Embarking on a 4×4 adventure across Australia’s vast landscapes is exhilarating, but the unpredictability of remote terrains underscores the necessity of a reliable roadside assistance package.
Whether it’s a dead battery at a bush campsite, an overheating engine on a remote track, or a snapped fan belt hundreds of kilometres from help, the right support can be the difference between a minor hiccup and a major ordeal.
Modern 4x4s are tough, but no vehicle is immune to mechanical failure, especially when pushed to the limit in rugged environments. And unlike the city, a breakdown in the bush doesn’t come with the convenience of nearby service centres or fast tow trucks. This is where the right roadside assist package proves its worth – not just for peace of mind, but potentially for your safety and survival.
Choosing the right level of cover isn’t just about ticking a box when you buy your vehicle or insurance; it’s about ensuring you’re protected wherever you travel, and no matter how far off the beaten track you roam.
For 4×4 owners, roadside assistance is often seen as a safety net, something you hope you never need but can’t afford to go without. While many people assume it’s mainly for city slickers with flat batteries or locked keys, the reality is very different when your vehicle is a fully loaded 4×4 heading deep into the bush.
At its core, roadside assistance is a support service designed to help drivers when their vehicle becomes inoperable. Typical services include towing, battery jump-starts, fuel delivery, lockout help and minor mechanical fixes. For urban drivers, basic packages often suffice. But for those who own a 4×4 and use it the way it was designed – off the bitumen and into remote or rugged country – the stakes are much higher. Breakdowns in the city can be inconvenient. Breakdowns in the bush can be dangerous.
Imagine you are days into a High Country trip and your alternator fails. Or you’re crossing the Simpson Desert when your engine overheats. Out here, it’s not just about waiting for a tow truck, it’s about where that tow truck is coming from, how far it’s willing to take you and what happens to you, your passengers and your gear in the meantime.
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Many basic roadside assistance packages only cover towing for short distances – say 20km to 50km. That might get you to a mechanic in town, but it’s useless if you’re broken down 200km from anywhere. Some providers also limit coverage to sealed roads, meaning if you’re stuck halfway along the Anne Beadell Highway or deep in the Pilbara, you’re entirely on your own.
This is where understanding the fine print of your roadside assistance plan becomes crucial. If you’re a 4×4 owner who loves touring, camping or off-grid travel, you need a service that goes beyond the basics. That means looking for packages that:
Offer long-range or unlimited towing
Provide emergency accommodation and alternative transport
Cover caravans, trailers and even pets
Include support in regional and remote areas
Are person-based, not just vehicle-based, so you’re covered no matter what 4×4 you’re in
Another point many overlook is the importance of having multiple callouts each year with minimal exclusions. Some lower-tier plans restrict how often you can request assistance or impose extra charges for anything beyond one or two callouts. Others might not help recover your vehicle if it’s off-road, even if it’s a legally accessed 4×4 track.
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As a 4×4 owner, you’re more likely to encounter harsh terrain, long distances between towns and mechanical issues brought on by heavy loads, corrugations, water crossings or extreme temperatures. That makes robust roadside assistance not just a luxury, but a key piece of your touring toolkit.
The bottom line? If you’re going to invest tens of thousands of dollars into your 4×4 build, gear and trips, don’t skimp on your safety net. Make sure your roadside assistance is as adventure-ready as your rig.
Roadside assistance levels – picking the right cover
Not all roadside assistance is created equal. For 4×4 owners, understanding the different tiers of coverage is vital, especially when you’re venturing beyond city limits and into regions where help can be hours or even days away.
Most providers offer three main levels of cover: Basic, Premium and Ultimate/Total Care. The jump in service between these tiers is significant and the right choice can mean the difference between a quick recovery and being stuck for days in the bush.
Basic cover
Best suited for city drivers or those who rarely venture far from town. This entry-level cover typically includes:
Towing: Usually limited to 20-50km from the breakdown site.
Battery jump-starts.
Emergency fuel delivery (usually at your own cost).
Tyre change support (if you have a usable spare).
Lockout service (for when keys are locked inside the vehicle).
Limitations for four-wheel drivers:
Coverage is often restricted to sealed roads or urban areas.
No support for trailers, caravans or off-road vehicles.
The towing distance is too short to reach the appropriate workshops from remote regions.
Verdict: Adequate for urban driving but unsuitable for serious 4×4 touring. You’ll likely pay out of pocket if something goes wrong beyond the suburbs.
Premium cover
Best suited for drivers who frequently travel regionally, occasionally take remote trips or tow a small van or camper. Premium plans build on the basics and usually offer:
Extended towing distances (typically 100km or more).
Multiple callouts per year.
Emergency accommodation allowances (1-2 nights if you’re stranded).
Assistance for trailers or caravans (with some limitations).
Coverage in regional areas (depending on provider).
Benefits for four-wheel drivers:
Helps if you break down in a regional town or within a reasonable distance from one.
Some plans cover mechanical breakdowns in rural areas.
Can assist with recovery if your trailer is part of the trip.
Limitations:
May still exclude unsealed roads or remote tracks.
Recovery from off-road locations may incur extra charges or be excluded entirely.
Towing is still capped in distance – may not get you to a capital city for major repairs.
Verdict: A good compromise for four-wheel drivers who stick to the well-travelled routes, like the Great Ocean Road, Flinders Ranges or outback highways.
Ultimate or Total Care cover
Best suited for serious four-wheel drivers, remote travellers and anyone towing off-road campers or vans. Top-tier roadside assistance is designed with remote and off-road touring in mind. Features include:
Unlimited or high-limit towing distances (often to your nearest repairer of choice).
Emergency accommodation (up to four nights in some cases).
Alternative transport options (hire cars, taxis or flights home).
Coverage for trailers and caravans (sometimes even off-road recovery).
Personal cover options – you’re covered no matter which vehicle you’re in.
Recovery from remote or unsealed roads, depending on the provider.
Benefits for four-wheel drivers:
You’re covered almost anywhere, including far-flung destinations like Cape York, the Kimberley or Central Australia.
