Mitsubishi has added new Roll Top Accessory Packs to its Genuine Accessories catalogue, with the packs available to order now at Mitsubishi dealerships across Australia.

The Accessory Packs include a Roll-Top Tonneau Cover; a Tow Bar Kit, with tow bar, tongue, wiring harness and 7-pin flat connecting plug; a Tow Bar Accessory Kit, which adds a 50mm tow ball, black tow ball cover and storage bag; an Electric Brake Controller; a Dust and Water Defence Kit; and a Cargo Tie Down Kit, which adds four rails and six adjustable eyes.

To entice customers, Mitsubishi has paired the launch of the new product with an introductory offer when signing on the dotted line for a flagship GSR variant. A Triton GSR fitted with a Roll Top Accessory Pack is currently available for $68,990 for private buyers. Opting for the electric version will cost an additional $1000. A new GSR is currently listed at $63,840.

The Electric Roll Top Accessory Pack can also be ordered individually for Triton GLX+, GLX-R, GLS and GSR Special Edition, with an RRP of $7865 including fitment. Installing the pack on the top-spec GSR costs an extra $200 ($8065).

Buyers can choose to install just the Electric Roll Top Tonneau Cover on GLX+, GLX-R, GLS and GSR Special Edition, with Mitsubishi charging $4200 including installation. Again, it’s an extra $200 to have it fitted to the top-spec GSR.

The standard (non-electric) Roll Top Accessory Pack and Tonneau Cover is available to order individually, but only for the GSR model. Including fitment it costs $7065 and $3400 respectively.

“Mitsubishi Australia continues to develop and expand the Triton’s Genuine Accessories range to support its customers,” said MMAL’s GM of Product Strategy, Bruce Hampel.

“By bundling a group of high-quality, in-demand Genuine Accessories into a truly complementary package, we can deliver incredible value while fulfilling a wider range of customer needs.”

The Finke River is the world’s oldest riverbed that only flows for a few days in good years. It winds its way through the Red Centre, eventually disappearing into the sands of the Simpson Desert.

Along its route are some of the best remote campsites you’ll ever experience including the famous Boggy Hole, as well as many other great spots.

This adventure begins on Ernest Giles Road, an unsealed road from the Stuart Highway to Kings Canyon Road.

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Once off the Stuart Highway, I aired down my tyres to gravel-road pressures of around 26psi in the front and 28psi in the rear. This provided a more comfortable ride over rough patches, floodways and corrugations.

I was supposed to tackle this track a few years ago with some mates. However, we took a wrong turn and had to cross the dry Palmer River. I was towing my camper trailer at the time and it took us four hours to extract it and my Prado, as well as another vehicle, out of the deep sand.

We retreated with tails between our legs. Had we read the map properly and worked out that the start of the track was a few kilometres to the east, we would’ve enjoyed the drive.

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The right way

For the right route, turn onto the Tempe Downs Road from the Territory 4×4 Route information board until the track heads north. Once through the gate, the sandy track traverses dune country with plenty of desert oaks making for a picture-perfect scene; it is a beautiful drive.

Keep to the left when traversing the dunes, and UHF channel 10 is probably the best channel to be on, although when travelling solo, it’s better to scan and listen for chatter. If you find that your 4×4 is labouring a bit on the soft sand dunes, let a little more air out of your tyres to make the going easier.

Passing through a second gate, leaving it as found, the track soon crosses the ford at McMinn Creek. Once over the creek, you’ll reach a fork in the road, and from here follow the signs to Illamurta Springs. You will come to another intersection; keep left as the track to the right leads to Ilpurla Community.

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It is a 1km return walk out to the police ruins at Illamurta Springs, which is quite fascinating. It certainly would’ve been harsh living out here, especially in summer.

The springs provided an important refuge for Aboriginal people until a police outpost was established here in 1893 at the request of settlers taking up leases along the Finke and Palmer rivers. Assisted by Aboriginal trackers, the police pursued and arrested many cattle spearers and took them to Alice Springs to stand trial.

The walk takes you past abandoned stockyards before entering a dense thicket of umbrella bush. You’ll pass a small well before emerging into a clearing which is the site of the old police outpost. A fly net is a must-have, as the little buggers are sociable and plentiful. I was greeted by some good-looking horses when retracing my steps back to the main track, and they’d joined a handful of cows at a water trough.

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Down by the river

Once on the Finke River Route, the track to Running Waters is easy-going.

There are a couple of stretches of deep sand, but pick your line and keep the momentum up and you’’ll be fine. Running Waters is a designated campsite, but I wanted a campsite overlooked by cliffs, and as it was only lunchtime I continued on until I found a good site on the Finke River.

You’ll pass a sign that tells you to collect firewood before you enter the national park, but you will have to walk for a bit because the landscape has been stripped bare between the sign and the first Finke River crossing.

I found a fantastic campsite just past the first rocky crossing of the Finke River. On the opposite side of the waterhole, a colourful cliff face looked over the campsite. There was plenty of firewood too, so I found a level spot on the river stones and set up camp.

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The whisper of a breeze blowing through the trees was soothing, and the chirping of crickets and occasional bird song meant I soon forgot about the buzzing of the flies. My afternoon was spent chilling after a few days of long drives, and it was nice to sit back and relax.

A couple of dingoes visited just as the sun began neared the horizon and lit up the cliff face. They weren’t worried by my presence so I assumed they’d seen humans before and held no fear; I kept a close eye on them while cooking dinner and kept all the lights on in case they came closer.

Leaving camp, the track heads away from the riverbed and returns to red desert sand. It was mildly corrugated as it wound its way alongside a range and headed towards the national park.

I enjoy driving early in the morning, looking at all the animal tracks in the sand, but it’s a concern when you spot feral cat footprints everywhere as I did on this drive. The spinifex was seeding after the rains, and it was nice to watch the sunlight bouncing off the seed heads. The flora here is a mix of acacia desert, mulga and gidgee, with the occasional desert oak.

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Entering the park

Reaching the Finke Gorge National Park gate, I spotted several warning signs that read ‘No firewood collection past here’, ‘Experienced drivers only’, ‘High-clearance vehicles only’ and ‘Must carry recovery gear and enough food and water’. The track briefly follows a fence line before returning to the river and heading across the high bank. It was great seeing so much water here; a good amount of rain had fed this massive waterhole.

Take care driving with the grass so high because it’s difficult to see washouts and holes in the wheel tracks. There is a steep dip along this section, highlighted by Northern Territory warning signs, which is one reason why towing on this track is not recommended; you’re likely to get stuck and need to winch out, as the angle of the drawbar on the back of a 4×4 would be severe.

You need to book campsites online before arriving in Finke Gorge National Park, and you’ll need a Northern Territory Parks Pass, which is a separate fee for access to this and all the national parks within the Northern Territory.

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The next crossing of the Finke River was fun. Star pickets with pink ribbons show the correct route, and the water levels were low when I went through, but the sand was deep. The next crossing was wide and stony with a stable base, and if you look up the river, a beautiful rock face dominates.

This spectacular track heads cross country before meeting up with the river again. A short crossing had a stony base, so it didn’t cause any issues. Close by is another good bush camping option near to the water with a rock face overlooking the campsite.

From here the track closely follows the Finke River, with a jagged range on the left that’s a bit like the China Walls near Halls Creek. There are spectacular spots along here for camping close to the track, and the track isn’t as busy south of Boggy Hole.

