We put the BLUETTI MultiCooler B70 portable fridge and battery pack to test on the sands of Fraser Island, in the weeks following the arrival of Tropical Cyclone Alfred.
Despite heavy rain, salt spray and no external power for over three days, it kept all our food and drinks ice-cold without a hitch. Secured only with ratchet straps on the tray of our LandCruiser 79 Series – on a lightweight plastic shell and with no canopy – the battery still lasted the full three days as promised.
Durable, lightweight build and portable design for off-road use
The cooler weighs 24kg and is built from moulded ABS plastic, which keeps the weight down while offering solid resistance to the elements. Its compact dimensions (710 x 420 x 475mm excluding wheels and draw bar) make it easy to fit on a tray or rooftop rack.
The extendable handle and wheels make moving it around camp straightforward, though the grab handle is a bit short and tends to bang into your legs if you’re not paying attention. It’s designed with weekend warriors in mind, rather than permanent installation as a drawer fridge or bull-bar mount. The unit comes with a two-year warranty.
Fast, efficient cooling and ample storage capacity
With a total capacity between 40 and 55 litres (42L fridge, 9.5L freezer, and 6.3L battery compartment), the MultiCooler easily handles a weekend’s worth of food and drinks with room to spare. Its Huayi compressor and efficient cooling technology can drop the internal temperature from 30°C down to 0°C in just 15 minutes. It runs whisper-quiet at around 30dB when in fridge mode and under 45dB when making ice. The built-in ice maker produces clear, crystal-cube ice – a handy feature for those warm Aussie days.
Long-lasting LiFePO₄ battery and multiple charging options
The removable 716.8Wh LiFePO₄ battery connects in seconds and powers the fridge for up to three days without external input. Rated for over 3000 life cycles, it should handle many trips before showing wear. You can recharge the battery four ways: via AC power (up to 200W with adapter), solar panels (up to 200W), or other compatible power sources. The MultiCooler also has a 100W USB-C port and a 15W DC outlet to charge phones, lights or other small devices while you’re on the move. On Fraser Island, it ran nonstop for three days on battery alone, exactly matching the manufacturer’s claim.
User-friendly controls and handy remote app functionality
The control panel features a clear LCD display and simple up/down toggles that work well even with muddy gloves, though wet fingers can make it a bit fiddly to use. For extra convenience, the MultiCooler can be controlled remotely via the BLUETTI app, letting you adjust settings from around camp. The ice maker requires you to add your own water and pull the lid firmly to eject ice cubes, but it’s a useful addition for long days in the sun.
Verdict: Reliable portable fridge and freezer for off-grid adventures
At just under $2000 for the fridge and battery pack, the BLUETTI MultiCooler B70 offers a genuinely portable and tough cooler/freezer/ice-maker combo. It’s not a luxury drawer fridge, and the plastic housing means it’s best suited to occasional campers and weekend warriors rather than permanent installs.
Still, for surf trips, beach days and post-cyclone adventures, it delivers reliable cold storage that stands up to harsh Aussie conditions.
Building a tourer today usually takes a well trodden path, ultimately ending with an absolute rig holding everything you’d ever want while you’re away from the place you actually have everything you’d ever need.
Before the 4×4 industry’s big bang that exploded thousands of products onto the market to satisfy the consumer-tourer, 4×4 owners did things much simpler, and for good reason. Weight. In simple terms, more of it meant it was harder on the rig, and took much more fuel to move it all, limiting range. Engines were upgraded with more power, with chassis becoming heavier still for higher GVMs, and the gear list longer still. And the cycle continues.
While it seems the favoured choice is to go heavy and hedonistic, there’s still those who pack light and limited, but Mandurah local Bo Clayton entered the chat with a third alternative: a super tourer that packs the most power in his chosen model range, along with the race-inspired Fox suspension, but with a fully spec’d lightweight canopy ready to lap the map. While this seems like mixing oil and water, Bo had a plan to pull it off.
“I wanted a comfortable vehicle to travel Australia in and what I got for the price I thought was value for money,” Bo explains. “If you look at all the extras the Raptor has over the lower-spec vehicles, I believe it was a cost effective price.”
Experienced 4×4 builder
Coming from a decent list of past 4x4s which included the previous 2022 Raptor, a 1982 Bronco, a 2004 Hummer H2, two Hiluxs, a Surf and a 2020 LC200 VX, Bo had a good idea what sort of a challenge he was in for. “The 200 Series turned out really well but she ended up being four tonnes, and I did not enjoy driving it that much,” he admits.
