Depending on where you live, you should be able to pick up a new Toyota HiLux SR5 double cab cab-chassis for around $70K drive away, or even a bit less if you choose not to fit the genuine accessory alloy tray.

Of course, you will need something fitted to the rear of the HiLux before you can get it registered, but by opting for the cab-chassis variant you can fit pretty much any tray and canopy package you want, or a one-piece canopy that bolts directly to the chassis. This allows you to tailor the setup to perfectly suit your 4×4 touring needs.

The HiLux SR5 is powered by a 2.8L four-cylinder turbo-diesel engine (with V-Active 48V technology) that makes a claimed 150kW and 500Nm, mated to a six-speed automatic transmission. It is an impressive performer straight off the showroom floor, with a spritely and economical driveline for long-distance touring and an effective electronic traction control system for decent off-road capability. It also scores Toyota’s Multi-Terrain System (MTS) with six selectable modes (Auto, Dirt, Sand, Mud, Deep Snow and Rock) to suit different terrain types, a rear diff lock and Downhill Assist Control.

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In SR5 spec, the HiLux is well-equipped with standard convenience and safety features including 18-inch alloy wheels, keyless entry/start, LED headlights, dual-zone climate control, and eight-inch touchscreen, sat-nav, wireless phone charging, a 220V accessory outlet, myToyota Connect, Stolen Vehicle Tracking, Automatic Collision Notification, SOS Emergency Call, LED lighting, rear privacy glass, seven airbags, Pre-Collision Safety System, Active Cruise Control, Lane Departure Alert, and Road Sign Assist.

As with any 4×4, the HiLux SR5 can be vastly improved upon for 4×4 touring. Being such a popular vehicle there are plenty of aftermarket goodies for it, and like any other dual-cab ute you should choose a suspension system designed to suit the accessories you intend to fit and the load you intend to carry. Most 4×4 suspension specialists have a vehicle configurator on their websites, so you can choose a setup to suit your vehicle. Expect to spend anywhere between $1300 to more than $3500 for a decent aftermarket suspension kit.

While the SR5 runs 18-inch wheels, there are still plenty of Light Truck (LT) tyre options available for it, in both all-terrain and mud-terrain tread patterns in the standard 265/60R18 size, including Toyo Open Country AT3s (about $420 each), BFGoodrich All-Terrains and Mud-Terrains (about $500 each) and Cooper AT3s (about $500 each). Alternatively, you could go up a size to 275/70R18s, or buy a 17-inch wheel and tyre package and fit LT285/70R17 tyres.

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On the protection front, a quality steel bull bar can cost upwards of $2500, and a pair of side rails and steps another $1000. Throw in a decent electric winch and you’re up for another $1200-$3000, a good set of LED driving lights will cost $700+ a pair and an LED light bar another $350 or so.

A decent tray and canopy package for the HiLux SR5 double cab can cost anywhere from $5000 to $10,000, while a fully decked out one-piece chassis-mounted canopy can easily exceed $10K, especially once fitted out with drawers, power system, solar panels, fridge, slide-out kitchen, water tank, racks, ladder, spare wheel carriers, LED lighting, and just about any other convenience item you can think of for off-the-grid living.

Other accessories you might want to consider for 4×4 touring include a snorkel ($700), an auxiliary or long-range fuel tank ($1200-$1500), comms gear such as a UHF radio and antenna package ($400-$700), a dual-battery setup with lithium battery and charger ($1500+), under-vehicle protection ($800-$1000)… the list goes on.

Whatever you do, make a list of all the gear you intend to fit to your HiLux SR5 and figure out how much it will weigh before you buy and register the vehicle. You might just need to fit a GVM-upgrade suspension system ($3500-$5000), and this will only be legal in all states and territories if fitted prior to initial vehicle registration through the second stage manufacturer (SSM) scheme.

I’ve been a car person for many years, from street and rally cars, to tourers and 4x4s. Back in the day there wasn’t much of a range of cleaning products to keep your pride and joy looking good, but today there are so many products it can get confusing.

My 80 Series LandCruiser is nearly always off road, in some of the harshest conditions that our country can dish up, and it’s often dirty and dusty for weeks on end. But I find with the right products my 34-year-old Cruiser comes up a treat time and time again. 

