4X4 Australia

Value. It’s a concept that’s getting more and more rare in this day and age. Somewhere along the way, 4x4s went from being the agricultural second vehicle you could throw a few bucks at and tour Australia in, to ultra-commodified luxo-barges with price tags to suit. 

Enter the Chinese contingent. Over the last decade the high-value, low-dollar, medium-quality Chinese 4x4s have taken this country by storm, and they’re only just getting started. Sure, they’re not quite as refined as a Lexus or as ballsy as a V6 Ranger, but they’re bringing huge amounts of bang-for-buck to the Australian public. 

Take the GWM Tank 300 turbo-diesel for example. For $53,490, some twenty gorillas cheaper than the cheapest JL Wrangler (probably the most similar vehicle in terms of size and functionality) this thing offers diesel economy, legit off-road prowess and plenty of scope for modification while wrapping you in comfort and technology. 

We recently got our hands on one of the first diesel models in the country and put it through its paces on our 4X4OTY test, where, it has to be said, it more than held its own. Can that magic combo of diesel power, twin lockers, modern comfort and capability offset the fact that it’s not an established brand in this country? Let’s find out. 

JUMP AHEAD

Turbo-diesel powertrain

The 2.4-litre turbo-deezy, borrowed from the GWM Cannon, could best be described as ‘adequate’.

Words like grunty, or torquey or even fast don’t really belong in a story about this engine, which is unfortunate as the overall vehicle really does have a lot to crow about. But the engine just doesn’t inspire much in the way of acceleration-induced grins. Sure, there’s now a 3000kg tow rating, up from the 2500-odd kgs the petrol can lug behind it, and the nine-speed auto does its job, if somewhat uninspiringly, but the reality is the engine is a bit of a miss. 

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It’s rattly, it’s asthmatic and really doesn’t give you a lot of confidence in terms of prospective longevity either. On the plus side, it’s economical and has enough to do the job, both on- and off-road (sorta), but falls short in terms of outright power and torque delivery to the point where it was the only vehicle in our 4X4OTY test to not make it up a particularly steep and scrabbly hill climb. It wasn’t a lack of grip or articulation that let it down, it simply lacked the wheel speed to get it up the obstacle.

To be honest, it’s frustrating in this day and age of 160kW+ diesels from factory coming out and returning decent economy with barrels of torque available, for a manufacturer to see the 135kW and 480Nm from the Tank as acceptable. Come on guys, to be competitive you need to pump those numbers up by a good 20 per cent as a minimum. You’re making the Toyota four-cylinder diesels look fast, which at the very least should be raising a few red flags in the design meetings.

Still, the Tank is easy enough to punt around the suburbs, through the dirt and up the highway, just don’t expect the old pulse to be set racing while you’re doing so. 

On-road performance

For a RWD, short(ish) wheelbase and relatively high centre of gravity, the Tank handles way better than it should.

It can be pushed past its limits without a heap of effort, but you should expect that from this type of vehicle. It’s really very easy to keep within those limits and make the bitumen commute a pleasurable one. 

We won’t re-hash the engine shortcomings, but one thing we should chat about is the overly intrusive driver aids that are more frustrating than finding out the hottest person in your year had a crush on you back in high school. In a word, they’re garbage.

Lane assist as a concept should never have been green lit in any vehicle ever in the first place, but the Tank’s steering-wheel grabber is even more overbearing than normal. If it were human, it would be a close-talker who reckons brushing its teeth is only for special occasions. As it is there are moments where you’d swear you can feel its breath on your neck. It sucks. 

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Then there are all of the other autonomous braking and dings and bells and red-light flashes that can also die in a fire. I’d sincerely like to meet the driver these things are invented for, so I can forcibly remove their license and maybe break their kneecaps to ensure they’re never behind the wheel again. If you cannot keep your vehicle in its lane, or realise that you’re a wee bit close to the car in front of you during peak hour, maybe it’s time to hang up the stirrups, cowboy. 

Oh, and the facial recognition that detects when you’re yawning and annoyingly and insistently suggests you take a break, or the polite lady who suggests you slow down when you’re driving spiritedly to the conditions? Yeah, they can also hop straight in the bin.