Can include recovery coordination for off-road breakdowns or vehicle extractions.
Often includes allowances for pets or dependents travelling with you.
Verdict: The gold standard for remote travel. If you’re towing a van across the Savannah Way, tackling the Simpson Desert or exploring the far reaches of the Top End, this is the coverage you need.
While the premium price tag of Ultimate or Total Care cover may seem steep – often $250 to $320 per year – it’s a small price to pay compared to the cost of a 500km tow, emergency flights home or multiple nights of unplanned accommodation.
In many cases, a single breakdown in the wrong place can result in thousands of dollars in expenses. With Total Care, that’s all taken care of. When you factor in your investment in your 4×4, touring setup and time on the road, spending more for reliable, all-inclusive coverage makes a lot of sense.
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State auto club plans and pricing
Provider
Plan
Annual Cost
Remote Towing
Benefits Value
NRMA (NSW/ACT)
Ultimate Care
$295
100km +
$4000
RACV (VIC)
Total Care
$315
100km
$2400
RACQ (QLD)
Ultra Care
$252
60km
$3300
RAA (SA)
Premium
$259
200km
$2000
RAC (WA)
Ultimate Plus
$365
300km
$7000
RACT (TAS)
Ultimate
$246
Unlimited*
$5000
AANT (NT)
Premium
$299
200km
$5500
*Note: Prices are accurate as of May 2025 and are subject to change.
Six reasons why you should elect top-tier coverage
Owning a 4×4 opens up a world of exploration – remote beaches, outback deserts, alpine tracks and rugged bush trails most vehicles could never reach.
But with that freedom comes responsibility. You’re pushing your vehicle into environments that are harsh, unpredictable and often far from help. That’s why settling for basic roadside assistance is a risk not worth taking. Here’s why top-tier roadside assist isn’t just a nice-to-have for four-wheel drivers – it’s essential.
1. Remote recovery – standard cover won’t cut it
Basic roadside assistance often excludes unsealed roads, and many mid-tier packages won’t come to your rescue unless you’re close to a major town. But Australia’s best 4×4 destinations – Cape York, the Kimberley, the Simpson Desert, the Canning Stock Route – are nowhere near those places.
Top-tier packages are the only ones that offer:
Remote recovery coordination from rural and hard-to-access areas.
Towing over hundreds, sometimes thousands, of kilometres.
Access to services with specialised 4×4 recovery equipment.
Without this, a breakdown could leave you stranded for days, relying on satellite communications to organise a costly private recovery that could easily exceed $5000.
2. Cover that includes your caravan or trailer
Many 4×4 adventures involve towing, whether that’s a camper trailer, off-road caravan or even a boat. If you’re only covered for your vehicle, you might get a free tow, but your trailer is left behind or even worse it could cost you a small fortune to recover.
Top-tier cover often includes:
Towing for caravans and trailers.
Emergency accommodation while your rig is being repaired.
Separate transport for your gear, pets and passengers.
This is invaluable if you’re halfway up the Gibb River Road and both your tow vehicle and trailer need to be relocated.
3. Unlimited towing for long-distance breakdowns
Standard policies might get you 20km to 50km of towing – enough to reach the next mechanic in the suburbs – but if you break down 300km from the nearest town, that won’t cut it.
Top-tier plans typically offer:
Unlimited towing to the nearest suitable repairer.
Optional towing to your preferred mechanic – even if it’s back in your home city.
Multiple vehicle recovery if you’re travelling in a convoy or with family.
This ensures you’re not left negotiating with local towies or being forced to fix your vehicle at a location you don’t trust.
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4. You’re covered no matter what vehicle you’re in
With personal cover included in most premium plans, it doesn’t matter whether you’re in your own 4×4, driving your partner’s rig or riding shotgun with a mate – you’re still protected.
That flexibility is vital for:
Group trips where drivers rotate.
Backup vehicles or support vehicles on long tours.
Hiring a 4×4 for interstate adventures.
It’s peace of mind, even when you’re not behind the wheel.
5. Extra perks – accommodation, flights, hire cars
Breaking down in the bush is one thing, getting back to your life is another. If your vehicle is going to be off the road for days or weeks, you’re going to need more than a tow.
Top-tier packages offer:
Emergency accommodation – up to 4-5 nights, depending on the provider.
Vehicle repatriation – they’ll organise transport for your 4×4 once it’s fixed.
Flights or hire car options – so you can continue your trip or get home.
Transport for pets, trailers and even gear.
This turns a potential holiday-ending disaster into a manageable detour.
6. It’s a small price to pay for serious protection
The average Total Care package costs between $250 and $320 per year, which is often less than the price of a single tank of diesel in a long-range 4×4 vehicle. In return you receive:
Coverage anywhere you go.
Support when things go wrong.
Confidence to travel further without fear.
Considering a single outback recovery can cost thousands, and a commercial tow from the NT to Adelaide can hit more than $10,000, the investment in top-tier cover pays for itself many times over if you ever need to use it.
Why serious tourers need serious cover
When you head off the beaten track, preparation is everything. You carry recovery gear, spare parts, a first aid kit, extra water and sometimes even satellite communications – because when you’re far from civilisation, self-reliance becomes essential. But even the best-laid plans can unravel. That’s when roadside assistance becomes your safety net. And not just any roadside assistance.
Top-tier coverage is designed with the realities of remote travel in mind. It’s built for the long-haul tourer who might break down 300km from the nearest town. It’s made for the off-roader towing a heavy camper up the Cape or through the Kimberley. It’s for the family taking the road trip of a lifetime, who need a plan B that doesn’t end in stress, danger or a massive credit card bill.
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Basic and midrange plans are not built for this level of adventure. They’re fine for the suburbs and the occasional country road, but they fall apart when faced with the real challenges of outback touring: huge distances, limited infrastructure and the complete absence of mobile reception.
Top-tier packages don’t just offer towing – they offer recovery coordination, emergency accommodation, transport for passengers, pets and trailers, and even repatriation of your vehicle if needed. Most importantly, they give you peace of mind that if something does go wrong out there, help will come, and your journey doesn’t have to end at the side of a dusty track.