While I’m happy enough to use self-serve car washes for high pressure washing and rinsing while I’m on the road, I refuse to use those scratchy brushes on the paintwork. A few years ago I was introduced to the Bowden’s Own range of car care products, and just recently they released some special cleaning agents for 4x4s. 

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A bit of history behind the brand: with a shed full of unique cars the Bowdens used to use high quality cleaning products from the USA and Europe, but they began to notice issues with the products having cheap ingredients in the formulas. As a result the Bowdens decided to develop a range of their own and by the year 2000 they had a batch of four products to use on their own vehicles before, in 2002, they took the plunge and started to market this range to the public. Over the next few years the Bowden’s Own range grew and grew and the early products were hand made and bottled in a shed on the Sunshine Coast in Queensland.

Bowden’s Own makes it clear that it only uses local chemists to research and develop products, and uses local production companies for packing and distribution. Each product is custom made from scratch to be the best it can be. Some products like Wheely Clean and Tyre Shine each took over seven years to develop. The range is massive with everything you could ask for to clean the inside and out of your vehicle including interior protection, products to remove stubborn stains, anti-bacterial cleaners, engine cleaners, car care kits, buckets, a huge polish range plus a range of brushes and cleaning mitts. 

Due to constant demand from off-roaders, Bowden’s Own has now developed a range of products and tools for four-wheel drivers. With names like Dirty Times 4WD Wash, Down & Dirty, Under Armer and The Little Stiffy brush, I knew I was in for a good time cleaning. Generally the Bowden’s Own process is to pre-soak a vehicle (I used the Mega Snow Job ), let it soak and then high-pressure hose off, hand wash with Dirty Times 4WD Wash, dry and then apply a wax or paint protection. 

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The Dirty Times 4WD Wash has advanced rust inhibitors and minerals to dissolve salt build up. I find it breaks down the toughest of stains on my 80, especially the outback red dirt grime that tends to build up and stick to every orifice. This product is safe for all surfaces and won’t strip any ceramic coating off, and can be used on caravans, jet skis, boats and ATVs, plus it’s totally biodegradable. 

After a good wash I use the Twisted Mother Sucker (say that fast three times) to dry off and prepare for a coat of wax or prepare for paint restore.

The new Down & Dirty product is simply amazing; just spray on (wheels, tyres and chassis) then use either the Little Stiffy or The Chubby brush for extra penetration and hose off. As Bowden’s Own says, “Super effective for removing stubborn red dirt, grime, mineral deposits, grease and oil from vehicle underbodies and inner guards.” Down & Dirty is safe to use on all metals, plastics, rubber and non-porous surfaces. It’s also good for removing black exhaust soot, built-up road grime, and mud, grease and oil marks. 

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I am also a big fan of Under Armer, which I use prior to every big trip as it coats the underside and chassis with an anti-corrosion barrier that will last for two to three months. This formula has taken five years to develop and it works well at repelling mud, salt, sand and road grime. Application is straightforward; high-pressure hose the underside of your 4×4, spray Under Armer on all surfaces, let it dry then hose off. It will leave the underside clean and shiny but it won’t leave it tacky and sticky like some others do. 

Bowden’s Own is an Australian family-owned and operated business that uses Australian companies to develop and make its products, right down to the caps, bottles and labels. As well as car and 4×4 products, there are bike-cleaning products, cannons for your home pressure washer and service kits, apparel, brushes and more.

Despite an increasing consumer preference for SUVs, the Ford Ranger and Toyota HiLux remain immovable atop the 4×4 sales charts.

Ford shifted a total of 4481 Ranger 4x4s for the month, increasing year-to-date sales to 20,719. Toyota sold a total of 4208 HiLux 4x4s in May, increasing its YTD sales to 16,970. However, these figures are substantially lower compared to 2024. At the same time last year, the Ranger 4×4 had accumulated 24,778 sales (-16.4 per cent compared to 2025) and the HiLux 4×4 had 20,004 sales in the bank (-15.2 per cent).

Market trends indicate the SUV segment is the only division showing growth compared to the same month last year (+3962 sales; +6.6 per cent). The LCV segment had 1835 fewer sales (-7.2 per cent); and the Passenger segment was down a whopping 7086 sales (-33.3 per cent). 