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You need to pick your line carefully at the next crossing with some larger rocks on the southern side, but it’s not too difficult to negotiate. If at any stage you think you’re on the wrong track, just keep an eye out for the pink ribbons or blue triangles on the trees and star pickets.

As the track heads to the right-hand bank it becomes sandy, but more like desert sand than river sand, so it’s easy-going. There is a camping sign that leads to Sunny Waterhole, which I consider to be the best bush camping site on the Finke River.

The sand is deep and soft, but if you head upstream, it’s stonier and more accessible. It was only 10am when I reached this fantastic camp and I had the place to myself. There were a lack of flies on this morning after a chilly night, and the air was still nippy with a cool breeze. I didn’t miss them, but they returned with a vengeance once the air warmed up.

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Top spots

As I sat and reflected on this journey with an ice-cold beverage in hand, I realised that it was the campsites that made this such a fantastic adventure.

With colourful rugged cliff faces overlooking calm waterholes, and white ghost gums contrasting against the coloured rock, plus the white sandy beaches and multi-coloured river stones, this is why I’m drawn to Central Australia.

The following day, having departed this epic campsite, I continued towards Boggy Hole. The track became stony in sections with a few rocks and plenty of washouts. Care is needed, especially if it’s wet, as the clay would be slippery. The track leads you across a low range and back down to the riverbed. The next crossing is stony, followed by an extensive stretch of deep sand traversing the river’s western side.

Not far from Boggy Hole are some police station ruins on the eastern side of the river. There was a walking track, but the water was so deep there was no chance I could reach the ruins. Thankfully, I had the drone and sent it across to check them out.

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The Boggy Hole camping area is stunning but not as good as where I’d camped the previous night. This camp is often used with the number of fire pits dispersed around the small area. Access to the water is down a steep, unstable bank, and the water here is deep, so it wouldn’t be wise to fall in; it would have been icy cold.

The birdlife was prolific here with ducks, a cormorant and other birds such as budgerigars, wagtails, whistling kites and sparrows enjoying the water and adding their voices to the sound of fish splashing as they fed on the bugs. There were many reeds along the bank, so access to the water was limited. I sat and watched the little green budgies fly in swarms through the trees and grasses, the noise from their wings like bicycles on a velodrome.

Another campsite with nobody else but me and my thoughts. I love my job, travelling to places like this and sharing it through 4X4 Australia. We truly are spoiled by the beauty of the McDonnell Ranges and the Red Centre.

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Journey’s end

The sunset that night was a colourful one, and with it the flies disappeared and I could cook dinner. I enjoyed an early night before my sleep was interrupted by the eerie howling of dingoes.

This went on until after 7am. It was as though the matriarch had called the pack home, and it was an incredible few hours. I spotted one dash through camp in the predawn light and another on the other side of the river, howling as it ran. Once the dingoes had settled, it was peaceful again, until one bloody crow told me where to go. It was time to get up and hit the trail.

From here the track again follows the river closely, and the next crossing was the deepest one so far. Thankfully, star pickets showed where to drive, so it was second gear low, with just enough speed to create a nice bow wave.

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The exit had some deep, soft sand and then I had to make a sharp turn to follow the track. There were a few more short crossings before a long stretch of deep, soft sand. The northern section of the track is fascinating, and I loved driving it.

There were still a few river crossings and stretches of deep sand, but it wasn’t a demanding drive early in the morning. Having said that, it would be a real challenge in the heat of the day.

Eventually I arrived at the junction of the Finke River and Ellery Creek. Once I crossed Ellery Creek, the track reverted to a two-wheel desert track with grass in the middle, relatively smooth compared to the bumpy ride endured on the first couple of days, although there were some slow goings through washouts and as I traversed a section of Ellery Creek before reaching the national park gate.

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I ran into a couple of park rangers just after I had exited the park – this was the first vehicle I saw since I left the Stuart Highway – and I had a good chat with them. They had a boat on the back of their LandCruiser as they were checking for invasive weeds along the waterholes.

The sand is deep just before reaching Mpakaputa, and then the track becomes a corrugated dirt road. Follow the Northern Territory 4×4 track sign – you’re not permitted to stop in the community. The track ends when you reach Hermannsburg.

The Finke River Route is an incredible drive and you should put it on your Red Centre bucket list. Take your time and enjoy spending a few nights camped beside the waterholes that dot this ancient riverbed.

Isuzu Ute Australia has released pricing and specs for its 2025 MU-X, with the updated model gaining a suite of new tech, refreshed styling, and a new flagship variant in a revised model line-up.

As a result, the price has increased across the entire four-tier range. The base-spec 1.9L LS-M 4×4 now costs $54,400 (up from $53,400); the 3.0L LS-M 4×4 is $56,400 (up from $55,400); the 1.9L LS-U 4×4 is $61,400 (up from $59,900); the 3.0L LS-U 4×4 is $63,400 (previously $61,900); and the 3.0L LS-T 4×4 now costs $71,400 (up from $67,990. The new range-topping X-Terrain asks for $74,400 (RRP).

*MY2024 prices based on February 2025 pricing guide

Despite these price hikes, the MU-X is still well-positioned against its biggest rival, the Ford Everest. Comparatively, the Everest 4×4 is priced at $59,240 for the base-spec Ambiente; $67,040 for the Trend; $74,640 for the Sport; $76,590 for the Tremor; and $81,200 for the top-spec Platinum.

Set to land in Australian dealerships from March 1, 2025, the updated MU-X boasts an extensive list of changes, with IUA’s director promising at the vehicle’s launch that this update “isn’t just a skin-deep nip and tuck”. Let’s take a closer look.

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Headlining the changes to the MU-X local line-up is the addition of the new X-Terrain flagship variant, with Isuzu’s PR manager, Mark Harman, claiming it’s “the highest specification we’ve ever had in this range”. Defining the X-Terrain from the rest of the range is the fitment of gloss black 20-inch alloy wheels inside 65/50R20 Bridgestone 684II HT tyres; updated interior upholstery, dashboard and door trims; red LED ambient lighting; a bespoke gloss black front grille with updated LED fog lights; a lower body side skirt; underbody spoiler at the rear, and X-Terrain badging. A new Slate Grey metallic paint is also exclusive to the X-Terrain.

The MU-X will continue to be powered by either a 110kW/350Nm 1.9-litre turbo-diesel (LS-M and LS-U) or the venerable 140kW/450Nm 4JJ1 3.0-litre turbo-diesel (LS-M, LS-U, LS-T and X-Terrain). Multiple powertrain options are currently “under study” for the D-MAX and MU-X, with Isuzu UTE Australia considering ways to reduce its CO2 outputs to meet strict NVES regulations. For now, though, internal combustion will remain.

Isuzu has revised the MU-X’s suspension across the range, with all models benefitting from retuned dampers with 6.6-per-cent larger diameter pistons – the internal diameter is up from 30mm to 32mm. Plus, we’re told there’s potential for even more improvement should IUA consider another collaboration with Walkinshaw for an MU-X Blade. But that’s a wait and see.

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The seven-seater is also more aggressive in its styling, with sharper lines, chiselled angles, redesigned bi-LED headlights, and a refreshed grille noticeable at the front of the vehicle. At the rear, the cleaner design is emphasised by the inclusion of wider tail-lights tied together by a full-width trim piece. The base-spec LS-M is the only variant not equipped with a hands-free electric tailgate.

