the Defender is covered by the brand’s five-year, unlimited-kilometre warranty.

A complimentary 12-month roadside assistance program is included, which can be extended with annual servicing at a Land Rover dealership for up to eight years.

A five-year service package can be pre-purchased.

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Availability

The 2024 Land Rover Defender range – including the 110 P400e, 110 Hard Top S, 130 Overland and 130 V8 – is available to order now, with local deliveries expected in November 2023.

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Installing a dash cam isn’t just so you can submit cool videos to Dash Cams Australia; a decent dash cam could replace your GoPro.

Uniden has released a flagship Dash View model that captures higher-quality images and more detailed video. With state-of-the-art voice control functionality that allows you to switch the WIFI on/off, take a snapshot or lock the current recording file, the Dash View 50R is designed and engineered for Australian roads.

The Dash View 50R can be positioned discreetly inside your 4WD without it cluttering your windscreen and the 4K resolution (3840 x 2160p) front camera pairs with a Full HD rear camera, that provides a 140-degree wide angle lens that captures more in-depth details, such as clear number plates, and includes an effective zoom capability. The rear camera could also double as a reversing camera.

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Sony’s Starvis Image Sensor provides back-illuminated pixel technology used in CMOS image sensors for optimum video quality and with WDR, allows you to capture clearer vision in bright and low light environments. This premium technology ensures the Dash View 50R delivers high video quality in visible-light and near-infrared light regions, with 4K technology further improving its colour range and contrast.

The Dash View 50R also has a parking mode feature that records when you’re away from the 4WD. Utilising the included hardware kit, incidents that may cause damage to vehicles while parked on the street, in car parks or at camp can be captured and replayed, even vision of the infamous Drop Bear in action.

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The free Dash View App enables the playback of video as it happens for instant visual verification via any smartphone. Useful for sharing vision with insurance companies or authorities to support any claims.

The Dash View 50R also offers additional features such as speed/red light camera warnings, voice guidance control using the Smart One Touch function, inbuilt GPS and Wi-Fi providing you with Transfer functionality to smartphone devices using the DashView App. A 64GB MLC High Endurance Micro SD Card comes standard for ease of storage space, quick transfer and replay at the highest quality.

Pricing

The Uniden Dash View 50R retails for $499.95 and includes the front and rear cameras, 64GB Micro SD Card, Hard Wire Kit and wiring between the front and rear cameras.

Uniden Dash View 50R smart dash cam

The Uniden Dash View 50R smart dash cam boasts a 4K resolution front camera and includes a 64GB Micro SD Card to store and retrieve vision. For all the details on the products and where to find your closest reseller, head to the link below.

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