For four-wheel drivers who invest in quality gear, capable vehicles and unforgettable trips, upgrading your roadside assistance should be a no-brainer. It’s one of the most important tools in your touring kit, something you hope you never use, but for which you will be incredibly grateful if you do.
So, before your next big adventure, check your coverage. Read the fine print. Ask the tough questions. Then upgrade to a plan that’s as serious about exploring Australia as you are.
Because out there, the right roadside assist isn’t just handy, it’s your lifeline.
Case study – $10k remote tow paid by RACV
Seventy-five kilometres west of Jupiter Well, on the Gary Junction Road, I stopped to take some photos of a stunning landscape. Upon returning to my 2006 Prado, I attempted to drive off, but it turned out to be difficult. The rear wheels were struggling to turn. In an instant, I knew what was wrong.
Earlier in the trip, the Prado was serviced in Darwin. The mechanic picked up that the handbrake wasn’t working and, on closer inspection, discovered that the components had failed internally on the rear wheels. I’d asked that the components be removed from the drum as the handbrake wasn’t needed on the 10,000km journey home.
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With the wheels now protesting while driving, I was convinced that the mechanic hadn’t followed my request. I finally reached Jupiter Well and pulled into the campground. Once stopped, it was clear that the rear wheels were extremely hot. The nut savers on the wheel nuts had melted, and the hubs were hot to the touch.
Once Starlink was set up, I called the RACV Total Care hotline and reported my issue to them. Within a couple of hours, the tow truck was on its way from Kulgera, 1220km away. The towing cost was $10,000, which RACV Total Care covered; however, because the cost was so high, they were unable to cover my accommodation upon reaching Alice Springs. If you refer back to the table above, you’ll notice that $10,000 is over what the RACV Total Cover Benefits Value. All I can say is the RACV wasn’t going to leave me stranded in such a remote place.
Within two days of the issue arising, the Prado was in the workshop at ARB Alice Springs. Two days after that, it was back on the road, having replaced the handbrake and brake rotor on one side and the entire hub and handbrake drum assembly with a secondhand one on the other.
Case study – outback wheel failure, costs covered
Upon reaching Birdsville after driving the Colson Track, Rig Road and WAA Line, I noticed a noise coming from the front driver’s side wheel. Unfortunately, we couldn’t work out where it was coming from, and nothing felt loose. The next day, we departed the Betoota Hotel and headed towards Innamincka via the Arrabury Road before parting ways with the rest of the convoy once we reached the Adventure Way.
Travelling solo, I drove towards Thargomindah, and having just overtaken a B-triple mining truck, I felt a sudden jerk of the steering wheel, so I guided the Prado onto the road shoulder and rolled to a stop. Upon exiting the vehicle, I instantly noticed the problem: the front wheel was jammed under the upper control arm, and the wheel studs had sheared off.
It was Starlink and RACV Total Care to the rescue again. I was 250km west of Thargomindah when the lone tow truck passed me, carrying a broken camper trailer as I talked to the RACV. By 9pm, the Prado was on the back of the tow truck. The legendary driver had chosen to come and pick me up tonight instead of tomorrow morning.
Just after midnight, it was parked in front of a cabin at the Explorers Caravan Park. By late afternoon, the Prado was fixed; thankfully, the small Toyota dealer in town had spare studs. I was able to head home the next morning, grateful that my choice to pay for the top-tier coverage with RACV meant I wasn’t out of pocket for the tow or two nights’ accommodation.
The Troopy has cruised through a fairly easy patch over the past six months, following a summer stint exploring the stunning Eyre and Yorke peninsulas in South Australia.
Clocking up 47,000km so far – including trips along the Canning Stock Route and through the Gulf Country – it hasn’t missed a beat, and we haven’t broken anything either, which is a win in my book. Since summer, I’ve been off roaming in my battle-hardened Patrol on a Victorian High Country run, and more recently enjoying the comforts of a well-set-up 200 Series on a Western Deserts trip we’ve just returned from.
But by the time you’re reading this, the Troopy will be back in action, heading north through Central Australia and into the Gulf once again, helping lead a tagalong tour with Moon Tours, and staying off the blacktop wherever possible.
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In preparation for the trip ahead, I had the team at Outback 4WD give the Troopy a thorough service, including replacing all the wheel bearings. While it was in the workshop, we also fitted a Long Ranger 40-litre underbody water tank. The tank itself is mounted around the middle of the vehicle, with the filler located under the bonnet and the water pump and outlet positioned down at the rear. It was a bit fiddly to install – and I’m glad I didn’t try to tackle it myself.
Those who follow our builds and travels will know we’ve fitted a pair of Sentinel Elite 9-inch lights from Lazer Lamps to the Cruiser. Now that we’ve clocked up some miles behind them, I’m even more impressed. The build quality is excellent, there’s no movement over corrugations, and the light output is outstanding. We’ve just swapped the lens covers to a set of clear ones so we can use the lights without hopping out to remove the black covers – lazy, I know!
We’ve also wrapped most of the bodywork in BushWrapz, opting for the top-tier ‘Advance’ kit, which you can fit yourself. The material is pre-cut to shape, but the Troopy has some big slabs of panel, so expect to be handling large sheets. It’s not particularly difficult to install, but it pays to watch the installation videos.
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For those big sections, having two people – or at least four hands and long arms – is almost essential. Unless you’ve got experience, set aside more than a day for the job. The Troopy kit costs around $700 and, judging by our experience with a 200 Series Cruiser and a previous HiLux, BushWrapz does a great job of protecting paint from scratches and stone chips.
Sticking with the DIY jobs, I recently replaced the door seals on the front doors. Earlier on, we’d fitted Car Builders soundproofing to the floor, roof, doors and side panels – which made a big difference, but also highlighted the wind noise coming through the factory seals. If you look closely, the original plastic strip Toyota fits to the 70 Series is pretty hopeless at keeping wind noise out. A trip to the local Clark Rubber store and a rummage through its range of sealing rubbers yielded a suitable profile.