The thing is, though, these things aren’t solely a Tank thing. Almost all modern vehicles have them to some degree or another. Other than that, the Tank is actually a nice on-road experience that offers better than decent value, so you have to give it the credit it deserves. Sure, the rear-view mirror vibrates at speed to the point you can’t tell what’s behind you, and the speakers aren’t great, but the 8.5-in touchscreen, digital dash and power everything (except, oddly, the steering wheel adjustment) make for a modern and relatively stress-free driving experience.

Off-road performance

With a nice mid-wheelbase, twin lockers and decent approach and departure angles, the Tank really does shine off-road.

Low range gearing is fantastic, especially paired with that nine-speed auto, and it was really only that one hill climb that troubled the Tank during our testing, which was a power issue, and can’t really be laid at the feet of its off-road credentials. 

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For the money, there aren’t too many other stock 4x4s that’ll come close. It’s a great throwback experience to the middy LandCruisers and Jeeps of yesterdecade that were off-roaders first and foremost, with everything else a secondary consideration. There’s a lot to love about that. 

In reality, there are very few mods needed to make the Tank an absolute track-eating weapon. Even just a set of aggressive rubber would make this thing very close to unstoppable. Of course, there are portal hub kits available for them, and the diffs and CVs are strong enough to handle 35-inch tyres… just thinking out loud here. 

Verdict

The driver aids deserve a Darwin Award, but we’ve already banged on enough about them.

Most can be turned off in the settings on the touchscreen, but geez it’d be nice if they stayed off and didn’t have to be re-done every time you turn the engine on. 

Storage is couple-friendly, but a family may need a roof rack or a larger vehicle for long distance touring. This isn’t really designed for extended family getaways though, it’s more of a ‘drop the kids off at school and maybe head away for a quick weekender (with or without the kids) a few times a year’ affair, as opposed to ‘let’s hit the road full time and start an Instagram page’ situation.

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With that said, the electric front seats are supportive and good for long distance comfort, and the mod cons are plentiful, so there’s no reason you couldn’t tour comfortably in a Tank. Plus, there’s a lot of scope for additional accessories to make it an ideal multi-purpose 4×4. For us we’d start with the usual power-ups to get things moving like they should, then turn our attention to some barwork and winch, then the suspension and tyres. It’s practically begging for all of them, and that’s really the beauty of a vehicle like the Tank. 

It’s an entry level blank canvas that could quickly be turned into something as wild as you could want, and on a budget. And there’s a hell of a lot of value in that. 

MORE 2024 GWM Tank 300 Ultra Hybrid review

The Kia Tasman dual-cab 4×4 ute will start from $49,990 and top out at $74,990 when it lands in local dealerships this July.

With pre-orders for the hotly anticipated Kia pick-up now officially open, this sub $50,000 launch price of the Tasman S positions it fractionally below the Ranger XL equivalent, currently listed at $50,880 (single turbo) or $53,680 (bi-turbo).

The top-spec X-Pro will be priced at $74,990, on par with the V6-powered Wildtrak ($74,840) and under-cutting the Wildtrak X ($77,640) and Platinum ($80,640) 4×4 variants.

2025 Kia Tasman 4×4 dual-cab pricing
Tasman S$49,990
Tasman SX$54,490
Tasman SX+$62,390
Tasman X-Line$67,990
Tasman X-Pro$74,990
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A 4×2 model – S – will be released at the same time, for $42,990. Plus, Kia Australia has confirmed a dual-cab chassis will arrive approximately one month later than the July launch, and this will be followed by a single-cab chassis late in 2025. Pricing for these variants is yet to be determined, but Kia has stated the single-cab chassis will be offered in S 4×2, S 4×4 and SX 4×4 guise; and the dual-cab chassis in S 4×4 or SX 4×4 trim.

“The Tasman is by far Kia Australia’s most anticipated model yet, reflecting the scale of Australia’s ute market and the passion of these owners,” said Damien Meredith, Kia Australia’s Chief Executive Officer.

“We are confident the input from Kia Australia at each stage of its development, along with its competitive value and versatility, will make it a very strong contender in the local market.”

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The five-model line-up has been built on an all-new ladder-frame chassis, with all variants boasting a braked towing capacity of 3500kg and payloads in excess of 1000kg – but all dual-cab pick-ups can be secured with a reduced payload option to meet the criteria for a novated lease.