Digging deeper reveals the SUV segment now holds a 60.4 per cent share of the overall market, up from 55.8 per cent in 2024 (YTD). The Passenger segment has declined from 18.0 per cent to 13.7 per cent; while the LCV segment remains steady at 22.3 per cent. 

This is highlighted by the total sales for both the Toyota LandCruiser Prado (2732) and Ford Everest (2369) in May. This positions the two off-road wagons behind only the Ford Ranger and Toyota HiLux on the 4×4 monthly charts. This is reflected on the year-to-date charts, which sees Prado and Everest sales increase to a total of 13,406 and 9589 respectively. Again positioning them behind only the Ranger and HiLux on the 4×4 YTD charts.

Sales were also strong in May for the 300 Series LandCruiser, posting a total of 2040 sales for the month, up from 1022 sales registered in April. Its biggest competitor, the Nissan Patrol, posted 661 sales for the month.

BYD sold a total of 1302 Sharks in May, which is consistent with the total number of deliveries registered in April (1293). A total of 7431 BYD Sharks have been sold so far this year. 

At the top end of the segment, Chevrolet Silverado posted 247 sales for the month, leading the Ram 1500 (223 sales), Toyota Tundra (31 sales) and Ford F-150 (28 sales).

Speaking of big-dollar buys, the FCAI has also partnered with the European Australian Business Council to advocate for the conclusion of a comprehensive Free Trade Agreement with the European Union, which could lead to the removal of the Luxury Car Tax and the elimination of the five per cent tariff currently applied to EU vehicle imports.

“Australia’s automotive sector strongly encourages all participants to deliver a trade outcome that is future-focused rather than prolonging outdated and inefficient policy arrangements, and one that allows Australians to share in world-leading mobility, safety and environmental technologies at the lowest possible prices,” Weber said.

Australia’s top-selling vehicles for the month (4×4 and 4×2 variants combined) were the Toyota HiLux (4952), Ford Ranger (4761), Toyota RAV4 (403), Toyota LandCruiser (3046) and Toyota LandCruiser Prado (2732). 

Overall new-car sales in Australia decreased by 5.2 per cent in May 2025 compared to May 2024 (105,285 versus 111,099). 

GWM has given the Tank 500 a facelift, unveiling a redesigned front grille aimed squarely at Australian buyers.

“This update reflects Australia’s influence in shaping the vehicle to better align with local consumer preferences,” the brand said in a statement.

The refreshed front end is bolder than before, featuring fewer horizontal slats while retaining a strong chrome presence. Despite the cosmetic changes, the Tank 500 continues to hold a five-star ANCAP safety rating.

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The new grille is part of a broader series of updates rolled out over the past 12 months. These include locally tuned suspension for improved ride and handling, and software enhancements – most notably to the adaptive cruise control system – to further refine its on-road performance.

The Tank 500 remains a well-equipped, three-row, seven-seat large 4×4 SUV that delivers strong value against higher-priced rivals like the Toyota LandCruiser 300 Series. It comes in two variants – Luxury and Ultra – both powered by a 2.0-litre turbocharged petrol-electric hybrid producing 255kW and 642Nm, paired with a nine-speed automatic transmission. Off-road capability is bolstered by front, centre, and rear locking differentials.

Production of the updated Tank 500 began in April 2025.

GWM has successfully beaten one of Australia’s most infamous off-road challenges: Beer O’Clock Hill.

A total of three GWM vehicles – the Cannon Alpha PHEV, Cannon XSR diesel and Tank 300 diesel – reached the summit in a show of strength for GWM, a brand out to prove it should no longer be underestimated when the going gets rough. All three of the vehicles were essentially showroom-stock – the XSR wearing factory tyres; the Cannon Alpha shod in Mickey Thompson Baja Boss all-terrains. 

By reaching the summit, the Cannon Alpha PHEV made history by becoming the first PHEV of any kind to ascend Beer O’Clock Hill. Powered by GWM’s Hi4-T platform, the system combines a 2.0-litre turbocharged petrol engine (180kW/380Nm) with a 120kW electric motor (400Nm) to deliver a combined output of 300kW and 750Nm. It uses a nine-speed hybrid automatic transmission with full-time 4WD.