Taking on the range-topping 2024 Ranger Raptor to build a tourer from was still a bold choice, bearing in mind it came with a reduced payload just above 700kg straight out of the factory. This represented a restriction of 200kg less than the marque’s leaf-sprung alternatives, mainly due to its race inspired all coil suspension. The Raptor is also the heaviest in the Ranger range, albeit with the most power, but with no adjustment from Ford to the final GVM allowance.
“The biggest challenge was to keep the Raptor under the 750kg payload with the super lightweight canopy, but I managed to accomplish that task,” Bo says. “I have all the weighbridge receipts, so I know it’s correct.”
Lightweight canopy
To give his Raptor a decent chance to stay within its GVM, Bo decided on the Mode 4×4 canopy, which is a subdivision of parent company Zone RV caravans.
According to Mode 4×4’s website, these composite canopies come in at a svelte 220kg, and are a bolt-on service-body style, so there’s no additional weight from a tray or headboard, with the wheel arches and toolboxes bolting straight to the underside of the canopy.
Installing the canopy was taken care of by David and Jayden at Mac 4X4 in Cockburn, south of Perth. While they were at it the crew also installed an Offroad Animal bull bar, plus a complement of 13 Stedi spot, bar and work lights. The job of colour coding to the Raptor’s Code Red hue was handed to Nathan, Vaughan and team at Calmack Panel & Paint in Greenfields, who also turned their attention to detailing the bull bar and bash plates, and modifying the front mudflaps.
While all this sounds like it was trucking along seamlessly, there were the usual supply delays and workshop availability issues. When asked what he’d do differently Bo said, “I’d compile most of the components and store them for about five months until I had enough to start and finish the build in a better time frame. This would save a bunch of money for a start, so you can imagine just how hard it is to complete a build when you have assorted components coming from all over Australia and overseas, all arriving at different times.”
Once the canopy was painted Bo engaged 4Signs in Mandurah to draw up his own design of custom graphics with inlaid skull detailing, plus a PPF wrap. “It was the first time they had done it,” says Bo. “The two brothers Tae and Yung pulled it off with all my requests. Good people and a great job.”
Diving into the fitout, Bo installed the shelves and electrical system himself, with help from Brad at Whitcroft IT who supplied knowledge along with the Victron components and 300Ah lithium battery. Three-colour dimmable lighting helps find things at night, while a Rockarmor 3000W inverter (with external display) helps power any high current devices. Bo has fitted an ice making dual-door 95L Gecko fridge (negating the need for the extra weight of a fridge slide), a full slide-out pantry, plus a slide-out prep table for the gas cooker.
Mode 4×4 canopy
Being of a composite design, the Mode 4×4 canopy is made up of an aluminium supporting structure to which lightweight composite panels are bonded, much like the construction of caravans from parent company Zone RV.
This means there are some limitations to where loads can be applied. The maximum internal load carrying is 350kg, with a dynamic weight of 150kg being allowed on the roof (350kg static). This drops to 110kg with one spare wheel bolted to the rear, and 75kg should you require two spares, or jerry cans etc. of a similar weight to a spare wheel.
In Bo’s case, there’s minimal weight stored up top with his fishing gear, solar panel and awning currently installed. With the current 35-inch tyre and billet bead-lock spare wheel, jerry can and ladder mounted on the back wall, this would make any more roof-mounted accessories an exercise in weight management.
Upgraded suspension
Suspension-wise, the Raptor comes standard with trick Fox Racing live valve shocks, and coil springs on all four corners.
These are electronically controlled 2.5-inch internal bypass shocks with in-cab mode selection. One very cool feature is the Ford software controls damping on the rear shocks to resist squatting on heavy acceleration. Having the GVM approaching redline was enough reason for Bo to add in the extra support of bellow-type airbags to assist with heavier canopy loads, or when towing, while also upgrading to G.O.A.T. Offroad front upper control arms and two-inch lifted front springs.
Kris, Cody and the team at Precision Offroad 4×4 in Wangara carried out the work including the wheel fitting. “They also re-programmed the suspension height in the computer so all the Ford sensors worked correctly with the upgrades, including the height of the front lights for oncoming drivers as well as the shocks sensing the correct ride height of the vehicle,” Bo says.