All Tasmans are also equipped with an integrated Trailer Brake Controller (with a Towing Mode). The Tasman’s tub can fit a pallet between the wheel arches, with the tub’s cargo capacity listed 1173 litres. The vehicle measures 1512mm (length), 1572mm (width), and 540mm (height). All 4×4 variants, including the entry-level S, come standard with a mechanical rear diff lock.

On the inside, all variants receive a 12.3-inch driver monitor, as well as a 12.3-inch infotainment screen with wireless Apple CarPlay and Android Auto. The two upper-spec variants – X-Line and X-Pro – come with dual wireless smartphone charging capabilities. Also limited to these two models is a “slide and recline” function for the second row seating.

The Tasman is powered by a 2.2-litre four-cylinder turbo-diesel engine, producing 154kW and 440Nm and paired with an eight-speed automatic transmission. 

What does each variant get?

Tasman S

SX (in addition to S)

SX+ (in addition to SX)

X-Line (in addition to SX+)

X-Pro (in addition to X-Line)

MORE 2025 Kia Tasman ute: Everything you need to know

The Pajero has always been a good package, but not enough people ever give it much thought. 

This sense of being overlooked by a lot of new car buyers may be a nightmare for Mitsubishi’s marketing team, but for you it means you can get a Japanese-built, reliable and capable 4×4 wagon for around the same price as a freshly introduced Chinese wagon. In fact, the top-of-the-line Pajero Sport GSR rings in at around the $65K mark, which is about what you’d fork out for a mid-range Everest.

Even so, the upper end of the Pajero Sport stable is not where I’d be dropping my cash. Sure, you miss out on the eight-inch touchscreen and leather seats, but there’s no better engine on offer, no uprated transmissions, not much of anything that’ll make touring any easier or better, so I’ll save my money for stuff I actually do want.

MORE 4x4s we’d buy, and how we’d modify them: Mazda BT-50
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For me, the one-step-up-from-the-base-model Pajero Sport GLS is the gee-oh. Mainly because they come with a rear diff-lock, and colour me old-fashioned, but lockers are still the king of the traction aids off-road. Even from stock, the GLS ticks the boxes for weekenders, and the annual pilgrimage to somewhere awesome that can’t be reached by the masses in their beige cardigans, ahem, Camrys.

By buying the cheaper model, it makes sense that you have a few bucks left over for mods. The list should be familiar to most by now: bar-work, long-range tanks, racks, drawers, batteries and power-ups, and finally, some suspension and rubber to get the spring rates dialled.

The 2.4L twin-turbo-deezy, while an improvement on the older models, is still about as exciting as a dissertation on Taylor Swift’s back catalogue, so an ECU tune or quality plug-in-play module (whichever you prefer, me, I’m a tune guy) for around two-grand would be my first stop.

From there, a quality alloy bull bar and winch which would set me back roughly five gorillas. I like modern alloy bars (like the Rival bars for around $3500) because they save on weight, incorporate recovery points and have provision for an electric winder. I do a bunch of solo travel, so that means a lot to me.

While drawers and roof racks are great, I don’t think I’d bother here. Just use the old plastic boxes in the back and forgo the roof-topper for a swag-n-stretcher, which is still the best and easiest set-up in the world. Fight me. I’d use my remaining savings on the best two-inch lifted suspension I could afford (I reckon Bilstein are up there as one of the best in performance versus cost for a Pajero Sport) and some hybrid AT rubber – I’ve always run Japanese or American tyres and never gone wrong (Toyo, Nitto, Mickey Tees, Goodyear, etc.).

That’d be stage one. After a few months of letting my bank account recover, I’d look into a lithium set-up (around the 100A mark) for my fridge, some LED spotties, a long-range tank and, if I could stretch it, a front locker. With that, I reckon there’d be fewer than a dozen gazetted tracks in the country I couldn’t confidently tackle.

MORE More Pajero Sport news and reviews!

Toyota has given its 300 Series LandCruiser its first significant update since the vehicle launched in Australia in 2021, with the revised model line-up now in dealerships.