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In addition, the Cannon XSR became the second full production-spec vehicle ever to officially conquer Beer O’Clock Hill – following the INEOS Grenadier. The Cannon XSR is powered by a 2.4-litre single-turbo diesel engine, producing 135kW and 480Nm and paired with a nine-speed automatic transmission.

“Successfully conquering Beer O’Clock Hill is no small feat. Many try, few succeed,” said Steve Maciver, Head of Marketing and Communications at GWM Australia. “For GWM to take multiple vehicles across different powertrains – including the new PHEV – to the summit speaks volumes about the strength, technology and real-world engineering behind our 4WD line-up. We’ve always known what our vehicles are capable of, but this achievement doesn’t just back up the promise, it delivers the proof.”

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Located within the Springs 4×4 Adventure Park in Queensland, the technically demanding 100-metre ascent features gradients of up to 50 degrees, three separate rock steps, and a difficult rock ledge as steerers approach the summit. 

It’s a climb that has caused plenty of vehicular damage over years, according to the park’s owner, Lucas Bree: “I reckon Beer O’Clock Hill has caused hundreds of thousands of dollars in vehicle damage over the years. 

“[It has] shut down some of the most heavily modified rigs I’ve seen, so watching showroom-spec GWM vehicles, including a plug-in hybrid, make it to the top has completely changed my view of the brand,” Bree said.

The successor to the FJ Cruiser may be a step closer to production, with a newly uncovered design patent revealing what is believed to be Toyota’s next compact off-roader.

The design images discovered by Top Gear Philippines showcase a boxy SUV with a silhouette reminiscent of both the 70 Series LandCruiser and the discontinued FJ Cruiser. It remains unnamed in the filing, but rumours suggest it will carry the LandCruiser FJ badge.

Key visual elements include squared wheel arches, a high beltline, an upright windscreen, and a tailgate-mounted spare wheel. The compact SUV also features rugged bumpers and production-spec wing mirrors.

The upcoming model is widely believed to sit on Toyota’s IMV-0 ladder-frame platform, the same chassis that underpins the Hilux Champ pick-up. This platform provides a robust foundation for off-road capability, signalling that this vehicle will be built to handle challenging terrain.

Powertrain options are expected to include tried-and-tested engines from Toyota’s global workhorse line-up: the 2.4-litre and 2.8-litre GD-series turbo-diesels, along with a naturally aspirated 2.7-litre petrol engine. Transmission choices are likely to include a five-speed manual and six-speed automatic, both proven in other IMV-based models.

According to Japanese media reports, the compact LandCruiser could be officially unveiled by late 2025, potentially making its public debut at the Japan Mobility Show in October. If that timeline holds, production could begin in early 2026.

As winter sets in and power bills start to rise, BLUETTI’s End of Financial Year Sale is here to help Australians cut energy costs – with discounts of up to 43 per cent across portable power stations, solar panels and home backup systems.

Running from June 1 to 30, it’s the best time to upgrade your energy setup for camping, road trips or simply staying warm at home.

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Pack light, power anywhere

For quick outdoor adventures, BLUETTI’s lightweight models like the AC2A and AC70 are built for grab-and-go power.

The AC2A weighs just 3.6kg – lighter than a house cat – yet powers laptops, routers and even mini heaters. Many tech users rely on the AC2A’s 20ms UPS function to keep routers, game consoles and security cameras online – even during outages. The AC70, with its ergonomic handle and compact design, is a camper favourite. One happy user said: “It ran my CPAP machine overnight, humidifier on and all!”

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Off-grid power for the long haul

Embarking on a road trip or setting up a van workspace? The AC180 and Elite 200 V2 are trusted choices for caravans, 4WDs and remote job sites.

Praised as a highly versatile solution for 4x4s, boats and remote sheds, the AC180 proves its worth wherever reliable power is needed off the grid. These units offer high power output with a surprisingly compact footprint – plus ultra-fast recharging that gets you from 0 to 80 per cent in just 45 minutes, fast enough to top up while you’re packing or stopping for coffee.