The LS-M also carries over the same 17-inch alloys from the MY24 model, but the rest of the line-up has been equipped with refreshed wheel and tyre combos. The LS-U now wears 18-inch alloys with a 12-spoke design; and both the LS-T and X-Terrain get 20-inch alloys, the latter dialled up a notch courtesy of the as-mentioned gloss black finish and more aggressive angles.

The MU-X’s interior benefits from stylistic changes to the seats – updated high-grade cloth for LS-M and LS-U, and perforated leather for LS-T and X-Terrain, with the X-Terrain distinguished by the addition of red stitching throughout. A welcome change across the range is the transition from chrome to satin/gloss black trimmings inside the cabin, which not only thwarts reflections but also limits fingerprint marks.

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Tech has also been updated for 2025, with the LS-M getting the same 4.2-inch MID as per the revised D-MAX. LS-U, LS-T and X-Terrain models are equipped with the bigger 7.0-inch MID which adds extra features such as navigation and tyre pressure monitoring prompts. Promised to be “faster, snappier and more user-friendly”, the infotainment system – 8.0-inch for LS-M and 9.0-inch for LS-U, LS-T and X-Terrain – features wired and wireless Apple CarPlay and Android Auto, as well as multiple USB-C ports. Tuning and volume dials now neatly integrate below the infotainment screen.

Rough Terrain Mode was first implemented when this-generation MU-X debuted late in 2021, and the traction control system has now been refined to work across a broader range of surfaces. In theory, activating RTM in combination with a locked rear differential should make the MU-X an extremely proficient off-roader .. but we’ll have to wait until our review drops next week.

Isuzu has also refined the existing Tyre Pressure Monitoring System, to be a more user-friendly experience by displaying real-time pressures and temperatures on both the 7.0-inch MID and 9.0-inch infotainment screens. As a result, only the base-spec LS-M misses out on this feature.

Off-road specs

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Already stamped with a five-star ANCAP safety rating back in 2022, the MU-X has advanced its suite of safety repertoire by adding a range of new features including a new Gen4 stereo camera, Intelligent Adaptive Cruise Control, Traffic Jam Assist, updated Lane Keep Assist, Rear Cross Traffic Brake, a Welcome Headlight, a Digital Reversing Camera, and a new 360-degree surround view monitor (LS-T and X-Terrain only) which can provide an underfloor view for overcoming off-road obstacles – ala, Land Rover Defender.

2025 Isuzu MU-X safety features

• 8 airbags – dual front, dual seat side, dual full-length curtain, front knee and centre (far-side)
• Autonomous Emergency Braking with Turn Assist (AEB)
• Forward Collision Warning (FCW)
• Adaptive Cruise Control (ACC) – updated
• Intelligent Speed Limiter (ISL)
• Manual Speed Limiter
• Mis-acceleration Mitigation (MAM)
• Driver Attention Assist
• Traffic Sign Recognition (TSR)
• Lane Departure Warning (LDW)
• Lane Departure Prevention (LDP)
• Lane Keep Assist (LKA) – updated
• Emergency Lane Keeping (ELK)
• Blind Spot Monitoring (BSM)
• Rear Cross Traffic Alert (RCTA)
• Trailer Sway Control (TSC)
• Rear Park Assist Sensors
• Tyre Pressure Monitoring System (TPMS)- updated
• Gen4 Stereo Camera – new
• Intelligent Adaptive Cruise Control (IACC) – new
• Rear Cross Traffic Brake (RCTB) new
• Welcome Headlight – new
• Digital Reversing Camera – new
• 360° Surround View Monitor (SVM) – new
• Traffic Jam Assist – new

Here’s a full list of features new or updated for the MY2025 MU-X 👇

LS-M (what’s new or updated only)

• Intelligent Adaptive Cruise Control
• Lane Keeping Assist
• Rear Cross Traffic Brake
• Welcome headlight
• Digital reversing camera
• Revised Rough Terrain mode
• Updated polyurethane-wrapped steering wheel
• Updated high-grade cloth trim seven-seat upholstery
• Updated interior dashboard in matte black
• Updated 4.2-inch Multi-Information Display
• New 8.0-inch touchscreen infotainment display
• 3x 3.0-Amp USB-C ports
• 1x 2.1-Amp USB-A port for aftermarket dash camera
• Updated automatic bi-LED headlights
• Updated double horizontal bar grille
• Updated front bumper and bonnet
• Updated rear bumper and tailgate
• Updated badges
• Updated LED rear combination lights

LS-U adds (what’s new or updated only)

• Updated premium leather steering wheel
• Updated interior dash and door trims
• 7.0-inch Multi-Information Display
• 9.0-inch infotainment touchscreen
• 4x 3.0-Amp USB-C ports
• 18-inch alloy wheels
• 265/60R18 Bridgestone 684II HT tyres
• Updated TPMS
• Updated grille and front bumper
• Updated rear bumper
• Updated LED fog lights with black fog light bezels

LS-T adds (what’s new or updated only)

• 360-degree Surround View Monitor
• 20-inch alloy wheels
• 265/50R20 Bridgestone 684II HT tyres
• Updated leather-accented upholstery
• Black headlining trim
• LED ambient interior lighting (white)
• Updated grille and front bumper
• Updated rear bumper
• Aluminium sidesteps finished in gloss black
• Roof rails finished in gloss black
• Front fender accents finished in gloss black
• Power-folding and heated door mirrors with side cameras (gloss black)
• Door handles finished in gloss black
• Window trims finished in gloss black

X-Terrain adds (what’s new or updated only)

• 20-inch gloss black alloy wheels
• 265/50R20 Bridgestone 684II HT tyres
• Updated leather-accented upholstery with red and grey stitching/leatherette
• Updated interior dashboard (piano black and silver metallic)
• Updated door trims (piano black)
• Ambient interior lighting (red)
• 7.0-inch MID with red fonts, graphics and black instrument shroud
• Updated grille (gloss black with front camera)
• Updated LED fog lights (black fog light bezels and gloss black surrounds)
• Fender flares (gloss black)
• Lower body side skirt
• Lower rear underbody spoiler
• X-Terrain badging

Multiple powertrain options are currently “under study” for the D-MAX and MU-X, with Isuzu UTE Australia considering ways to reduce its CO2 outputs to meet strict NVES regulations.

Isuzu has confirmed both the 2.2-litre turbo-diesel engine and the 1.9-litre hybrid seen in Thailand are on its radar, but the Japanese marque stopped short of confirming whether we’ll officially see either powertrain locally.

While hesitant to discuss any details about future products, IUA did mention it is looking at every powertrain solution it has globally to make sure that it works here, but doubled-down on the fact that it needed to be fit for purpose for Australian customers.

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“While we are working on solutions, it’s important for us to mention these solutions are fit for purpose. They’re not compromised. We don’t want to bring something to market … that just ticks a box,” said Mark Harman, PR manager at IUA. “We’ve always done a very good job with localisation, to ensure our products are Australianised for our market.”

“We can bring out a product, but whether it meets consumer needs should be the first question we ask. Because there’s no point bringing out a product no-one wants because it doesn’t do the job it needs to do,” added Ben Jaegar, head of sales at IUA.