As a result of these changes, pricing has increased across the six-model line-up. The entry-level GX now costs $97,990 (previously $96,991); the GXL is $110,820 (previously $108,791); the VX is $122,510 (previously $120,991); the Sahara is $139,310 (previously $138,191); the GR Sport is $146,160 (previously $144,791); and the Sahara ZX is now $146,910 (previously $145,791). All prices are before on-road costs.

As reported in December last year, the update will see the 300 Series gain a suite of safety and multi-media updates.

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A key update for MY25 is that the base-spec GX is now equipped with a broader range of Toyota Safety Sense active safety technologies – tech previously only offered on the VX and above. This includes lane trace assist with steering wheel vibration; emergency steering assist; and the emergency driving stop system. Guidelines have also been added to the GX’s reversing camera.

As part of the mid-life update, the GX also gets a 7.0-inch digital instrument cluster, and new power adjustment for the steering wheel.

The entire range now also benefits from the latest-gen multimedia system that supports connected sat-nav, and wireless Apple CarPlay and Android Auto. Plus, the company’s Toyota Connected Services now includes a remote air-conditioning function and cloud-based connected navigation.

As per the GX, the GXL has also received a 7.0-inch digital instrument cluster. In addition, it gets four-zone automatic climate control; a centre console cool box; suede-like fabric upholstery; eight-way driver’s seat powered adjustment with lumbar support; 40/20/40 split-folding second-row seats; and a second-row centre armrest.

MORE 2024 Nissan Patrol Warrior vs Toyota LandCruiser GR Sport: Off-road review
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The VX gets a bigger 12.3-inch digital instrument cluster; eight-way power adjustment for the front passenger seat; a powered tailgate; and an HDMI port has replaced the DVD/CD player. The GR Sport now gets a puddle lamp on the inside of the tailgate, while the Sahara and Sahara ZX remain unchanged.

“When launched locally in late 2021, the LandCruiser 300 Series continued the legacy created by its forebears, offering excellent performance, comfort and off-road capability for families and adventurers alike,” said Sean Hanley, Toyota Australia’s Vice President Sales, Marketing and Franchise Operations.

“This new range of upgrades to the line-up offer valuable safety, comfort and technology improvements which customers are sure to appreciate.”

The LC300 remains powered by a 3.3-litre twin-turbo-diesel V6 producing 227kW and 700Nm. It’s paired to a 10-speed automatic transmission and a full-time all-wheel-drive system.

2025 Toyota LandCruiser 300 Series pricing

GX$97,990
GXL$110,820
VX$122,510
Sahara$139,310
GR Sport$146,160
Sahara ZX$146,910
MORE More Toyota LandCruiser 300 Series news and reviews

I have a rather huge soft spot for the heavily under-appreciated BT-50, ever since I pummelled one through the High Country a few years back chasing dirt bikes and highly modified GQ and GU Nissans on a wheeling trip. 

For a stock standard rig, the BeeTee handled itself incredibly, suffering only a weeping shock at the end of a gruelling week on all of the main tracks plus a few that weren’t signposted.

Another thing I’m a fan of is Extra cabs, or as Mazda calls them, Freestyle cabs. Why? Because dual-cabs really don’t offer heaps of room as it is, and the shorter tray means a lot of sacrifice in terms of what you can carry. Plus, the rear axle is more centralised under the tray, so handling is optimised. As someone who regularly takes my dirt bike away, the extra tray length trumps the extra rear seat room, which I rarely need, and it fits my fridge on the back seat nicely. So I’m sold. Given Mazda only offers the Freestyle cab in the XT cab-chassis models, that’s my huckleberry. 

At $51,700, it offers decent value, and assuming I can afford the top-spec BT-50 SP at around the $70K mark, it gives me a bunch of wiggle room to turn this thing into a proper tow rig and tourer that’d be right at home tackling a Simmo crossing as it would turning right at Dalhousie and heading up to explore the Top End for a few weeks… or months. 

The engine in this trim is the same as the D-MAX – the 4JJ3 3.0L turbo diesel, which I love, because while its power output is lame from the factory, the wick can be turned up a lot without affecting reliability. I’d spend $8000 to upgrade the snail with a G-Turbo, PWR front mount, a Process West Catch Can and custom tune, then I’d chuck an extra grand on top for a Redback DPF-back three-inch exhaust (it’s actually legal, officer). The result: 280 horses to the rubber and a swarthy 650Nm for towing and cool points. Lock me in, Eddie.