Recharging on the road is a breeze when you’re equipped with both the BLUETTI alternator charger Charger 1 and portable solar panels. The Charger 1 delivers up to 560W straight from your vehicle while driving – perfect for cloudy days or overnight top-ups. When the sun’s out, the foldable, water-resistant solar panels harness clean energy with high efficiency. Use them separately or together for a reliable, uninterrupted power supply – so you can say goodbye to energy worries, wherever the road takes you.

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Winter comfort, lower bills

At home, the AC300+B300K modular system offers peace of mind during outages and peak tariff hours.

You can customise your set-up based on how much power you need – from running a heater on cold nights to keeping your fridge and coffee machine humming. And if your needs grow, expanding the system is easy with plug-and-play battery modules – no rewiring, no hassle. As BLUETTI user Paul put it: “Massive capacity, compact design – the amount of power in such a small space is insane.”

Don’t miss BLUETTI’s huge EOFY deals!

From grab-and-go units to full-home systems, BLUETTI’s EOFY Sale offers real savings and real power. Head to BLUETTI’s official website to score the best deals before June 30 – and start powering smarter this winter.

The 250 Series Toyota Prado is the fourth generation of the 4×4 wagon to be sold in Australia following on from the 150, 120 and 90 Series models that set the framework for what has become one of the country’s most popular 4x4s for off-road adventures and school drop-offs.

Not widely known is that there was a Prado well before the 90 Series, but it was never sold by Toyota in Australia. The 70 Series Prado first appeared in 1990 when it was sold in Japan and other south-east Asian markets as the 77 and 78 Series and, although it was never sold in Australia by Toyota, there are a few grey-import examples here now.

The 70 Series Prado used what is essentially the four-door wagon body that we eventually got here as the VDJ76 in 2007, but it was fitted with unique front sheetmetal, grille and headlights, plus it had coil-spring suspension and lighter duty axles borrowed from the HiLux of the time. The light-duty wagon was sold as the Prado in some markets and as the LandCruiser II in others.

This adaptation of light-duty underpinnings was similar to what we saw under the Bundera in Australia. The Bundera was a short-wheelbase, two-door 70 Series that got coils and HiLux axles, and was available here with a removable top. Other LandCruiser 70 Series of the time were commercial vehicles that rode on leaf springs and big diffs for hard work, and in the case of the Bundera the inclusion of coil-spring suspension and light-duty axles was made to make the basic vehicles better suited to family and recreational use. 

The 70 Series Prado you see here is a 1999 KZJ78 model owned by Saul Zuvic. Saul imported the Toyota from Japan and he uses it for off-road adventures mainly in Victoria. 

As the model name suggests, Saul’s car is powered by the 1KZ 3.0-litre turbo diesel engine which we are familiar with from early HiLux models and also the 90 Series Prado. The engine is backed by a three-speed automatic transmission and dual range transfer case that is push-button/vacuum operated. 

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Retro 4x4s are becoming collectible and there’s a certain cool factor that comes with driving one. That coolness is amplified when the vehicle is something different, and the Prado front end differentiates the KZJ78 from the VDJ and now GDJ76s that are common in Australia. Saul says it always raises eyebrows and promotes questions from those that see it when he is driving. 

Toyota has gone retro with the look of the 250 Series but it is something that’s hard to manufacture and get the right level of cool. That said Saul recognises the touches made by Toyota’s design team

“I love the exterior of the 250,” he commented. “It harks back to the best-looking LandCruiser in my opinion, the 62 series with the rectangle headlights. The proportions seem similar to the 80 Series, and the rear also reminds me of the 80.

“It’s refined and classy, but tough looking at the same time. But when I hop back in the 70 Series, I find the 250 lacks character. I wonder if in 30 years enthusiasts will be fighting to get their hands on a 250, if of course they last that long.”

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The old 78 Prado is highly specified considering its age and the fact that it is a 70 Series. As well as the auto transmission and push-button transfer case, it has power windows with an auto-up function, something you don’t even get in a new 70 Series, while the cloth trim is also plush by 70 standards. 

The dash panel is a unique mix of 70 and 80 Series style featuring a soft-touch padded top that curves over the old school analogue gauges. Saul has added a double-DIN sound system for a touch of modernity but it remains a far cry from what you find in the 250 Series Kakadu. 