It’s a simple job to remove the old strip and fit the new seal, and each door took about 2.7 metres of material. Now I have to crack a window just to shut the door properly – a sure sign the seal’s doing its job. I’m thinking of doing the rear doors next, but they’ll need a slightly smaller profile. You can buy kits online, but going the Clark Rubber route costs about half as much.
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Over the years we’ve used the best long-range comms gear available, so it won’t surprise anyone that, after running a couple of Starlink units on previous vehicles, we’ve now fitted a Starlink Mini to the Troopy. These compact, lightweight satellite units are easy to transport and set up just about anywhere.
We’ve seen them sitting on dashboards, mounted to van roofs or lashed to anything that gets them a clear sky view. We opted for a roof rack mount, and after searching online, ended up with a bracket from EC Offroad (wherever they are!) that holds the unit securely and sits almost flush with the rack. There are plenty of mounting options out there, but in our view, a flush and firm fit is the way to go.
The Starlink Mini is a breeze to set up, with an integrated router eliminating the need for extra cables between the dish and router. While its Wi-Fi range is more modest than the full-sized Starlink units, we’ve found it more than adequate for use in a vehicle or at camp. The Mini costs around $550 – a bargain when you consider what a sat phone or HF radio used to set you back – with monthly access fees ranging from $80 to $195 depending on your data plan. However you run it, Starlink has proven to be a total game-changer for remote-area travellers.
Observant readers will have noticed I haven’t yet changed the OE wheels and tyres, much to the bewilderment of a few long-time four-wheel driving mates. Truth is, I’ll get to it eventually, but for the kind of touring we’re doing in the Troopy right now, it’s not a priority. The factory Bridgestone A/Ts are fairly basic and don’t wear all that well – 40,000km is about the limit – so I’m already on my second set. Thankfully, they’re relatively cheap to replace. The upside? They’re light, even on steel rims, which I prefer for scrub work anyway.
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The RV Storage Solutions drawer system, fridge slide and cargo barrier continue to do their job faultlessly, making the most of the available space in the Troopy. Improving access to the rear, the Mission 4×4 gullwing windows have been a godsend, while their MaxTrax carrier and fold-down table combo is one of the most convenient and frequently used additions we’ve made.
Of all the accessories we’ve fitted to the Troopy, the Terrain Tamer parabolic springs remain one of the most impressive upgrades. They deliver a surprisingly good ride, whether the vehicle is lightly loaded or packed to the gunwales and towing a camper. Sure, they don’t add much in terms of wheel travel – but for a 70 Series, this is about as good as it gets.
Now all that’s left is to pack the Troopy and the camper, and we’ll be ready to hit the road – and the tracks – for what we hope will be another trouble-free adventure.
Total kilometres: 47,000km
Average fuel use: 13.0L/100km (without camper); 16.0L/100km (with camper)
Whether you’re a seasoned adventurer or a first-time explorer, Facing Island promises an unforgettable escape into nature. And what better way to enjoy it than bringing your four-legged friends along, with dog-friendly camping on offer.
Although there are permanent residents on the island, there are no shops, so you’ll need to be fully self-sufficient. Stock up in Gladstone before boarding the barge.
Lining up in Gladstone Harbour, excitement builds as you roll onto the Curtis Island barge – especially if it’s your first visit. The experienced deckhands work quickly to keep loading on schedule and avoid delays. Once the ferry departs, it’s the perfect time to air down your tyres. The ferry also services Quoin Island and Curtis Island, so depending on the load order you may have a few detours en route.
After about an hour, the drawbridge lowers and you drive straight onto the beach. Hook a right to avoid campers waiting for the return ferry, roll the windows down and let the island breeze in – your holiday has begun.
It’s a short seven-minute sandy drive before you pop out onto the beach, splash through a washout, then head inland again. When you see the line of boat trailers, you’ve reached the campground entrance.
Campsites are easy to find thanks to large numbered pegs. Take your time setting up and soak in the view – every angle of the facilitated campground offers something different. Mornings come alive with the island’s wildlife, from red-tailed black cockatoos to other feathered locals, their sunrise chorus signalling the start of a new day and fresh adventures.
A short walk from camp takes you to wild, untamed shores where you can launch your boat straight off the beach. Drop anchor nearby so you can keep an eye on it – perfect for spontaneous fishing trips right from camp. Whether you’re chasing flathead from the sand or rock cod and tuskfish in the bay, the surrounding islands and ocean side deliver plenty of species to keep you busy.
Golden hour is best enjoyed on the beach with a cold drink as the sun melts into the horizon – the perfect photo op. But don’t forget the bug spray; midges and mozzies arrive in relentless waves after dark.
When you feel like swapping boat keys for car keys, the island offers a web of 4×4 tracks. One standout run traces the east coast south to the township of Gatcombe, delivering beach runs, rocky outcrops, natural caves, bush tracks and secluded beaches. It’s a great day trip that adds variety to your stay.
Tracks criss-cross the island, and getting “lost” is half the fun. The changing landscapes – from beach to bush to cliffs – will have you hunting for more spots to explore.
Facing Island has something for everyone, whether you’re chasing adventure or simply want to read a book in the sunshine. You’ll leave refreshed, reset, and armed with memories, photos, and stories to make your mates jealous.
What you need to know
Where: Facing Island, QLD
Camping: $7 pp/pn for unpowered beach sites
Facilities: Toilets, no showers
Getting There: Travel from Gladstone via Curtis Ferry Services. Boarding requires reversing onto the ferry – the deckhands are very helpful. The trip takes about an hour, dropping you directly on the beach, so air down before arrival. The Oaks Campground is a seven-minute drive from the drop-off point. Ferry cost: $346 for a vehicle and 4m trailer.
Getting Back: Same process for the return trip – reversing onto the barge from the beach. The crew will assist to get you onboard safely.
That’s the catch-cry across Australia whenever rain falls and creeks flood. It’s a simple, clear message meant to keep people safe when water covers city streets or country roads. But I’m not a great lover of it. Why? Because it’s too bloody simple and all-encompassing.