I’d then swing past my local Ironman 4X4 store and grab a Raid front bar with a 32-inch lightbar, and then bolt in a Carbon Scout Pro 9000lb winch while it’s all getting fitted up. That’d cost me around $4000, and while my wallet is getting lighter, the front end of my rig is starting to get a little heavy so it’s time for suspension shopping. 

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With utes, I’m a huge fan of fitting the best shocks you can afford. Mainly because the front coils and rear leaf springs, once you have the rates sorted, don’t affect the ride nearly as much as the shockies do, in my experience. I don’t need a big lift from this thing, so a set of 25mm spacers under the rear leaf packs with King shocks and a replacement set of King coilovers from Mike’s Shock Shop ($5000-ish) in the front should level things out while still retaining a bit of lift to fit up some 265/75R17 Falken Wildpeak ATs. 

This’d give me about the ultimate in rutted desert track hooning ability without the undue stress on ball joints and steering arms that comes with big lifts and bigger rubber. And I still have my rear diff locker that’d get me over the majority of tracks. 250+hp, 650Nm of pull, riding on Kings while being able to self-recover and with a few bucks leftover for fuel.

Who said Mazdas were boring?

MORE 2025 Mazda BT-50 on sale now: Full pricing and specs revealed

The 2025 Nissan Patrol is on sale in Australia, with the family off-roader benefitting from a suite of interior and tech updates as part of its latest refresh.

As a result, the price has increased marginally: the Patrol Ti is now $90,600 (previously $89,260), the Ti-L is $102,100 (previously $101,960), and the Premcar-fettled Patrol Warrior is $105,660 (previously $105,520).

The ‘Y63’ Patrol was officially unveiled last year, with the seventh-gen model set to transition from V8 grunt to V6 power in the form of a 3.5-litre V6 twin-turbo producing 425hp (317kW) and 700Nm, and a 236kW/386Nm 3.8-litre naturally aspirated V6. However, for the time being, the V8 remains.

MORE 2024 Nissan Patrol Warrior vs Toyota LandCruiser GR Sport: Off-road review
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New for 2025 is the inclusion of a new 12.3-inch central touchscreen across the range, which replaces the outgoing 10.1-inch screen. The new infotainment unit includes wireless Apple CarPlay and Android Auto, in-built sat-nav, and a wireless charger.

Also new for MY25 is a fully customisable 7.0-inch TFT Driver Dash Display; an Off-Road Monitor, to provide an increased line of sight when off-roading (ala Land Rover’s invisible bonnet); and an Intelligent Around-View Monitor with Moving Object Detection.

The cabin has also been treated to an upgrade, with two colour schemes now available: a black leather-accented layout; or a chestnut palette with woodgrain highlights through the dash and door, and quilted leather seats.

On top of these changes, the top-spec Patrol Ti-L now gets a premium 13-speaker BOSE sound system, a cool box in the centre console, and a digital high-definition Intelligent Rear View Mirror.

“Practicality, capability and comfort have long been the hallmarks of the Patrol, and these 2025 updates only improve the recipe that has made our flagship SUV so enduringly popular among adventurous Australian families,” says Nissan Oceania, Vice President and Managing Director, Andrew Humberstone.

“The 2025 Patrol delivers improved cabin comfort, and technology that only enhances the drive experience whether you’re on- or off-road, without altering any of those core fundamentals.“

The Patrol remains powered by the 5.6-litre V8 petrol engine, producing 298kW and 560Nm and running through a seven-speed automatic transmission.

Updates for MY25

Nissan Patrol Ti and Patrol Warrior

Nissan Patrol Ti-L adds

MORE More Nissan Patrol content!

Hot off its recent debut at the 2025 Melbourne Motor Show, the all-new MG U9 ute is currently undergoing real-world testing in the Australian wilderness in preparation for its launch later this year.

Slated for a Q4, 2025 launch, the U9 is travelling from “Broome to Albany to Cooktown and everywhere in between” as part of a rigorous testing program led by an in-house team of MG engineers, to ensure the vehicle is built to handle Australia’s harsh conditions.