The interior of the 250 Series, on the other hand, is loaded with tech and features starting with a premium 12.3-inch multimedia screen with wireless Apple CarPlay and Android Auto, Bluetooth, cloud-based in-built sat-nav, a panoramic moon roof, leather-accented seat trim with eight-way power adjustment and power lumbar support and memory for the driver and four-way power adjustment for the passenger seat, heated and ventilated front and second-row seats, manually-adjustable driver seat cushion length, digital rear view mirror, heated steering wheel and heads-up display. There’s also a digital instrument cluster, a refrigerated console chiller, power adjustable steering column and a JBL sounds system blasting out through 14 speakers. 

It’s a full on luxury interior worthy of the $100k price tag of the top-of the line model, but it will be many decades before the 250 will ever be as cool as Saul’s retro 78.

Off-road performance

After a stint behind the wheel of the Kakadu Saul said, “It’s a world away from where the Prado started, as a rugged, simple four-wheel drive. The suspension in the 250 soaks up rough unsealed roads, making them feel like fresh tarmac would in the 70 Series Prado. It’s comfortable and quiet in the cab, and feels like a luxury yacht, as you would expect from a modern four-wheel drive pushing a $100k price tag.”

Meanwhile, we jumped into Saul’s 78 on the same tracks. Getting behind the wheel the seating position is much like that in my own 1985 BJ73 but the dash pad is a more modern and softer design. The 1KZ engine sounds more like the BJ engine in my Cruiser than the 1GD powering the 250 but it gets along with a similar feel. The auto transmission feels great for its age and the updated suspension is doing a great job. 

Saul has upgraded the suspension under the Prado with Tough Dog 50mm raised coils and Pro Comp monotube shocks. There’s a familiar rattle and squeak from the rear doors of the 70 but it just adds to the cacophony that comes with a classic old off-roader, adding to the character.

Saul has set up the 78 as a touring 4×4 and to date it has taken him to Coffin Bay in South Australia, as well as Victorian High Country staples like Mt Buffalo, Mt Buller, Howqua Hills, Alpine National Park, Mt Wellington, the Avon Wilderness area and Licola. 

Touring kit includes a set of drawers with a fridge slide holding a MyCoolman fridge, a 100Ah lithium battery, a Rhino-Rack and platform, and a set of Stedi spotlights on the factory Toyota front bumper. Saul had a set of steel wheels wearing 33×10.5-15 BFGs on it the day of our shoot but we’ve also seen it wearing skinnies with retro Toyota hubcaps, which look super cool. 

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Verdict

“Would I trade it for my 70?” said Saul of the 250. “Yes, of course, it would be daft not to. But would I love it as much and will it be spraining necks with a street presence you can only get from a 1990s vintage Cruiser? No way!”

It will be many years before a 2025 model 4×4 could ever be considered cool or vintage, and would the authorities let us drive old cars by that time? It can be argued that keeping an old vehicle like Saul’s Prado on the road is much better for the environment than building an all-new one, with all the plastics, chemicals and precious metals required, no matter how much alternative fuels and technology you throw at it. 

All too often we hear folks talking about their new 4×4 and say it will mainly see on-road use with maybe an easy beach drive on occasion. 

It’s as if driving on a beach is easy but, in reality, you’re more likely to get bogged in sand than in any other off-road conditions, and you’re more likely to lose that new 4×4 to an incoming tide than from some off-road incident out in the bush. 

I love heading out bush, even on short trips to a mate’s place to boil the billy or pass Lakelands, south of Cooktown, to cast lures for barra and sooty grunters in the Laur and Normanby rivers. But it’s the country north of Cooktown on the Starkey Track where offroad adventure begins, sand dunes and rutted sandy and windy bulldust tracks that terminate at amazing fishing spots.

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It’s in my front yard as I live in Mareeba, the gateway to the Cape and the Northern Gulf. A mate and I often go on a day trip by getting an early start, though mostly we make the most of the escape and camp for a night or more, sitting around a friendly campfire under a starry sky, listening to howling dingoes.

But a trip can go wrong in seconds unless one is aware and prepared for the pitfalls, bogs, slashed tyres and other unforeseen events. It’s all about preparation and driving to the conditions, something I have been doing for decades in my quest for adventures. Allow me to provide you with some handy bush-driving skills that have been part of my life.