Isuzu UTE Australia has continued with its well-proven selection of drivetrains for both its MY25 D-MAX and MU-X vehicles, currently offering a 110kW/350Nm 1.9-litre turbo-diesel and the well-proven 140kW/450Nm 4JJ1 3.0-litre turbo-diesel – both running through a six-speed automatic transmission.

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“At this point in time we’ve taken the direction to retain our current drivetrains, but it doesn’t mean it’s going to be like that forever. We will explore those avenues. The reality is, we’re going to have to evolve as well – so that will happen,” said Jaeger. “We’re all obligated, the industry is obligated to reduce output of CO2. And everyone is committed to that, and we are as well.

“Different brands will have different technologies, and different directions to try and offset CO2. No doubt it will be difficult with the type of vehicles we have.

“There are going to be stages when you’re not compliant, because the targets are very strict. That’s the reality. So we’ll be compliant as best we can to reduce our CO2 outputs,” Jaeger said.

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Asked whether the strict NVES targets could threaten the viability of IUA, Ben Jaegar said, “We don’t believe so. We think it will be very challenging – it will be challenging for a lot of brands – but in saying that, again, with the technology and the RND Isuzu is currently studying for our market, gives us confidence as well. The reality is, we’re very confident. We are committed to being in the Australian market place.”

An all-electric D-MAX that is slated to arrive in Norway in 2025 is also on Isuzu UTE Australia’s watchlist. In fact, in 2024, Isuzu Japan said in a press release, “Launching in select mainland Europe markets such as Norway in 2025, D-MAX BEV will be rolled out to the UK, Australia, Thailand, and other countries based on market needs and the maturity of EV charging infrastructure.”

When pushed whether we’ll see an electric D-MAX in Australia in the next few years, IUA was a bit more coy. “I don’t think we can answer that one,” Ben Jaegar said. “The vehicle that is going to be released in Norway may not meet the requirements of our customers. It’s a very different market, different usage, different infrastructure for charging – all those sorts of things go into it. It’s a different volume market, for that matter.

“Is it one of the technologies being reviewed? Obviously it is because that’s a global powertrain that will be available to other markets. Whether it’s right for this market? That’s the decision that needs to be made.

“That particular powertrain is definitely one that is under study.”

The collaboration between Isuzu UTE Australia and Walkinshaw Performance could produce another hero variant to join the D-MAX Blade, with speculation mounting that the Japanese marque has an MU-X Blade in the works.

While hesitant to confirm any future product, Isuzu UTE Australia’s Deputy General Manager, Sadanori Sugita, did hint that IUA could be planning another Walkinshaw-tuned variant in the Isuzu line-up.

“We are carefully monitoring the customer requirements,” Sugita said when asked about the prospect of an MU-X Blade coming to Australia. “At this point in time we do not say anything about the future, but, yeah, we are planning something.”

The D-MAX Blade arrived in Australia in November 2024, a few months after the revised MY24 D-MAX range arrived. It launched at an introductory price of $76,990, which was approximately $6K higher than the D-MAX X-Terrain – providing us with a rough estimate of MU-X Blade pricing if it were to transpire.

The D-MAX Blade was based on the LS-U+ and as a result is equipped with leather-accented upholstery with black stitching; an eight-way power adjustable driver’s seat; and heated front seats. Walkinshaw then gave the vehicle a 29mm lift courtesy of new suspension and a larger wheel and tyre package. It also received Monroe 35mm MTV twin-tube dampers that were tuned for local conditions and are 16.6 per cent larger than the original 30mm items.

With coil springs at the rear of the MU-X, you could argue there’s potential for Walkinshaw to go even further with Isuzu’s seven-seat wagon than it could with the leaf-sprung D-MAX ute.

The D-MAX Blade wore Goodyear Wrangler Duratrac tyres, while a thicker 3mm underbody bash plate improved off-road performance. It remained powered by Isuzu’s unchanged 4JJ1 140kW/450Nm 3.0-litre turbo-diesel engine.

The D-MAX Blade retained the standard 4×4 system and came with a full suite of safety features and a six-year/150,000km warranty. It was initially limited to just 400 units.

Whether we’ll see an MU-X Blade is still to be officially confirmed.

The Ineos Grenadier arrived with the potential to be the 4×4 touring vehicle we’ve all been waiting for.

A proper 4×4 built on a ladder frame chassis with a practical boxy body, live axles front and rear with the option of lockers, a choice of six-cylinder petrol and diesel engines, dual-range transmission and available as both a five-seat wagon or double-cab with pick-up or cab-chassis configuration.

As good as it all sounds there’s still no perfect new 4×4 and that’s where the innovative aftermarket comes to the fore. Ineos itself has worked with leading aftermarket suppliers to create gear for the Grenadier and Quartermaster models, but there’s always room for more.

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GrenX is the brainchild of Melbourne based fella Rohan Cooray who’s working with local and international businesses to develop and create products for the Ineos Grenadiers to improve their ability, address any shortcomings in the standard vehicles and tailor them to owners needs and wants. The idea is that GrenX will be able to complete turn-key Grenadier builds for owners with all the fruit they want.

Rohan’s own Grenadier has been his development mule and in the same way he can build a vehicle to a customer’s needs, he’s kitted out this Trialmaster Edition Grenadier station wagon just as he likes it. And when you see his tidy GQ Patrol that rides on a set of 37s, you quickly realise that Rohan is serious about modifications that improve off-road ability.

To see how the GrenX modifications to his Trialmaster work, he threw us the keys for a day to put it through its paces.

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Building a better mousetrap

Being the Trialmaster Edition Grenadier, Rohan’s Ineos came from the factory with plenty of good kit as standard including front and rear locking diffs and the BMW turbo-diesel engine, so its capabilities were pretty good straight out of the box… but there’s always room for improvement, right?

When you already have triple locking diffs, the next best way to improve off-road ability is with better suspension and bigger tyres. The Grenadier has all-coil multilink suspension with the OE components coming from reputable suppliers.

Where possible, Rohan has tried to stay with the European OE suppliers and for the suspension that includes Eibach Pro Lift coil springs which have been matched with Bilstein dampers. GrenX worked with Heasmans Suspension in Sydney to develop the Bilstein shocks to suit Australian off-road conditions. A pair of Polyair airbags sit within the rear coils to help with load management when needed.

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GrenX also worked with Heasmans and Bilstein to address one of the problems that many drivers note with the standard Grenadier, that of the steering feel and the lack of any return to centre effect. The team developed a replacement Bilstein steering damper to suit the Ineos and we had no complaints about the steering in Rohan’s car, even with its oversize off-road rubber.

In fact, we were impressed with the way the Grenadier drove considering it was riding on 37-inch tyres. Rohan told us that for day to day use he runs a set of 295/70s on the Grenadier but fits the 35-inch Yokohama muddies for off-road use. 

The Yokies were reasonably quiet on road and the overall behaviour on the highway was far better than I expected judging by other 4x4s we’ve driven on road on 35s.

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The tyres offered plenty of grip on the off-road tracks we drove however they did scrub lightly in the rear wheel arches on full compression… but not enough to cause any concern or damage. The tyres are fitted to a set of 17×8-inch steel beadlock wheels specifically developed by GrenX for the Ineos vehicles.