Engine upgrades
To keep things moving at an acceptable pace, Ford’s petrol-fed EcoBoost V6 twin-turbo powerplant provides the mumbo up front, driving through a 10-speed auto ’box, however Bo found a few items in need of attention.
“I installed a set of Process West turbo induction and intercooler piping as I did not like the way the Ford rubber hoses flexed and distorted under load,” he says. These were joined by an aftermarket windscreen washer reservoir, and then further modified to allow the fitment of the hard pipes.
Fresh air comes from a Safari Armax snorkel piped into the Fabulous Fabrications twin foam filter airbox. Out of the factory the Raptor can change its exhaust note at the touch of a button, so little was done to the exhaust other than a pair of bolt-on four-inch dual tailpipes. An initial tune yielded 480hp (397hp standard) and 725Nm (583Nm), however final fettling is due to be carried out after a longer run-in period. “I have heard of all sorts of things going wrong with the Raptors, but touch wood so far I have had no issues at all,” Bo says.
Rounding out the under-bonnet mods, Bo says, “I extended the breathers from the gearbox, front, centre, and rear diffs and the winch to just under the bonnet line. For the other small jobs I must thank a good friend Tim Gunn (Sik Em Wrex Racing). He’s my go to person for odd jobs as it’s done once and done correctly.”
Interior tech and comfort
Being the top-of-the-line offering from Ford, you’d expect the cabin to be a great place to be, and you’d be right, with lots of leather and race-style seats, plus more infotainment than most would need, it really does present as good-to-go. Bo set about further enhancing the interior and slotted in a Stedi light switch pod above the central screen, which also provides an access point for his GME 370C UHF radio.
Replacing the now redundant rear-vision mirror is a triple camera system monitor. This reveals front, rear and in-cabin views, while recording and allowing playback all from the one unit.
Verdict
After taking the path far less travelled and building such an outstanding level of tourer, Bo is in the final stages of his overall plan. “I’m building a small pop-top caravan of 1800kg that I am working on now. It’s an old 2004 Coromal SEKA 535 XC Pioneer built in Perth and is fully off-road capable.
The trip is to last for a number of years if possible, [so] I’m going to take my time and spend the majority of my retirement on the road seeing sights, travelling off-grid and meeting some awesome people.”
Keep an eye out for his rig as he makes his way around our map, and if you can catch him, say G’day.
Isuzu UK has announced pricing for its upcoming D-MAX EV, which will start from £59,995. That works out to around $117,000 AUD before on-road costs.
First deliveries in the UK are expected in March 2026, following an official launch in February. However, there’s been no confirmation yet for an Australian release.
Revealed at the 2025 Commercial Vehicle Show in Birmingham, the D-MAX EV will run a 140kW dual-motor drivetrain powered by a 66.9kWh battery. Three versions will be offered in the UK. The entry-level eDL40 comes in an extended cab configuration at £59,995 and a double cab version at £60,995. The top-spec eV-Cross double cab comes in at £62,495. All models feature a full-time 4WD system.
The eDL40 models come with chrome styling, an eight-inch infotainment screen, a seven-inch driver display, heated front seats, Bi-LED headlights, dual-zone climate control, leather upholstery, parking sensors front and rear, and a six-speaker audio system. The eV-Cross builds on that with dark grey trim, a larger nine-inch screen, auto-dimming rear-view mirror, and an upgraded eight-speaker sound system.
Despite no official word from Isuzu Ute Australia, the timing of the UK launch and the shared platform could suggest a late 2026 or early 2027 arrival here. Australian pricing would likely start north of $110,000 drive-away if based on straight conversions, though final figures will depend on local specs and taxes. Whether that price point can be justified will come down to how it performs in the real world – especially when it comes to range, charging and off-road durability.
With full towing capacity, a one-tonne tray, and proper 4WD, the D-Max EV is shaping up as one of the first electric utes built for work and play, and if it holds up to Isuzu’s reputation, it could give fleets and remote area operators a real EV option. Pre-sales in the UK open later this year, with fleet demonstrators arriving first.
The D-MAX EV will offer a one-tonne payload, 3.5-tonne towing capacity.
If you’re anything like me and drive an older 4×4, there’s a fair chance you’ve caught yourself talking to it.
Sometimes, an ageing rig just needs a bit of gentle encouragement to crest the next hill or crawl through a tricky section of track – maybe a quiet “come on, girl” and a reassuring pat on the dash to get her through. When this happens, the only reply I want to hear is the engine picking up revs as we clear the hill and power on. I don’t need a car to talk back – but these days, many new vehicles do exactly that, and not always in a good way!