I’ve previously received flack on Facebook for posts showing the Stuart Highway cut by floodwaters and vehicles filmed passing through the flooded section.
“What happened to ‘if it’s flooded, forget it’?” keyboard warriors railed. Others got personal, saying with my vast experience I should know better and was setting a bad example. One comment, which alarmed me, claimed that just a few inches of water could sweep a vehicle off the road. Geez, the water would have to be flowing bloody fast and you’d need a light, low-slung vehicle with hardly any ground clearance for that to happen.
The video that drew criticism showed a convoy of trucks and four-wheel drives crossing a flooded section of the Stuart. As I pointed out to those who hadn’t read the article, police had checked the road and approved the convoy to cross.
Yes, the water was flowing, but hardly at breakneck speed – and it was about 30cm deep at the time. Police had obviously checked to ensure there were no washed-out sections under the water before allowing the convoy through. And if you were in a normal low-slung car, you were obliged to stay put. The fact that police okayed the crossing brought more online criticism, with some saying, “So the police don’t practice what they preach!”
Dear Lord, give me strength! Could some people really be that bloody stupid, or are they just stirring the pot? Either way, it shows a lack of knowledge about 4WD driving, outback conditions, and crossing flooded roads.
I recall being in the Ashburton region of Western Australia, caught in monsoonal rains and flooding streams and tracks. We dodged around trying to escape the mess, then gave up and waited while the tracks dried and the creeks dropped. We didn’t see a soul during that time — no surprise given the state of the roads and moving water.
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When we reached the Ashburton River crossing, still flowing strongly but shallow over its concrete causeway, we walked the route first to check that nothing had been washed away – but what we found was unexpected.
A barbed wire fence, complete with star pickets, had been washed downstream and tangled underwater in the centre of the river, out of sight. With pliers and some mucking about, we cleared the wire and pickets from the road, then crossed easily once the causeway was clear.
So, if you come across a flooded road crossing, check the water and make sure the surface beneath is intact and free of obstructions like barbed wire or star pickets. If the water is too deep – say, up to your thighs – and flowing quickly enough to make you lose footing, don’t even think about crossing in a 4WD. Turn around, go back, or wait for the stream to drop.
And if you’re in doubt about your vehicle’s capability or your skill level – remember, if it’s flooded, forget.
Ford has thrown its upcoming Ranger Super Duty into a deliberately brutal mud test, with the so-called “mud-pack test” designed to replicate real-world, wet-weather punishment that can destroy components over time.
The test – created at Ford’s You Yangs Proving Ground in Victoria – involved repeatedly driving a pre-production model through a bespoke loop of deep ruts bog holes and sticky clay. The goal was simple, according to Ford: to pack on as much performance-sapping mud as possible.
As can be seen in the above video, Ford’s engineers repeatedly lapped the course to allow the mud to build up in layers. Over time, the truck was carrying more than 600kg of caked-on sludge – a weight that can strain critical components.
“Mud is one of a truck’s greatest enemies,” said Rob Hugo, product excellence and human factors supervisor at Ford Australia. “It can add significant weight, prevent airflow, and act as an insulator, causing components to heat up much quicker. It’s highly corrosive and can clog up fans and alternators, preventing them from running correctly.”
Ford says the point was to see what breaks when a vehicle is used hard and not cleaned between runs. The accumulated mud chokes airflow, adds load to moving parts, and tests every seal, clip and connector. Things snap, overheat or bind when they’re not designed for this kind of abuse.
For people who use their utes in clay pits, creek beds or work sites where the truck doesn’t get a wash between jobs, this kind of testing shows how the Super Duty handles real-world scenarios.
“Our mud-pack testing is a key part of our ‘Built Ford Tough’ validation,” Hugo added. “So, for the Ranger Super Duty, we knew we had to turn it up to 11. We packed more mud onto this vehicle during development than we ever have before.”
The upcoming Ranger Super Duty offers a 4500kg GVM, 4500kg towing capacity, and 8000kg GCM. The chassis has been reinforced with thicker rails, upgraded suspension mounts, heavy-duty axles and a 130-litre fuel tank.
Other features include a steel front bumper, underbody protection, front and rear diff locks, and a wider track. Power comes from an updated version of Ford’s 3.0-litre V6 turbo-diesel (154kW/600Nm), backed by a 10-speed automatic. The engine is tuned to meet Euro 6 emissions and uses AdBlue.
Cab-chassis models will be offered in single-, extra-, and dual-cab formats. Pricing is set at $82,990 for the single cab, $86,490 for the extra cab, and $89,990 for the dual cab (manufacturer list pricing, tray not included). XLT and pick-up variants will follow mid-2026, with pricing unconfirmed for these models.
The Ineos Grenadier is already a seriously capable off-roader straight off the showroom floor – with solid axles, a proper ladder chassis and proven hardware.
However, like any good 4×4, it’s also a blank canvas. With the right upgrades, you can push it even further – improving everything from storage and touring comfort to protection and suspension performance. Whether you’re building a long-range tourer or a weekend rock-crawler, these accessories will help transform your Grenadier into a purpose-built rig, ready for whatever lies beyond the blacktop.
When it comes to Grenadier-specific gear, Expedition HQ’s in-house XSPEC range has quickly become the go-to for Aussie owners chasing tough, well-engineered kit. Built for real-world off-road use, XSPEC products strike the balance between form, function and proper field-tested reliability.
The XSPEC Xframe / 30L Diesel Tank / Transfer Pump combo is a solid option if you want to carry extra diesel in your Grenadier without chewing up interior space. It’s a bolt-on setup that mounts externally using two XSPEC Xframes and includes everything you need to get going.
The 30L tank locks in place and can be filled while mounted. When it’s time to transfer fuel, the included pump and adapter funnel let you top up straight into your main tank – no need to lift or mess around with jerries. The second Xframe can be set up to carry other gear like Maxtrax Lites, a pantry unit or a jerry can holder. It’s a tidy way to expand your touring range and keep essential gear on hand.