Other special projects between GrenX and local 4×4 businesses include the 68-litre auxiliary fuel tank from Brown Davis to supplement the 90-litre factory tank, and the bullbars from Offroad  Animal. OA used the GrenX vehicle to develop both a full bulbar and the hoopless bar as fitted to Rohan’s car as alternatives to the OE Ineos offering.

Significantly the OA bars are made to take a wider range of winches than the factory one and they bring the winch further out in front of the grille.

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While the factory winch mount looks good with the winch tucked away, it can make it tricky to access the winch when needed if there are any spooling issues; putting the winch out front alleviates this issue, and Rohan’s Grenadier has the dependable Warn Xeon 10S winch in its loopless Offroad Animal bar.

Further body protection comes with a set of GrenX rock slider/side steps which not only protect the sills from damage but make it easier to get in and out of the lifted wagon.

At the back of the vehicle the factory rear bumper is retained and there’s an Ineos ladder to aid access to the roof rack. This is a Rhino-Rack as is offered by the factory but instead of being fitted to gutter-mounted cross bars, it sits on GrenX backbone-style longitudinal brackets that make the rack sit lower than with the OE crossbars.

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Up top Rohan has a Starlink Mini set on a bracket from Outcamp, solar panels, a shovel and securely mounted Maxtrax. A 270° awning from Clever Shade is mounted on the passenger side.

Speaking of shade, another complaint that drivers (including us) have had with the Ineos is the way the sunlight belts straight on to the driver’s face through the factory Safari skylights that sit forward of the front-seat occupants. Rohan has fixed this problem with a tint film applied to the glass and a set of removable ‘Snap Shades’ on the inside of them.

Another problem with the interior that GrenX is addressing is the hump in the floor where the driver’s left foot would normally fit. The factory floorpan kicks up here to clear mechanical components underneath and this has been criticised in most right-hand drive markets. GrenX has been able to reduce the size of the intrusion making the driving position a bit more comfortable; it was still in the prototype stage when we drove the vehicle but it does make a difference.

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Storage in the back of the Grenadier has been addressed with a well thought out and made set of drawers. They have been designed to allow a flat floor when the second-row seats are folded down to create a sleeping space, and the drawers include an Engel drawer fridge on the off-side and slide-out tables underneath. A shelf for storing lighter gear is mounted closer to the roof and like the drawer system, these are GrenX developed products.

Under the second-row seat where Ineos fits its OE auxiliary battery, GrenX has fitted a lithium battery controlled by a CTEK management system.

Aside from an EVC throttle controller and rear muffler delete, the powertrain remains standard. The rear muffler was removed to make way for the auxiliary fuel tank and there’s next to no difference in the exhaust note. Rohan has the throttle controller set to a medium setting and it gives the 550Nm 3.0-litre BMW diesel engine plenty of poke straight off the hit.

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This was appreciated around the suburbs and when overtaking on the highways, but personally I’d tame it a bit for off-road use, which is a simple press of the button.

As has been his plan for the GrenX project from the outset, the changes Rohan has made to his Grenadier have addressed many of the common complaints about the vehicle and made it a better off-roader.

He has done this through clever design and by working with quality suppliers and local manufacturers to create the GrenX products. But he’s far from finished!

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Plans for 2025 include 4495kg GVM upgrade kits, lighting packages, a replacement airbox that works with a sealed intake snorkel, engine tuning, wheel-arch flares, air compressor mounts, swaybar and steering stabiliser relocation mounts, extended brake lines, and diff breathers.

It should also be mentioned that most if not all of these modifications are equally suitable for the Quartermaster double-cab models.

If you already own a Grenadier or are considering buying one in the future and are wondering what accessories are available for them, then take a look at the GrenX website and see what’s on offer. The range of gear is always growing for these old school but freshly designed 4x4s, so hopefully we’ll be seeing more kitted up Grenadiers on these pages soon.

A right-hand drive BYD YangWang U8 plug-in-hybrid SUV wearing heavy camouflauge has been spotted by Adam Craze, one of the owners of the Buller Road Brewery, in Mansfield, Victoria.

It’s the same U8 – wearing the same plates – that was spotted in Alice Springs just a few weeks ago, showing that BYD is putting its SUV through some serious local testing and evaluation.

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Those images in Alice Springs were posted to the CarsAustralia Reddit thread, with the following post: “Multiple right-hand-drive Yangwang U8s have been spotted during testing in Alice Springs, Australia”.

YangWang is a Chinese luxury electric car brand owned by BYD, and its U8 is a quad-motor plug-in hybrid SUV that has previously gone viral for its high-tech cabin and its ability to perform tank turns and float on water (yep!).

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It’s powered by a combination of a 200kW 2.0-litre turbo petrol engine and four 220kW electric motors, to deliver a mind-boggling 880kW and 1280Nm.

LHD examples of the U8 have been seen at BYD dealerships around the country, but this is the first vehicle seen in Australia in right-hand drive.

Similar in stature to a 300 Series LandCruiser, the Yangwang U8 is expected to rival luxurious SUVs such as the Range Rover. It is expected to launch in Australia late in 2025 or early in 2026 – but that is yet to be confirmed.

The term resto-mod gets thrown around a lot these days but it can mean different things to different people.

While a true vehicle restoration is one that restores the vehicle back to factory specification with the original drivetrain, paint colour and specification, a resto-mod allows for modifications to improve on what is generally an old vehicle to better tailor it to suit the owner’s usage in a modern world.

The modifications can be as major as a chassis replacement that includes better suspension than what the vehicle originally came with, and a new driveline with a more powerful and efficient engine and transmission, but generally the body of the vehicle will retain its original look and style, giving the owner a cool-looking retro rig with modern-day performance and reliability.

There are no hard and fast rules as to what exactly a resto-mod vehicle is, as it can be different from owner to owner and what they want from their classic vehicle.

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For Victorian Darren Sawyer, his perfect resto-mod is this HJ61 LandCruiser which he has modified to be a better all-terrain tourer without losing its classic good looks.

“It was during Covid so I wasn’t driving my Ford Ranger much and thought I’d rather have an old classic I can work on while in lock down,” Darren told us.

“I’d always loved the 60 Series specifically with the low roof. A couple mates had them so I started reading up on all things 60 and settled on 1987 onwards for the square headlights, and it had to be factory manual with the holy grail engine of the 12HT.”

Despite the price boom of all classic cars during the Covid pandemic, Darren found this tidy example for a reasonable price in Sydney and was able to fly up and drive it back between lockdowns. The drive home  gave him the opportunity to test the Cruiser out and see what it needed.

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“I drove the Cruiser home to Melbourne and figured if there were any major issues, they would show up on the drive back,” recalls Darren. “It was Smooth sailing overall although it felt like some parts were overdue for replacement in both steering and suspension.”

Darren’s plan for the Cruiser was to give it a polish and tidy up to create a neat touring 4×4 but as so often happens with such projects, that soon blew out to  a full rebuild including body and paint, as well as updating the suspension and steering.

Although the body was in pretty good condition with just a dent in the passenger front door, and the only visible rust being four spots around the roof and rear quarter, Darren doesn’t do things by halves and it soon became clear that a simple polish wasn’t going to deliver the results he wanted for the Cruiser.

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After being stripped back to reveal anything that needed attention, the Cruiser was sent to Newlook Custom and Restoration in Geelong to cut out the rust and replace the affected areas with new metal and tidy up any other body blemishes before they covered it inside and out with a few coats of the classic Toyota white.