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“The reaction to the MG U9 at its global reveal at the Melbourne Motor Show was fantastic. We are proud to have unveiled MG Motor Australia’s first-ever ute – a vehicle designed, engineered, and refined by MG,” said Peter Ciao, MG Motor Australia’s Chief Executive Officer.

“Our local team is committed to fine-tuning the MG U9 over the coming months to meet the needs of Australian drivers. This is MG’s ute – tough, capable, and designed for the diverse conditions and demands of this country. Most importantly, it will offer incredible value for Australian families and tradespeople alike.

“We’ve already seen strong early interest from motorists registering for updates. We’re looking forward to sharing more with them in the lead-up to the MG U9’s launch later this year.”

MORE New 4x4s coming to Australia in 2025
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Details remain scarce, with full pricing and specs to be revealed closer to the U9’s launch in Q4 this year. However, MG has confirmed the U9 will be powered by a 2.5-litre turbo-diesel engine, producing 160kW and 520Nm. It will have a 3500kg towing capacity, as well as a hidden rear foldable step.

The U9 will also feature the MG Pilot safety suite with 360-degree cameras and sensors. It will also get MG’s iSMART app, which allows remote access functions. Wireless Apple CarPlay and Android Auto will also be standard.

Full pricing and specs will be revealed closer to the vehicle’s launch in Q4, 2025.

MORE New utes coming to Australia in 2025

The 2025 GMC Yukon Denali has officially arrived in Australia, with the first remanufactured right-hand-drive vehicle rolling out of GMSV’s stand-alone facility in Victoria.

The Yukon Denali marks the debut of the GMC brand in Australia, and deliveries are expected to commence in Australia and New Zealand from May. Deep pockets will be needed to secure the US-born SUV, which is priced from $174,990 in Australia.

“This is a flagship product in the truest sense of the term – an eight-seat family vehicle unrivalled in terms performance and practicality,“ said Jess Bala, Managing Director, General Motors Australia and New Zealand.

MORE 2025 GMC Yukon SUV: Everything we know
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“There’s no better vehicle to launch the GMC brand in our market, with the Yukon Denali’s combination of potent performance, towing confidence and luxury in every seat delivering a truly unique proposition in the upper-large SUV space.”

The Denali is powered by a 6.2-litre EcoTec3 V8 petrol engine producing 313kW and 624Nm and featuring a Dynamic Fuel Management system to improve efficiency by shutting down four cylinders when they’re not needed. The engine is paired with a 10-speed automatic transmission.

The Denali is equipped with an Active Response 4WD system with an electronic limited-slip differential and two-speed transfer case to improve off-road performance. The towing juggernaut can tow “in excess” of 3500kg.

The burly SUV has ample room to fit eight people inside, with official numbers stating the vehicle stretches 5330mm in length, 2058mm in width and 1943mm in height. Plus, it has a wheelbase of 3071mm. In fact, there’s a massive 3480 litres of cargo space when the rear seats are folded down.

The interior also benefits from heated and ventilated front seats; heated second-row seating; a 16.8-inch infotainment display, with wireless Apple CarPlay and Android Auto; a 14-speaker Bose sound system; an 11-inch Digital Driver Information Centre; a 15-inch multicolour head-up display; dual 12.6-inch colour-touch LCD HD rear screens for second-row passengers; and a Panoramic sunroof.

It also gets a full suite of driver assistance features such as adaptive cruise control, forward collision alert, lane keep assist, and a 360-degree camera.

2025 GMC Yukon Denali: Australian features

Engine and powertrain

Safety technology

Exterior

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Interior

Measurements

MORE 2025 GMC Yukon SUV: Everything we know

I’ve spent a lot of time driving many different new vehicles over the last couple of months. Between the 4X4 of the Year test and multiple new model launches, I’ve sampled many new 4x4s and have been reacquainted with some old favourites.

One stand out from driving all these different new 4x4s is that the newer they get, the more annoying and distracting chimes they emit. While vehicle manufacturers and do-gooders like to warn us about the dangers of distracted driving, and are happy to point the blame at drivers themselves, the onus should be on the vehicle companies and the distractions they create.