Modern cars are constantly nagging the driver with safety warnings, speed alerts, traffic updates and all sorts of unnecessary chatter. Some even feel the need to tell you when there’s a curve ahead or a lane merging – things you’d already notice if you were looking out the windscreen instead of glancing down to see what all the chimes are about. One car I drove recently even displayed conversation prompts on the multimedia screen, suggesting topics to discuss with the car!
Thankfully, I can drown most of it out by turning up the radio – but I really shouldn’t have to.
The crazy thing is, all of these so-called safety systems are actually distracting the driver – encouraging you to take your eyes off the road to respond to prompts and warnings. Road-safety pundits love to blame mobile phones and passengers for driver distraction, but increasingly, it’s the vehicles themselves that are drawing attention away from what really matters.
And the irony? These same safety advocates are the ones pushing for these intrusive systems so manufacturers can tick the boxes needed for a five-star safety rating. When is enough, enough? Of course, the response is always the same: “Enough is enough when there are no more road accidents.” But that’s an impossible target – one that will never be achieved.
In the meantime, we’re stuck with technology that, ironically, only increases driver distraction under the guise of improving safety.
Chery’s first dual-cab ute for Australia is starting to take shape, with design patent images released earlier this year offering the clearest look yet at what’s likely to become the Chinese brand’s inaugural offering in the segment.
The renderings out of Argentina revealed a squared-off body with chunky proportions, upright headlights, and a practical rear step built into the bumper.
This vehicle is believed to be the larger, ladder-frame model currently in development for international markets. The smaller Himla ute shown in China won’t be sold here – instead, we’re expected to get a tougher platform aimed at buyers who need proper off-road capability, solid towing figures and real-world payload. The design sketches suggest something closer in size and stance to the HiLux or Ranger than a lifestyle crossover.
Adding further weight to the off-road focus is the Chery KP11 concept recently previewed in China – a rugged, body-on-frame 4×4 with aggressive styling and serious trail gear. While not confirmed as the production model, the KP11 gives a clear idea of the direction Chery is taking: a ute built to handle rough terrain and tough jobs, rather than just urban driving.
Built on a separate chassis, the new Chery ute is likely to offer a braked towing capacity of up to 3.5 tonnes, with a payload around the one-tonne mark. Suspension is expected to follow a familiar formula: independent up front with either a leaf or multi-link rear depending on spec. A rear diff lock, low-range gearing and other off-road essentials may also be part of the package, at least in upper trims.
Powertrain details haven’t been locked in, but the standout rumour is a diesel-based plug-in hybrid setup. If it eventuates, it would be a segment-first – a PHEV designed not just for city economy, but for regional touring and towing as well. Diesel’s long-range efficiency, paired with the low-speed benefits of electric torque, could make for a compelling combination, especially in a market where dual-cabs regularly double as family haulers and remote travel rigs.
A global unveiling is likely sometime in 2025, but the Australian launch isn’t expected until 2026. Final specs, badging and pricing remain under wraps for now.
There’s still plenty we don’t know, and much could change between now and launch. But based on what’s been uncovered so far, this new Chery ute is shaping up to be more than just another budget contender – it could be the first proper Chinese rival built from the ground up with Aussie buyers in mind.
It looks like the Ram 1500 TRX isn’t done yet. There’s growing speculation – led by Mopar Insiders – that production of the high-performance off-roader will start in January 2026. Ram hasn’t confirmed anything yet, but speculation suggests the TRX is lined up to make a comeback early next year.
The TRX had a brief but notable presence in Australia. It launched in mid-2021 and remained on sale for just under three years before wrapping up in early 2024. Locally, the trucks were converted to right-hand drive by RAM Trucks Australia and Walkinshaw, with demand frequently outstripping supply. The 6.2-litre supercharged V8 was eventually phased out due to tightening emissions regulations, and no direct replacement has been confirmed for the Australian market.
Earlier this year, Ram announced the return of its 5.7-litre HEMI V8 engine for the 2026 Ram 1500, after the engine was largely replaced by the 3.0-litre Hurricane twin-turbo inline-six in recent models. The V8’s comeback has been confirmed for Europe, where orders opened in July, and it will be offered alongside the Hurricane inline-six. Whether the HEMI will return to Australia remains uncertain.