The XSPEC Pantry Box gives you about 25 litres of extra storage, mounted to the XSPEC window utility frame (sold separately). It fits either side of the Grenadier and comes with an aluminium shelf for two-tier storage.
You can choose a lift-up lid for quick access or a fold-down door that doubles as a table. The box is built from powder-coated aluminium and includes a lockable lid. Its smaller size means you can still run another XSPEC accessory beside it – like a jerry can holder. All mounting hardware is included and it’s been cleared for use with the standard Grenadier mirrors.
This full-width twin-drawer system is designed specifically for the Grenadier’s boot layout, making use of every inch without interfering with rear seatbacks or anchor points. The drawers are deep, lockable, and mounted on heavy-duty runners that won’t complain under a full load of tools, recovery gear, or kitchen kit.
The top deck is rated for stacking – ideal if you’re running a fridge slide, battery system or simply want to keep your storage layered. No rattles, no wasted space, and solid enough to handle constant corrugations or a few seasons of red dust.
A solid upgrade for anyone running lifted suspension or just wanting easier access day to day. These electric steps sit flush against the sill when not in use, then drop down automatically when a door opens – giving you a wide, sturdy step without dragging through mud or rocks.
They’re properly sealed against dust and water ingress, with a motor unit built to take knocks from dust, gravel or the occasional misjudged rut. Ideal if your build is doubling as a family vehicle or if you’re regularly loading rooftop gear and don’t want to keep climbing in like it’s a telegraph pole.
This external panel replaces the rear quarter window with a solid, mountable aluminium sheet that’s pre-drilled for MOLLE and accessory brackets. It’s a good way to shift essential but dirty kit – spades, high-lift jacks, Maxtrax, tool rolls – out of the cabin and onto the outside of the vehicle where it belongs.
Keeps your interior clean and free for passengers or fragile gear. Powder-coated to take the elements and stay looking sharp, even after a year in the scrub. Especially useful for serious tourers, tradies or anyone building a utilitarian work-travel setup.
The TROOP hardshell rooftop tent is built for quick setup and pack-down, with gas struts that make deployment easy. It’s compact, low-profile and suits 4WDs, utes and trailers where space and weight matter.
The canvas body is waterproof and includes a small fixed awning for shade and weather protection. Openings on three sides with flyscreens allow good airflow. Inside, you get a memory foam mattress with an anti-condensation underlay, LED strip lighting, storage pockets and a telescopic ladder. External storage bags and a clear iPad sleeve are also built in.
Tent dimensions are 2100 mm x 1300 mm x 180 mm, with roof rails adding 60mm. The tent weighs 70kg, and the solar panel 12kg. The integrated roof rack is rated to carry 30kg.
This hidden install tucks a full-size ARB compressor under the front seat – out of the way, protected from dust and weather, but always ready when you need it.
Whether you’re re-inflating after a beach run or topping up after rock work, having it hardwired and plumbed into a quick-connect outlet saves time and hassle. It’s powerful enough for 35s, doesn’t need a separate box bouncing around the rear, and frees up your load space for more important gear. One of the smartest low-visibility mods for any serious 4WD.
Towing a trailer, boat or van through the hills or out bush? This kit includes the REDARC TowPro Elite – widely considered the best trailer brake controller on the market. It gives you proportional braking on-road and a fully manual mode for steep descents or loose off-road surfaces.
The dash-mounted rotary dial is simple to use and keeps the cabin neat, and the wiring is designed to integrate cleanly into the Grenadier’s loom. Whether you’re towing daily or once a month, it’s a solid, legal and hassle-free upgrade.
Front Runner’s ¾ rack gives you a strong, versatile platform without taking over the whole roof. It keeps the centre of gravity low and the overall vehicle height down – especially useful if you’re still trying to fit in a carport or navigate tree-lined tracks.
Compatible with a huge range of Front Runner accessories – including jerry mounts, recovery brackets, rooftop tents and more – and built with off-road abuse in mind. If you’re not going full expedition rig but still want rooftop storage and flexibility, this is a well-balanced option.
703 → | 707 → Built for real-world off-roading, not just for looks. The 703s are a great match for sand and rocky terrain, thanks to METHOD’s patented Bead Grip design – giving you the confidence to air down without the full faff of a beadlock.
The 707s lean more into rally-inspired styling, with similar strength but a cleaner finish for dual-purpose use. Both are forged alloy, load-rated for heavy touring setups, and come in offsets that suit the Grenadier with or without flares. Whether you’re chasing functionality, looks or both – they’re a proper step up from stock.
If you want your Grenadier to stand out – or lean a bit more towards urban custom than farm ute – the Chelsea Truck Co offers a well-built styling package that goes beyond bolt-on tat. Options include redesigned grilles, extended arch sets, interior finishes and unique alloy wheels.
It’s all tailored to fit without messing with your panel lines or getting in the way of practical mods like sliders or roof racks. Doesn’t affect off-road capability if chosen right – just adds a bit more presence, whether you’re in the city or stuck in mud.
A mild, usable lift that’s designed to work with the Grenadier’s factory geometry. Gives you a bit more clearance under the diffs – especially handy for bigger tyres or loaded touring setups – without ruining ride comfort.
Springs are progressive-rate, meaning better handling when unloaded and improved support when you’re carrying weight. It’s not trying to turn your truck into a comp rig, but for most owners doing a mix of road, track and light touring, it’s the kind of reliable suspension upgrade that improves capability without bringing compromises.
For those pushing the Grenadier harder off-road or carrying serious weight over long distances, King Shocks are in a different league to basic suspension kits.
These race-proven dampers come with external reservoirs to manage heat build-up – critical when you’re dealing with long stretches of corrugations, big payloads or aggressive terrain. Fully adjustable for both compression and rebound, they allow proper tuning to match your driving style and setup.
They’re also fully rebuildable and backed by decades of off-road heritage. A top-tier choice for touring builds, remote-area travel or anyone who wants the best handling and control in demanding conditions.
Covers you down one side and across the back in a single swing – ideal for quick stops or setting up a full touring camp. The 270º Clevershade gives you wide, usable coverage without taking up too much roof space or needing a team to deploy it.