Newlook specialises in classic car restorations and they got the Cruiser looking better than new before sending it back to Darren for assembly to his exacting standards.

After installing Car Builders sound deadening throughout, the search for original materials and parts began. New carpets and headliner were fitted and the door cards were refurbished, while the seats were rebuilt with new foam and covered in NOS original material which is rare as the proverbial hen’s teeth.

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In fact, Darren became quite adept at sourcing hard to find parts for the 60 going to all corners to find the bits he needed including an original front chrome bumper from Toyota Japan, new OEM mud flaps from a dusty drawer in a Sydney warehouse and a small piece of plastic trim from the dash that he searched for more than two years to finally find on a wrecked vehicle in Queensland. The attention to detail on Darren’s build has to be seen to be appreciated and would be the envy of a concourse restoration.

While this might sound like the Cruiser rebuild was becoming a classic car restoration, Darren wasn’t afraid to replace OE parts with new and improved components.

We’ve often said that Terrain Tamer is a classic Cruiser owner’s best friend when it comes to sourcing replacement parts and Darren certainly tapped into this valuable resource when he needed to.

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The loose and creaky steering and suspension parts were replaced with a combination of both OE Toyota and Terrain Tamer parts including TT’s parabolic leaf springs at each corner with matching TT shocks. The brakes were refurbished using Terrain Tamer front discs, rear drums and master cylinder to ensure better-than-new stopping power.

One of Darren prerequisites for his Cruiser was the 12HT engine which is regarded by many as the pinnacle of classic Cruiser diesel sixes and, thankfully for him, the 12HT in this rig had been rebuilt and fitted with a hi-flowed CT26 turbocharger, so it was ready for more miles ahead. A stainless steel 3.5-inch exhaust from HiTech Exhaust takes care of the soot with a beautifully crafted kick-down at the tailpipe.

The driveline was up for a refurb and the five-speed gearbox and transfer case were rebuilt at Terrain Tamer with a new Terrain Tamer heavy duty clutch employed everything was refitted to the vehicle. The diffs were also rebuilt with an auto-locking centre fitted to the front housing and an ARB Air Locker in the rear.

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Inside job

The real deviations from Toyota’s original masterpiece are revealed when you open the back doors of Darren’s Cruiser.

As the plan was to tour long distances, the rear cargo area has been set up with a comprehensive camping and storage system.

Darren worked with the team at The Drawer Company in Melbourne on the design, layout and construction of the custom module which includes a twin induction cooktop, a coffee machine, Dometic fridge and freezer, plenty of storage and inbuilt strip lighting.

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Tables slide out from the bottom of the units to make food prep and handling easy. The unit sits on a false floor and uses the existing bolts in the rear cargo area so no drilling into the Toyota was needed, and Darren says that it can easily  be removed in less than 10 minutes.

A 90Ah Renogy lithium battery powers the accessories and is managed by a Redarc TVMS with Manager 30 charger and Redvision monitors front and rear so that Darren always knows the condition of his 12v power system.

Adding to the clever storage solutions are a pair of 3XM flip-up windows replacing the rear side glass and these give quick and easy access to the recovery and first aid kits, the TJM air compressor and tank, as well as the Ontap water supply and shower.

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On the road

Darren’s intention to build a cool retro Cruiser with reliable touring ability has been achieved and the 60 has taken him and his wife Ingrid across the Nullarbor to Perth and back, to Kangaroo Island, plus a bunch of local trips in Victoria. At the time of writing, they were planning a trip to Robe for some summer beach driving.

The trip to Western Australia was always a part of Darren’s plan for the Cruiser as it was to be a trip to visit his mother.

“The car is actually named Julie after my late mother,” Darren told us. “The idea was to build a great touring car and travel over to WA to show her when it was completed. Sadly, just three months after she retired in August of 2022, she passed away from an aggressive cancer.

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“The 60 was completed just a month later so we drove to Perth as a send-off for Mum and now it will be used to explore all the places her and Dad planned of going to in her retirement.”

Darren has plenty of people to thank for their help in building the 60 starting with Ingrid for allowing him to put blood, sweat, tears and a house deposit into a classic Cruiser, as well as Car Builders, Andrew and Tony at Terrain Tamer, Mark Kovacic at Newlook Custom and Restoration, Meander at Detail Mode, DWP Motor Trimming, The Drawer Company Melbourne, Ontap Products, Car Mats Direct, Rubber Seals Australia, Exquisite Auto Parts, Leon at L.C. 4×4 Parts/Car Parts, HiTech Exhaust Melbourne, Redarc, TJM Airport West and, lastly, to his Mum. “She would have/ loved it,” he says.

500 issues is a milestone that few automotive magazines have lived to see and we’re proud to join that chosen group.

As one of the original and only remaining 4×4 specialty print magazines in Australia we’ve seen a lot of different vehicles, incredible destinations and innovating products all while navigating the scurge of digital and social media.

To mark the milestone we’ve asked some of the most influential people that have played an import part of 4X4 Australia history, to tell us about their most memorable adventures that thay have had with us.

Ron Moon and Dean Mellor were both long-term editors of the magazine and still play important roles with the title today, while Michael Ellem of Offroad Images has taken more photos and covered more kilometres for the magazine than just about anyone. They speak of three very different adventures in different parts of the world and still inspire to this day.

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Ron Moon

Moonie remembers some of the incredible adventures he’s had with 4×4 Australia over the past 40 years

Five hundred issues! What an incredible milestone that few other magazines, especially four-wheel drive, and even more general outdoor magazines, have been able to achieve or emulate.

I’ve been lucky enough, privileged even, to have been involved with 4X4 Australia from around issue 40. The second time I wrote for 4X4 Australia, as a freelancer with no fixed address, was when the magazine supplied me with a new Nissan Patrol (an MQ wagon) and told me to go out and test it. I thought, ‘Yes! Now where do I want to go?’ and promptly headed off on a four-week trip up the Canning Stock Route.

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Looking back, one of the good things in the 1980s was once you went bush it was difficult for anybody to contact you; no mobile phones, no satphones, no Starlink and certainly no social media, and it wasn’t until I arrived back to Melbourne that the boss told me that press-vehicle loans were generally only for a week.

But the die had been cast and when, sometime later, I was offered the editorship of 4X4 Australia, I quickly garnished a reputation amongst the vehicle manufacturers and their PR people for taking test vehicles on long forays into our desert country, up to the Kimberley or to Cape York, and a host of other places in-between.

With magazine deadlines becoming what our whole world revolved around, we got used to driving long distances quickly, including Melbourne to Halls Creek in 51 hours and Melbourne to Cairns in 48 hours, often with a trailer in tow and a young kid and a dog in the back seat. But what adventures we had!

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Of all the trips and expeditions we enjoyed, a few stand out as being groundbreaking. Appearing in the December 1989 issue of the magazine was the first of three articles detailing our exploits as we followed in the footsteps of the 1864 Jardine expedition up Cape York.

With us was Grahame Jardine-Vidgen, the grandson of Frank Jardine and the last person to be born at Somerset at the very top of Cape York. Also with us was a film crew from Channel 7 doing live crosses to the morning and evening national news service every couple of days. Much of the travelling was cross- country, and crossing the mighty Archer River, west of the now-called Oyala Thumotang (Archer Bend) NP, was a two-day challenge.