The 5.7-litre HEMI V8 produces 294kW and 596Nm, paired with an eight-speed automatic transmission and an eTorque mild-hybrid system.
At the time, Ram CEO Tim Kuniskis said of the HEMI’s return: “Everyone makes mistakes, but how you handle it defines you. Ram screwed up when we dropped the HEMI – we own it and we fixed it. We’re not just bringing back a legendary V8 engine, we’re igniting an assertive product plan and expanding the freedom of choice in powertrain for our customers.”
He added: “Ram will continue to offer the more powerful and more efficient Hurricane Straight Six Turbo, but we heard loud and clear from consumers: there is no replacement for the iconic HEMI V8. At the end of each month, we count sales to customers, not statisticians or ideologues. Data be damned – we raise our flag and let the HEMI ring free again!”
If the rumours about TRX production starting early next year are true, we could see the TRX revealed before the end of 2025. And with SRT (Street and Racing Technology) back in the mix, the TRX’s return could shake up the full-size performance ute scene once again.
When Ironman 4×4 fitted the bullbar, winch and side protection to our VDJ79 LandCruiser, they also installed a pair of the company’s Scope 9-inch driving lights.
Auxiliary driving lights are a must for outback and bush driving at night, providing a much clearer view of the road ahead and to the sides – and giving you a better chance of spotting wildlife before it’s too late. That extra lighting is especially important on the 70 Series, as the factory headlights still leave a lot to be desired – even though the new LED units on the 2024 facelift are a step up from the old halogen lamps.
LED lighting is the standard these days, and Ironman’s Scope lamps sit at the top of the brand’s lighting range. The lineup also includes other models and styles, along with a smaller 7-inch version of the Scope.
What sets the Scope lights apart is their use of high-output LEDs combined with a clever reflector design. Each unit features six 12W and four 10W LED chips, producing an exceptionally bright, clear beam. The 5700K colour temperature has become the sweet spot for driving lights – bright enough to deliver excellent visibility without harsh reflections or the eye fatigue that can come with higher temperatures.
Ironman claims a 1-lux throw of 1050 metres per light for the combo-beam Scope 9-inch, and 1250 metres for the spot-beam version. Current draw is listed at under 12.6A per light at 12V – another advantage of LEDs over traditional halogen units, which typically draw more power for less output.
The Scope lights use a hooded reflector design, with the reflectors positioned along the top and bottom of the housing to capture the output from the high-power LEDs. This setup is said to be more efficient than traditional reflector cups, as the LEDs shine directly into the hoods, minimising light loss and improving overall performance.
The Scope 9-inch lights also feature eight ‘side shooter’ LEDs built into the sides of each lamp. These broaden the beam pattern, improving visibility to the sides of the road. They also double as daytime running lights or positioning lights when the main driving beams aren’t in use.
One feature we’ve found surprisingly useful is the dimmer function on the Scope lights. It’s particularly handy in areas with lots of reflective road signs that can bounce light back into your eyes. A quick tap of the button dims the beams without switching them off completely, so you still get enhanced visibility without the harsh glare. It’s also great on long, open outback roads when an oncoming vehicle is still a fair way off – you can dial the spotties down without plunging into darkness.
They’re not the brightest LED driving lights we’ve used, and the beam pattern isn’t the most uniform. But they’re also significantly more affordable than some of the premium options that deliver better overall performance.
At $349 each, the Scope lights aren’t the cheapest on the market, but they still offer solid value – especially when bundled with Ironman’s plug-and-play wiring harness. The harness retails for $66, bringing the total to just under $765 for a complete pair, which makes for a well-priced setup that should many most drivers.
Build quality is solid, with polycarbonate lenses, a screw-free front fascia to prevent moisture ingress, and a breather system that releases heat while keeping water out. The lights are IP69K-rated for dust and water resistance, and the powder-coated cast aluminium housings are matched with a stainless steel mounting system. Centre and side pinning bolts provide excellent rigidity – we’ve had zero vibration from the lights on our Cruiser.
That level of build quality allows Ironman to back the Scope lights with a three-year warranty.
| Item | Price |
|---|---|
| Scope 9-inch driving light | $349 each |
| Plug-and-play wiring harness | $66 |
The Kia Tasman has secured a five-star ANCAP safety rating following full assessment under the current, more stringent criteria. It’s a strong start for the Korean brand’s dual-cab debut, with consistent performance across all key safety categories.