Freestanding design makes it fast to set up solo, and its lightweight alloy arms and durable canvas make it more stable than many heavier awnings. Built with touring in mind – whether you’re stopping for a brew or covering the back of a drawer system – it’s a practical bit of kit for sun and light weather protection.
Hand-built in Australia and designed to cop real punishment, these steel rock sliders are a genuine layer of protection for your Grenadier’s sills and lower panels. Welded box-section construction makes them rigid enough to take hits from stumps, rocks or washouts, and they double as a side step with grip plate tops – ideal when loading the roof or getting passengers in and out.
They’re built with off-road reality in mind: high-clearance design, chamfered ends, and properly gusseted mounts that won’t bend at the first knock. A serious addition for those tackling technical tracks or overgrown trails.
This ladder bolts securely to the rear door, giving you safe and easy access to your roof rack or rooftop tent. Designed specifically for the Grenadier, it doesn’t interfere with door function, tail-lights or rear cameras, and the anti-slip rungs provide good footing even in wet or muddy boots.
Unlike universal ladders, it follows the bodyline cleanly and doesn’t require guesswork or modifications. For anyone regularly hauling gear up top, it’s one of those simple upgrades you’ll quickly wonder how you did without.
LeTech’s full-length roof rack is built to match the Grenadier’s roof profile and load ratings, offering a sturdy platform for anything from rooftop tents and solar panels to firewood and fuel drums.
Made from powder-coated aluminium, it strikes a good balance between strength and weight, with multiple tie-down points and side channels for mounting accessories like awnings, shovels or work lights. It’s a proper long-distance touring rack – no flex, no rattles, and no weird overhangs. Built with modularity in mind, it’s the kind of rack you fit once and keep for the life of the vehicle.
This light bar is designed to integrate cleanly with the Grenadier’s factory roof lines, avoiding the usual headache of aftermarket brackets or ugly wiring runs. With six high-output LEDs, it throws a wide, usable beam pattern that works just as well on tight tracks as it does on open desert runs.
The housing is built tough – waterproof, dustproof and resistant to vibration – and it mounts securely without interfering with roof loads or front windscreen vision. A neat solution if you’re after proper lighting performance without the bolt-on look.
A more subtle alternative to full-blown rock sliders, these side steps give you a blend of everyday practicality and real trail protection.
The integrated tread plate provides solid footing for daily use or roof access, while the underlying structure protects the sill from the kind of knocks that can ruin your day off-road. Designed to look like they belong on the vehicle, not bolted on as an afterthought – and tough enough to handle actual use, not just carpark kerbs.
The Grenadier’s undercarriage is solid, but it’s still vulnerable in rocky or remote terrain. This full skid plate kit from Agile Offroad replaces the factory guards with thicker, more comprehensive protection – covering your engine sump, gearbox, transfer case and fuel tank.
Made from high-grade aluminium, it’s strong without adding excessive weight, and designed to shed impacts rather than catch on obstacles. It bolts to existing mounts, so no cutting or welding needed. A proper investment if you’re heading into unknown country or just want peace of mind on remote tracks.
These Australian-made MOLLE panels bolt directly to the inside of the Grenadier’s rear cabin area, turning unused wall space into modular storage for tools, recovery gear, first-aid kits or spares. The laser-cut steel frame is powder-coated and designed to avoid rattles, even when loaded.
You can clip on pre-made pouches or build out your own system depending on your setup. Keeps your gear out of footwells and off the floor, but still easy to grab when you need it. Perfect for anyone building out a tidy touring interior or remote response vehicle.
Nissan has increased the price of its Patrol range by $5000 across all variants, with the hike taking effect from August 1.
The entry-level Ti now starts at $95,600 before on-road costs, the Ti-L sits at $107,100, and the Warrior tops the range at $110,660. This marks the second price rise for the Patrol in 2025, bringing the Ti’s year-to-date increase to $6340. The earlier bump came in April when the updated MY25 Patrol landed in Australia with a range of interior and tech upgrades.
Those updates included a new 12.3-inch central infotainment screen with wireless Apple CarPlay, Android Auto, built-in sat-nav and a wireless phone charger. A 7.0-inch digital driver display was also added, alongside an off-road monitor to improve visibility in technical terrain, and an updated 360-degree camera system with moving object detection.
The cabin received a minor overhaul with two interior trim options now available: black leather or a chestnut-and-woodgrain combo with quilted leather upholstery. The higher-spec Ti-L also gained a 13-speaker BOSE audio system, a digital rear-view mirror and a centre console cool box.
There were no mechanical changes as part of the update. The Patrol continues to use the same 5.6-litre naturally aspirated petrol V8 making 298kW and 560Nm, paired with a seven-speed automatic transmission.
Nissan attributed the price rise to several factors including raw material costs, logistics, foreign exchange rates, market conditions, and regulatory pressures like the New Vehicle Efficiency Standard (NVES). The NVES, which took effect on July 1, fines carmakers $100 for every gram of CO₂ per kilometre their new vehicle fleet exceeds the target – currently set at 216g/km for large 4WD wagons and light commercials.
With its 5.6-litre V8 producing 334g/km of CO₂, the Patrol sits well above this limit, likely increasing Nissan’s fleet emissions penalties and contributing to the price hike.
The next-generation Y63 Patrol has been revealed overseas with new twin-turbo V6 engines, but the current V8 remains on sale in Australia for now. With no hybrid or lower-emissions option available, more price increases may follow as emissions standards continue to tighten.
Despite the $5000 price rise, the Nissan Patrol still undercuts the Toyota LandCruiser 300 Series across all comparable variants. The Patrol Ti starts at $95,600 before on-road costs, making it cheaper than the entry-level LandCruiser GX, which now starts at $97,990. The mid-spec Patrol Ti-L ($107,100) sits below the GXL ($110,820). The top-spec Patrol Warrior ($110,660) is well under the VX ($122,510).
Higher-end LandCruiser trims like the Sahara ($139,310), Sahara ZX ($146,910) and GR Sport ($146,160) are in a different price bracket entirely.