That was followed by a torturous route through the adjoining swamplands; we had two motorcycles scouting the easiest way, but it was neither easy nor quick. A couple of years later we returned to fill in a major gap in our retracing of the Jardine expedition, which took in untracked country south of the Archer River and north of the Holroyd River, our route close to the unmarked boundary of the Pormpuraaw Aboriginal Land.

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There were some interesting river crossings we had to tackle on that foray. As far as I know, nobody has followed in the footsteps of either of these trips … and I can understand why. But that’s not always the case, with a trip we did across the Madigan Line in the northern Simpson Desert in 1990 now a popular foray for those looking for an adventure.

Maybe 4X4 Australia set the scene for others to follow? Back then the Madigan Line was completely untracked from the time we left the Mac Clark (Acacia Peuce) Reserve on the western edge of the desert until we reached the station track network at Kuddaree Waterhole some 90km NNE of Big Red. I had made a major blunder in regards to fuel usage for the trip, so by the time we got to Kuddaree, we were running on empty.

We drained fuel from the other three vehicles, and pinched their best tyres (we had 52 punctures in the four vehicles on that crossing) to give the Patrol ute the best chance to complete the dash to Birdsville to source fuel. That rescue mission wasn’t helped by the fact that the eastern side of the desert and Eyre Creek was in flood, so we were forced to leave what track network we could find and wander along the sand ridges until we could cross the watery expanse.

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These were just a couple of the adventures I’ve been lucky enough to experience in my time with 4X4 Australia, and nearly 40 years on we’re still writing for the magazine.

These days the expeditions may not be as intense, but they are just as enjoyable; in the last 12 months we travelled the Canning Stock Route (our sixth complete traverse of the route) and followed in the footsteps of the 1844 Leichhardt expedition, which you will be able to read about soon.

What does the future hold? Another 500 issues? That might be a big call but you can rest assured there’s still plenty of great 4×4 content and adventure travel to come from 4X4 Australia.

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Dean Mellor

I wanted to tell you about my favourite 4X4 Australia trip but Michael Ellem has already put his hand up to tell you about that Madigan Line crossing in 2005, so now I have to write about my second-favourite adventure, which is no easy task after so many trips for the magazine over the past 25 years.

A Range Rover launch in Scotland in 2002? The G4 Challenge in South Africa in 2003? How about a 5000km outback pub crawl in 2004, or Scotland again that same year for a Discovery launch? A trip in 2005 with Ron Moon and a bunch of the magazine’s advertisers following the NT/ Qld border to the Gulf of Carpentaria was a ripper.

As was driving through Bolivia in 2006 with current editor Matt Raudonikis. Then there were three very memorable trips in 2007 including Googs Track with my wife Renata and great mates Brad and Sue Newham, a run to the corner country with ARB and a bunch of overseas journos, and a drive in a kitted-out Wrangler and FJ Cruiser out of Las Vegas and through Death Valley after attending the SEMA Show.

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Oh, hang on, I think I have it: Mongolia in 2008 … despite coming home with a sore arse. Remember the Global Financial Crisis, when all of those banks collapsed in the USA sending shockwaves throughout the financial system all over the world?

Well, just prior to the GFC, Land Rover was in the process of organising the next chapter in a very expensive brand- marketing campaign known as the G4 Challenge – this time in Mongolia – and it invited me along on the recce drive for this event The G4 Challenge was essentially a competition for adventurers with two- person teams representing 18 countries competing in various sporting challenges, including off-road driving, kayaking, mountain biking and rock climbing.

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The idea behind the recce trip to Mongolia was to show me, along with several other journos from around the world, how the G4 team found suitable locations for the event’s myriad challenges. Mongolia is a land-locked country situated between China to the south and Russia to the north, with an area of 1,564,116km2 and it had a population of less than three million people in 2008 (now 3.4 million), making it the most sparsely populated country in the world.

There is a huge variety of terrain in Mongolia from rocky deserts, deep gorges and high mountains, to grassy plains, crystal-clear lakes and massive sand dunes. The G4 recce team was headed by a charismatic South African adventurer by the name of Devlin Fogg, a finalist in the 1998 Camel Trophy and a member of the 2004, 2005 and 2006 G4 Challenge set-up teams – he really knew his stuff.

Devlin was joined by G4 climbing expert Fernley Card, who constantly scoured rock formations on which to set up challenging rope courses for future G4 competitors, and Fernley doubled as the recce team’s resident comedian. Land Rover PR specialist Aileen Clarke ensured we all stayed out of trouble, logistics manager and chef John Nicolle kept us well fed, and a couple of locals imparted knowledge of their spectacular country and culture, as well as making sure we didn’t get lost in Mongolia’s expanse.

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The vehicles we used on the recce were kitted-out Land Rover Freelanders (remember them?) Discoverys and Defenders, all in the striking G4 Tangiers Orange colour scheme synonymous with the event. As expected, the Discoverys and Defenders handled all of the conditions they faced with relative ease. Surprisingly, the single-range transmission Freelanders also made it to the end of the week-long recce, although care had to be taken on tracks with a high crown due to a lack of ground clearance.

I have driven Land Rovers of all types in all parts of the world, and have owned several myself, and I’m pleased to report that I have never been let down by one, although I’m not so sure today’s complicated high-tech Landies would prove equally reliable.

The G4 recce focused predominantly on the southern part of Mongolia, and after flying out of the capital Ulaanbaatar we landed in Dalanzadgad before driving towards the Gurvan Saikhan mountains and then west to the Gobi Desert, before eventually looping back north and then east to the capital a week later.

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In the Gurvan Saikhan National Park we stopped by one of the most incredible natural phenomena I have ever seen: A permanent icefall (frozen waterfall). The air temperature was in the mid-20s but a lack of sunlight in the deep gorge ensures the waterfall remains frozen throughout the year.

As well as seeing the icefall, there were plenty of other firsts for me on this adventure: I had the opportunity to ride a bactrian (two-hump) camel; I slept in a ger (known as a yurt in Russia); I mountain- biked down the side of a mountain; I rode on a mountain board (like an off-road skateboard); I sampled a power kite; and I drank Chinggis vodka and Chinggis beer.

Oh, and I went sandboarding down a 200m high sand dune and landed on my backside… hard! I picked myself up and repeated the process, only to land on my bruised coccyx (and ego) once again. Another first was almost throwing up in front of Mongolian herders who kindly offered us food and drink as we approached their ger.

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Fernly passed me a block of what he described as local fudge but as soon as I stuffed it in my mouth and immediately realised it was anything but; it was actually curdled goat cheese, and the shock of it had my eyes watering as I tried to maintain an appreciative smile in front of the nomads.

I told you Fernley doubled as the resident comedian … Not long after my somewhat painful return to Australia (it’s a long flight with a bruised coccyx, let me tell you), Land Rover announced the cessation of the G4 Challenge due to the GFC and impending economic downturn, so I feel very privileged and fortunate to have taken part in this Mongolian adventure, but what exactly was it that made this my second favourite trip?

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Not any one thing, but a combination of factors … I loved seeing the spectacular country, experiencing the rich culture and witnessing the nomadic lifestyle of the Mongolian herders. And I thoroughly enjoyed driving the fleet of bright orange G4 Land Rovers, drinking the Chinggis beer and Chinggis vodka, enjoying the fantastic company, and sampling the local food, but not so much the local fudge.