The top rating applies to S, SX and SX+ (as tested) 4×4 variants but excludes the X-Line and X-Pro grades, which haven’t yet been tested. The Tasman was put through ANCAP’s full range of crash and active safety tests, scoring well in Adult Occupant Protection (85 per cent), Child Occupant Protection (85 per cent), Vulnerable Road User Protection (74 per cent), and Safety Assist (80 per cent).
| Category | Score (%) | Points Achieved | Maximum Points |
|---|---|---|---|
| Adult Occupant Protection | 85% | 34.14 | 40 |
| Child Occupant Protection | 85% | 41.86 | 49 |
| Vulnerable Road User Protection | 74% | 46.82 | 63 |
| Safety Assist | 80% | 14.42 | 18 |
In crash testing, the Tasman showed strong results. The frontal offset crash test returned low injury risk for both adult and child dummies. Importantly, the ute also rated well for crash compatibility – an assessment of how much damage a vehicle might cause to others in a collision.
One area of concern was noted in the full-width frontal crash, where the driver dummy’s pelvis slipped under the lap belt – known as submarining. This resulted in a penalty, but didn’t prevent the overall five-star score.
All five-star variants come equipped with a full set of airbags – including dual front, side chest, curtain, and a centre airbag between the front seats – along with a comprehensive active safety package. Standard features include autonomous emergency braking (AEB) with car, pedestrian, cyclist and junction detection, lane keep assist, lane departure warning, and intelligent speed assist.
One limitation raised by the ANCAP test is that owners are advised to not install child seats in the second-row centre position, as there’s no top tether anchorage point.
“Fleet buyers and potential Tasman customers across the country have been eagerly awaiting the Tasman’s safety rating, and this five-star result will be welcome news,” said ANCAP Chief Executive Officer, Carla Hoorweg.
“With such strong market presence and consumer demand, it’s pleasing to see manufacturers continuing to prioritise safety in this segment.
“The dual-cab shopping list is already healthy, and we expect to see it grow further with other new contenders entering the market in the coming months,” added Ms Hoorweg.
Drive-away pricing for the Tasman 4×4 starts at $53,890 for the entry-level S; $58,490 for the SX, $66,490 for the SX+, $70,990 for the X-Line, and $77,990 for the flagship X-Pro. The 4×2 S trim is available for $46,490.
All 4×4 variants are powered by a 2.2-litre turbo-diesel (154kW/440Nm) matched with an eight-speed auto and part-time 4WD with multiple terrain modes. Even the base model is well-equipped, while higher trims progressively add off-road hardware, tech and comfort features – culminating in the X-Pro, which gets off-road tyres, a locking rear diff, surround-view cameras, and a Harman Kardon stereo.
The upper-spec X-Line and X-Pro variants remain unrated by ANCAP for now.
If you’re planning a 4×4 trip into northern Australia – Cape York, the Gulf, Top End, or northern WA – you’re in saltwater crocodile territory.
And it’s not just the ocean. These crocs live in rivers, creeks, estuaries and billabongs, often many kilometres inland. They’re ambush predators, smart, territorial and fast. Knowing how to avoid trouble is part of travelling safely in the tropics. Whether you’re crossing remote creeks, setting up camp, or flicking lures from the bank, here’s what every 4WD tourer should know.
Where are saltwater crocodiles found?
Crocodiles are found across northern Australia – Queensland, NT, and WA – and their range stretches much further inland than most people think. Don’t rely on warning signs. If you’re in the tropics and near water, assume there are crocs about.
Stay back from the water’s edge
This is where most people get into trouble. Salties can launch out of the water fast and silently.
- Don’t camp close to the bank. Pick a site at least 50 metres from water.
- Never sleep near tidal creeks or flood zones. Crocs move at night and can cover surprising distances.
- Avoid walking close to the water, especially at dawn or dusk.
Don’t swim in croc country
That crystal-clear creek or still billabong might look inviting, but swimming in croc country is asking for trouble. Locals know where it’s safe – if they’re not in the water, you shouldn’t be either.
- Don’t wade into water to cool off or collect gear.
- Keep pets out of the water. Dogs are common croc targets.
- Avoid crossing on foot unless absolutely necessary.
Fishing? Keep your distance
Fishing off the bank is a common pastime, but it’s also one of the most high-risk activities in croc territory.
- Fish from high banks or raised ground.
- Don’t stand in the shallows. Even knee-deep water is dangerous.