Beaches and dunes

We all tend to drive overloaded vehicles. I run the Toyo A/T tyres on my HiLux at 40psi on bitumen and 36psi on hard dirt roads, but let them down to 12psi on sand dunes. Corrugated roads are best done at 30psi.

When driving in soft sand, highly inflated tyres will get you bogged before you get started and while some drivers reckon that wide tyres are better they actually push up more sand in front of the tyres and increase the risk of sticks and stones damaging bulging sidewalls. Don’t be fooled that tyres with low air pressures will ‘roll’ over obstacles without being damaged because they ‘flex’ better; the vulnerable sidewalls are exposed at low pressures.

Setting the correct tyre pressure will depend on the weight of the vehicle and the terrain. Some sand, especially on damp beaches, tends to be hard. Always drive on the tidal section of a beach, not on the soft sand above it, because that is where birds and turtles lay their eggs.

Soft sand will bog a 4×4, but getting stuck can be largely avoided by lowering tyre pressures down to 16psi or lower. Deflated tyres can roll off the rims when cornering or from hitting an obstacle, so slow down to crawl-speed to avoid popping a tyre off the rim. If you have a flat on a beach, changing the wheel on an incoming tide is risky. Drive as high as possible above the high tide mark when doing so.

The headlands of many beaches are rocky and driving on aired-down tyres could result in a shredded sidewall from sharp rocks. Even smooth rocks can cause tyre damage. It’s wise to pump tyres up on long rocky beach sections to minimise the chance of sidewall damage.

Many beaches have springs and running creeks that wash out deep holes. If you happen to run into one it can be hard yakka getting your 4×4 out. I know a former commercial fisherman who lost his trayback when he ran into a spring hole on a beach north of Pormpuraaw – the vehicle has now rusted away…

Dunes are tricky and often too steep to traverse because of fine deep sand. Wide, aired-down tyres and speed are best for dunes, but be slow on the crest if you don’t know what is on the other side of it. Drive over one too fast and you may launch into space. Be careful on unstable slopes, especially if the vehicle loses traction and drifts down it, trapped in a fine sand avalanche. Trying to turn when this happens may result in a roll over on a steep slope. Be careful braking; instead, let the natural friction of the sand and its suction to control stops.

Bush tracks

The bush tracks through monsoon woodlands turn from corrugation in the early stages of the dry season to bulldust or heavy sand at the end of it. The bulldust is very capable of dry bogging vehicles. When traversing such tracks it’s best to air down to half the pressure of your sealed-road pressures.

Unlike beach driving, it’s impossible to get any speed up on winding, timber-lined and sandy bush tracks. Use low range, third gear when conditions demand it. The problem is that sand sucks tyres in; just stop to see how it piles up about the wheels. This increases drag and the wider the foot print the more drag. Speed will get you through most patches, but as bush tracks often have deep potholes and washouts, take care when doing so.

If you don’t air down you can get dry bogged in this stuff when your vehicle progressively slows down and runs out of power. I have aired-down and still got bogged down because I was towing a heavy boat trailer. You must lower trailer tyre pressure also.

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Avoid using the brakes and rely on the gears. Lock auto transmissions in the preferred gear and mode before entering sandy sections, not after you are bogged and need a winch or the recovery boards to get you out.

Bulldust worries newcomers, but it won’t bog you unless you hit a deep hole and are hung up with the vehicle sitting firm and flush on the hard centre and the wheels unable to grip on a soft bottom. It’s rare but it happens, especially after a road train convoy has gone over it. The fine talcum-powder-like dust penetrates everything; a good reason to turn up the aircon to full bore when entering a long stretch. Use the windscreen wipers when it splashes over the bonnet… and it will.

Something to remember is that as with the sand on beaches and dunes, bulldust is firmer in the morning, or when damp from a shower. The same applies to beach sand which is best driven over on a receding tide.

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Bush tracks often hide exposed roots, rocks and even fallen trees that are covered in sand or bulldust. Keep an eye open for them or it may mean suspension damage or a tyre change, an unpleasant job in bulldust.