Oh, and despite a sore arse, knocking the froth off a couple of coldies with mates atop a sand dune in the Gobi Desert was the icing on the cake. It kind of reminded me of a trip I did three years prior… across the Madigan Line in the Simpson Desert. That truly was the best trip ever!

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Michael Ellem

This unforgettable trip across the Madigan Line in the Northern Simpson Desert provided plenty of opportunities for photographer Michael Ellem to create spectacular images.

Working as a photographer for 4X4 Australia over the years provided me with a unique opportunity to explore this beautiful country of ours, whilst documenting the crew’s efforts in following the early explorers footsteps in modern 4x4s.

There was usually a fair bit of planning involved prior to each trip, with many discussions taking place building the excitement for the adventure ahead. When the Simpson Desert is mentioned, I usually think of the remoteness of Australia’s Red Centre, but include the two words ‘Madigan Line’ I’m all ears and raring to go.

The decision to drive remote tracks like these requires a fair bit of understanding, but on this trip we would be joined by a small but awesome crew with a really good understanding of outback Australia. Brad Newham used to run the breakdown service in Birdsville and he knows a lot about what can go wrong, and importantly how to perform a bush- mechanic repair.

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He would be joined by Syd Groves from the ARB products division who also had heaps of outback driving experience. They would be running in Brad’s well set-up GU Patrol ute. Dean Mellor was the editor of 4X4 Australia at that time in 2005, and has been a close friend of mine now for many years, but back then I saw him as an inspiration for me to keep chasing my dreams.

He was the bloke who always understood my need to create imagery, and we certainly did a lot of that during those early years at 4X4 Australia. I was there to document the trip, and also to help with the steering and navigation of the Defender 130 Crew Cab on loan from Land Rover, which was an awesome vehicle. We named it “Mighty Madigan”.

David Cox had plenty of experience in the desert too, and at the time was running the Mount Dare Pub. He and his then-wife Melissa, were to join us in their 75 Series Cruiser. Deano and I left Sydney as soon as I arrived back from another epic trip to Cape York, and we drove nearly non-stop to get to Mount Dare, only stopping for fuel, freshly brewed coffee and a little bit of roadside sleep.

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When Deano and I arrived at Mount Dare Station late in the evening, there had been some heavy rainfall, which had filled the rutted track entries to the property. Now I knew the trip across the Madigan Line would be an adventure, but not before we even reached Mount Dare Station!

Well, it didn’t take long to get ourselves stuck deep in the sloppy stuff, but being very proud of Mighty Madigan, and not wanting to cop unwanted Land Rover jibes from the rest of the crew, Deano and I devised a plan to lower the tyre pressures to 8psi and, hopefully, crawl our way out of the slop.

With the lights of the pub clearly visible in the distance, and thirsty for a cold beer before closing time, Deano selected low range first, then second and then third … and away we went. We joined the team at the Mount Dare pub for a cold beer, ready to start the 1000km-plus trip across the northern Simpson Desert in Cecil Madigan’s footsteps.

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Funnily enough, our pride kept us from saying too much about our adventure that night, but the following day provided us with the evidence that we would need to deal with plenty of mud on our way north through to Old Andado Station.

We had plenty of fuel, food, tools and other supplies carried in each of the utes, which were all well-prepared and not overloaded, but with the track being so muddy, everything was getting covered in red mud, making the vehicles look like they had already completed the epic journey from the very start.

We made great use of every bit of light, creating imagery along the way to both tell this story, and also showcase various products being used in real-world conditions. During this trip across the Madigan Line, the most memorable experience was driving on fresh sand with absolutely no tracks in front of us. It was really hard going with speeds averaging around 10-15km/h at some stages.

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The scenery was stunningly beautiful, with the colours continually drawing my attention away from navigation. We changed tyre pressures a few times to suit the conditions as we headed east, but whilst it was extremely slow going, it was also one of the best track experiences I have ever had.

The team took turns up front and the communication was great, with plenty of banter thrown in to keep everyone amused. We managed to stay on track finding the Madigan’s numerous camps along the way, and we had a blast trying to figure out where we should camp each night. One night on a clay pan, a camel walked straight through camp, stepping between the crew’s swags as it investigated the area.

I was running my MacBook, working on images next to the campfire when I heard something moving. Lowering the screen of my laptop, I saw this huge camel towering over me. It was an amazing experience watching it simply walk off into the darkness minding its own business.

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We also managed to capture images of reptiles, birdlife and critters during the journey, but my favourite was what we nicknamed, the ‘Jinky Jinky Lizard’ … a thorny devil, which I found while searching the dunes with a couple of cameras strapped to my shoulders.

It was minding its own business having a feed, so I lay in the sand and created a bunch of images that stand as an awesome example of why people need to head out into these amazing locations for themselves. The colours in the sky built amazing light displays every day, and I never wasted a moment with cameras capturing all of the golden hours.

We did have our share of misfortune, with a couple of aftermarket components on the Defender failing and requiring Brad’s efforts to weld them with a couple of vehicle batteries linked together providing the power. I must admit, after watching this, I decided to learn how to weld myself. It was amazing to watch and capture it all on camera.

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Like any trip, we also had differences of opinion when it came to deciding where to camp. I wanted to be in a spot in which I could create imagery and whilst this worked for me, Syd preferred the concept of being in what he called the “interdunal valleys”.

It was amazing camping in many random places watching the sun go down, and getting up early to witness the changing colours of the Australian outback. We had plenty of camps, not too many dramas and had a bunch of beers around campfires with some great people, building stronger friendships.

The most important thing I took away from this trip was my new understanding for coffee… anywhere. I had no idea that you could make coffee, other than instant coffee, anywhere you are, and without going to too much trouble. Every morning, I would be out and about photographing the landscape and Deano would join me on the dunes with a cup of coffee freshly brewed in a cafeteria on a butane burner.

It was an amazing experience and one which kickstarted my love of coffee … cheers to you Deano. And a huge thank you to the extended team at 4X4 Australia for all your support, adventures and great times shared along the way.

Thule – a leading manufacturer of premium outdoor and adventure accessories – has formed a new collaboration with Jaecoo.

Thule is well-renowned for its range of high-quality and innovative accessories, which notably comprises a massive range of outdoor gear – with its roof racks a common purchase among 4×4 enthusiasts.

This new partnership will give owners of Jaecoo vehicles access to a range of Thule products, with a selection of bespoke adventure accessories set to be available at dealerships around Australia. Accessories will include roof racks, bike carriers, water and winter sport carriers, roof boxes, luggage and pet-related products.

“The association with Thule is a fantastic way for us to add an extra layer to our vehicles and offer convenience at our dealerships,” said Lewis Lu, Chief Executive Officer, Jaecoo Australia.

“Enabling Jaecoo drivers to live their Wild Life is at the core of what we want to do as a brand. Whether you want to head off mountain biking on the weekends, need a secure transportation option for your surfboard or skis, or simply want to get out of town, Thule’s accessories, combined with our explorer class SUV offering, make it easier than ever for our customers to explore the world around them.”

The collaboration has been announced as Jaecoo prepares to launch its J7 range, a mid-sized SUV in the ilk of a Toyota RAV4.

Thule products are sold in more than 140 countries around the world.