- Never clean fish or dump scraps at the water’s edge. It draws crocs in and teaches them to associate people with food.
Safe 4×4 creek crossings and recoveries
If you’re tackling remote tracks, chances are you’ll be crossing croc-prone waters.
- Check for slide marks or disturbed mud before crossing.
- Use a stick or drone to test depth – don’t walk crossings blind.
- Avoid standing in the water during recoveries. Use winches and long straps from the bank.
Signs of croc activity
Keep an eye out for:
- Slide marks on riverbanks
- Trails in the mud leading to or from the water
- Nesting mounds or disturbed vegetation
- Sudden absence of birds or animals around water
- Reports from locals or stations – take them seriously
General camp safety in croc country
- Camp high and dry – away from water, mangroves, or low-lying flood areas.
- Don’t clean dishes, brush teeth, or wash clothes near the riverbank.
- Never leave bait, scraps, or fish guts around camp.
- Avoid night walks near water – crocs are most active after dark.
Final advice for 4WD travellers
Saltwater crocodiles are a real risk in northern Australia. Most incidents happen when people get too close to the water or take unnecessary risks. If you’re touring remote areas with a 4WD, plan ahead, pick safe campsites, and treat every water crossing with caution.
You don’t need to fear crocs – just respect them. Stay alert, don’t get complacent, and you’ll avoid becoming part of the story.
Jeep’s updated Gladiator is arriving in local showrooms this month, priced from $82,990 before on-roads – down from the previous asking price of $87,250.
The Rubicon is now the only variant on sale in Australia, with the entry-level Night Eagle quietly dropped from the line-up. The 2025 model update adds a range of upgrades aimed at improving comfort, tech and safety.
What’s changed?
There’s a new-look front end with a revised seven-slot grille, updated wheels, and body-colour flares. The old steel radio antenna has been replaced with a low-profile trail-ready unit, and the windscreen is now made from tougher Gorilla glass.
Inside, there’s a larger 12.3-inch touchscreen running Jeep’s latest Uconnect 5 system, now with wireless Apple CarPlay and Android Auto. The dash has been tweaked with new soft-touch surfaces and contrast stitching, and Jeep’s included an AMPS mounting bracket on top for bolting in accessories like GPS units or radios.
Up front, you now get Nappa leather seats with 12-way power adjustment and lumbar support. The previously optional ‘Lifestyle Adventure Group’ is now standard – so buyers get lockable under-seat storage, a spray-in bedliner, rail tie-down system, auxiliary switch bank, 240-amp alternator and Bluetooth speaker straight out of the box.
Safety and off-road gear
Jeep has added a few safety upgrades including side curtain airbags, a rear seat reminder, auto high beams, and a selectable tyre fill alert. There’s also an extra skid plate underneath.
Under the skin, the 3.6-litre Pentastar V6 petrol engine carries over, making 209kW and 347Nm, paired with an eight-speed auto. It’s still running the Rock-Trac 4×4 system with low-range gearing, an electronic front sway-bar disconnect, and a 77:1 crawl ratio. It comes standard with 32-inch mud tyres on 17-inch alloys, three skid plates and steel rock rails.
The tub remains steel-reinforced with under-rail lighting, tie-downs, a damped tailgate and an external power outlet. Suspension is the familiar five-link coil setup, with high-strength steel and aluminium used throughout to manage weight and durability.
Streamlined line-up
Last week, Jeep also dropped the price of its 2025 Jeep Wrangler to $79,990 for the two-door (previously $82,950) and $82,990 for the four-door (down from $89,450), with two new colour options added: ‘41’ military green and ‘Mojito’ bright green.
Full list of updates – compared to the MY24 model
- New front grille
- New design 17-inch wheels
- Antenna relocation to windshield
- Front Gorilla glass windshield
- Side curtain airbags
- Rear seat reminder
- Front 12-way power seats (including four-way lumbar adjustment)
- Nappa Leather-trimmed seats
- Hard seat back panel
- Lockable underseat storage
- 12.3-Inch Uconnect 5 touchscreen
- Wireless Apple CarPlay/Android Auto
- Wireless Bluetooth speaker
- Urethane dash panel
- NVH improvements
- Auto high beam headlamps
- 240-amp alternator
- Auxiliary switch bank
- Selectable tyre fill alert
- Additional underbody skid plate
- Trail rail system
- Spray-in bedliner
- Body-colour fender flares