A new player has joined Australia’s busy 4WD aftermarket space, with the launch of Adventure Industries – an Australian-owned online store supplying gear for four-wheel drivers, tourers and weekend warriors.
The range covers the basics and beyond: dual battery systems, solar panels, inverters, wiring kits, lighting, recovery gear, bull bars, bash plates, snorkels, roof storage, awnings, and maintenance parts like filters and brake components.
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Well-known brands like REDARC, HULK 4X4, BMPRO, Safari Snorkels, GME, Ignite, Lightforce, Sakura, ROLA and Loctite are all on board. Whether you’re fitting out a new rig or keeping an old one going, the store aims to be a one-stop option for quality gear that’s built to last.
Adventure Industries is run by people with first-hand 4WD experience – not marketing teams – and the focus is on gear that’s actually useful in real-world conditions, not just showroom upgrades.
The online-only setup keeps things simple, with fast shipping available across the country.
Chery sub-brand iCaur revealed the full-size V27 REEV SUV earlier this month at its global launch event in Dubai.
The V27 is a hybrid wagon built as an alternative to large SUVs like the Toyota LandCruiser. It uses a 1.5-litre turbo petrol engine paired with an electric motor in a range-extended electric vehicle (REEV) setup.
The vehicle measures 5045mm long, 1976mm wide, 1894mm tall, with a 2900mm wheelbase. The hybrid system does not require plug-in charging; the petrol engine charges the battery to power the electric motor continuously, suitable for long-distance travel without external charging.
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iCaur claims the system produces 3.71kWh of electricity per litre of fuel, supported by a 44.5 per cent thermal efficient engine and a hybrid transmission with 97.3 per cent peak efficiency. Power and range figures are yet to be released.
The V27 features retro-inspired styling with squared wheel arches, round headlights, and a wide horizontal grille. It uses a unibody or semi-unibody platform, not a traditional ladder frame. It is designed for family touring, load carrying and light off-road use, targeting markets with stricter emissions standards.
There’s no confirmed Australian launch date, but with parent company Chery expanding locally and growing interest in hybrid SUVs, the V27 could be a contender for buyers seeking an alternative to established large 4WDs.
Also revealed at the event, the iCaur 03T REEV is a compact boxy SUV equipped with an i-AWD system that adjusts power distribution based on road conditions. It uses an all-aluminium multi-cavity cage body with honeycomb-style beams for structural integrity and crash energy absorption. Safety features include six airbags, 540° panoramic imaging, an ultra-HD driving recorder, and 11 active safety systems.
The 03T runs on a Qualcomm Snapdragon 8155 chip, supporting a smart cabin with a central touchscreen integrating vehicle info, navigation, and entertainment.
iCaur is a global automotive brand backed by Chinese manufacturer Chery.
Foton has locked in key specs and pricing for its upcoming Tunland hybrid dual-cab ute, which is set to land in Australia showrooms from the third quarter of 2025.
The hybrid diesel dual-cab will start from $39,990 before on-road costs for the 4×2 variant, and go up to $49,990 for the top-spec V9-S 4×4. The range will include four variants:
Tunland V7-C 4×2: $39,990
Tunland V7-C 4×4: $42,990
Tunland V9-L 4×4: $45,990
Tunland V9-S 4×4: $49,990
All variants will be powered by a 2.0-litre Aucan turbo-diesel engine producing 120kW at 3600rpm and 450Nm between 1500-2400rpm, backed by 48V mild-hybrid assistance and an eight-speed ZF automatic transmission. Braked towing capacity is 3500kg, and all 4×4 models come with a rear diff lock – the top-spec V9-S adds a front locker as standard.
The wading depth is rated at 700mm, all models are listed with a ground clearance of 240mm, an approach angle of 28 degrees and a departure angle of 26 degrees. Full specs and features can be seen below!
The suspension set-up differs by grade. The V7 variants use a double wishbone front and leaf-spring rear, targeting work use and offering a payload over 1000kg. The V9 models retain the double wishbone front but upgrade to a multi-link coil-sprung rear for improved everyday ride comfort.
“It draws on Foton’s global truck-building expertise to deliver commercial-grade durability, real-world capability with SUV-like comfort – all wrapped in a value-packed offering tailored to Australian drivers,” Foton said in a statement.
Foton says the Tunland has undergone extensive local testing across sealed roads, rough tracks, steep terrain, sand and mud to ensure it’s suited to Australian conditions.
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“The all-new Tunland is a fresh and capable new contender in the ute segment, offering commercial-grade space and toughness, combined with the comfort and technology modern drivers expect,” said Glen Cooper, General Manager of Foton Australia. “We’ve backed that up with tens of thousands of kilometres of local testing to help ensure it’s tuned for Australian conditions and built to deliver exactly what drivers need – whether it’s for work, play, or everything in between.
“We see real potential for the Tunland to shake up the category by delivering greater versatility, space, and refinement in a truly value-packed offering,” Cooper said.
All models will be covered by a seven-year, unlimited-kilometre warranty. Dealer coverage has been confirmed across NSW, Victoria, Queensland, SA, WA and the ACT, with more locations expected ahead of launch.
Final specifications and equipment lists will be released closer to the Q3 2025 arrival.
2025 Foton Tunland: Key specs and features
V7-C 4×2
Interior
12.3-inch digital instrument cluster
14.6-inch infotainment screen
Collision Avoidance Features
Electronic Stability Program (ESP)
Anti-Lock Braking System (ABS)
Electronic Brakeforce Distribution (EBD)
Vehicle Dynamics Control (VDC)
Traction Control System (TCS)
Hill-Hold Control (HHC)
Hill Descent Control (HDC)
Auto Vehicle Hold (AVH)
Electronic Parking Brake (EPB)
Panoramic 360° View Camera with Integrated Dash Camera
Front & rear parking sensors
Advanced Driver Assistance (ADAS)
Adaptive Cruise Control (ACC)
Autonomous Emergency Braking with Pedestrian & Cyclist Alert (AEB)