Take care on dirt and gravel roads where gravel is piled up in the centre. Be wary when changing lanes’ at speed because the vehicle will fish-tail and roll, which is almost guaranteed if you are towing a trailer/van when it crosses the centre pile. Many such roll-overs happen on the Cape’s Peninsula Developmental Road, with most drivers having no clue what happened. The same occurs when driving on low-pressure tyres and taking corners at 100km/h, and the rubber rolls off the rim. Game over…

Getting bogged

Bogs happen when you suddenly hit a soft patch or run out of engine power to get you over the top of a dune or across a long stretch of heavy sand.

The first thing to do is to stop, because spinning wheels dig down deeper and can damage your vehicle’s gearbox. If there is another vehicle with you it’s an easy escape with a snatch strap, while a winch hooked up with a sand anchor (or buried tyre) is another method when stuck on a beach or dune. On tree-lined bush tracks it’s simple to hook the winch cable to a tree, though in the damp parts and after the wet season, small trees will pull out from the ground.

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One of the easiest means of un-bogging a vehicle from sand is with recovery boards. However, don’t forget to carry a long-handled shovel in case some digging about the wheels is required. Avoid short-handled and survival shovels if you want to avoid a bad back.

If you head off the dirt roads and onto monsoon forest tracks on the Cape, or pretty much anywhere in the tropical north, you will encounter conditions as described. Plan for them because it can all go wrong in a split second…

Necessary equipment 

Carry recovery gear when heading into the wilderness. It starts with a reliable air compressor; buy the best you can afford, not a $30 special as it won’t pump large 4×4 tyres up. You will need a tyre gauge and deflator set.

A winch is handy, but you can spend a lifetime in the bush and never use one. I carry a 50-year-old Tirfor hand winch that has seen some heavy work. Backing the winch is a recovery kit, including an extra 10,000lb breaking strain snatch strap. I carry two and have used both to recover vehicles. What applies to winches applies to MaxTrax recovery boards, but when you do need them they are invaluable. They are not that heavy and are easy to store and carry.

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A spare 10t hydraulic jack lives in my tool kit. It’s used for changing tyres instead of the Toyota jack. Have a long-handled shovel. Avoid trench shovels; they are only good for a walk in the scrub with a toilet roll.

A few days back, old mate and I went hunting on a property that has been in limbo for years. The tracks are in disrepair and only used by buggies and quadbikes, with some sections so tight that we had to use an axe to cut small trees down; a good reason to carry an axe or one of those nifty battery-operated chainsaws.

General Motors has announced it will invest $US888 million (almost $AU1.4 billion) in its Tonawanda Propulsion plant in Buffalo, New York, to support production of its next-generation of V8 engines.

The move – counter to the global shift toward electrification and zero-emissions vehicles – marks the largest single investment GM has ever made in an engine facility. The funding is set to go towards new machinery, tools and facility upgrades needed to manufacture the sixth generation of GM’s V8 engines used in the company’s full-size trucks and SUVs. 

The updated engines are expected to offer stronger performance, improved fuel economy, and lower emissions, driven by advancements in combustion and thermal management technologies.

“Our significant investments in GM’s Tonawanda Propulsion plant show our commitment to strengthening American manufacturing and supporting jobs in the US,” said Mary Barra, Chair and CEO of General Motors. “GM’s Buffalo plant has been in operation for 87 years and is continuing to innovate the engines we build there to make them more fuel efficient and higher performing, which will help us deliver world-class trucks and SUVs to our customers for years to come.”

Tonawanda becomes the second GM propulsion plant selected to produce the new engine line, following a $500 million investment announced in January 2023 for the company’s Flint Engine plant in Michigan.

While gearing up for the launch of the new V8 engine in 2027, Tonawanda will continue producing GM’s current fifth-generation V8 engines.

The 2023 GMC Yukon and Chevrolet Silverado 1500 in Australia both use a 6.2-litre V8 petrol engine producing 313 kW and 624 Nm, paired with a 10-speed automatic transmission.

In April 2025, General Motors issued a global recall affecting more than 720,000 vehicles – including the Chevrolet Silverado 1500, GMC Sierra 1500, and GMC Yukon – fitted with the 6.2L L87 V8 engine from model years 2021 to 2024.

The recall addressed manufacturing defects in the connecting rods and crankshafts that could lead to engine failure.