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The chimes, bleeps, buzzers and bongs that come from the dash of these new vehicles has become so relentless that I’ve had to teach myself to tune out from them; I reckon they have become the biggest distractions of all when they prompt the driver to take his/her eyes off the road ahead to see what the warning is for.

When you hear a warning chime you look down at the dash which is a complex array of lights and information, some of them miniscule and not always obvious. If you paid heed to all of them you would never have the time to look at the road ahead, in which case you’d really hope the autonomous systems would do their job in preventing you from running into something while you are looking at the dash.

Perhaps that is why many new vehicles have that little widget in the gauges in front of the driver to show where the vehicle is sitting in the lane. It’s a symbol of the vehicle with lines either side of it representing the lane, and they light up and warn you when you drift one way or the other. The widget mimics the image you have out through the windscreen, which is far a far better indicator of where you actually are than if you’re looking down at the stupid dashboard!

Heaven forbid that the distracting warning should be about anything important!

Then you get in the LandCruiser 76 Series or the Ineos Grenadier, which have very limited levels of safety tech. The Ineos has almost none (for the time being), while the LandCruiser just has a lane-keeping assist that occasionally pulls the vehicle back into the centre of the lane with an autonomous application of the brakes, but for the most part these are non-intrusive systems. More importantly, the LandCruiser has great visibility out of its deep windscreen and side windows, so you’ll see any potential hazards in the real world, with your own eyes, not on the dash!

Modern safety tech saves lives, there’s no denying that, but loading vehicles up with excessive tech just because it exists will prove more hazardous than not having any of that tech at all.

MORE You don’t need a 4×4 with low range and off-road tyres to start exploring Australia

I don’t often get excited about shovels because they usually mean bloody hard work, but I recently encountered a brand that may change the way we think about recovery gear. 

The inventor of this American-made DMOS shovel is Susan Pieper, a mum who in 2015 watched her son break shovel after shovel while making ski jumps in their backyard. After many years of persistence and kickstarter campaigns, the first tool was launched.

Now, many years later, DMOS has grown and is available in many countries. The idea behind the brand was to build extremely lightweight but strong bits of gear that were designed for people who work and play in demanding conditions. I chose the Delta shovel (to us Aussies it’s more like a V-nose spade)m as well as the Stealth shovel with mounting kit. 

MORE How to use Maxtrax recovery boards
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The multi-use heavy-duty Delta shovel weighs in at 2.5kg. It has a premium 12-grade steel blade and the handle is made from aircraft-grade alloy and extends out to 1000mm. The unique patented multi-adjustable connector on the head can quickly turn the shovel into a hoe so you can dig trenches or drag mud and rocks out of the way. 

The Delta is the result of more than a hundred prototypes and it features the ideal strength-to-weight ratio, versatility, quality and portability for a multitude of uses. It’s also covered by a limited lifetime warranty.

The award-winning Stealth shovel is an amazing piece of gear that folds to a very compact size to fit into its mounting bracket. Made from 6061 aluminium, the head is 400mm wide and can act as a rake, snow or sand shovel. The handle is fully adjustable out to 1370mm so it works if you’re standing up, or you can compress the handle to dig under your vehicle. It weighs in at just under 1.5kg. 

MORE Recovery boards comparison
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The Stealth mount is made from premium aluminium and it has pre-drilled holes and slots to securely mount to multiple applications. It is also extremely light at just under 1kg. The kit comes with mounting hardware plates, stainless lock-nuts and hex bolts, and is fully lockable to keep sticky fingers away.

I headed down to my local beach to try out the DMOS shovels in the sand, and I came away impressed with just how easy it was to use the Stealth digging sand out from under my 80 Series Cruiser. Extending the handle made it easier on my back and I could really scoop a stack of sand out. The Delta was equally impressive when digging out a deep trench in the soft sand. 

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DMOS says it empowers people who are able to ‘Do My Own Sh*#’, and the company stands behind its products with support partnerships that include competitors in the Baja 1000, snow teams, serious off-road drivers, first responders, adventurers and hikers who take on harsh climates across the world. 

Browsing the company’s website, you’ll see multiple variations of shovels plus the relevant mounting kits and also a range of clothing and 4WD gear.

RRP: $399(Delta); $349.95 (Delta Mount); $259 (Stealth)

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