The 2025 Toyota LandCruiser Prado has officially launched in Australia, with the all-new SUV boasting a five-model line-up: GX, GXL, VX, Altitude and Kakadu.
The 2.8-litre turbo-diesel four-cylinder engine, assisted by 48-volt V-Active technology, produces peak outputs of 150kW and 500Nm, and it’s mated to a new eight-speed automatic transmission and a full-time all-wheel drive system, dual-range transfer case and a centre lockable limited slip differential.
“Australians love the LandCruiser Prado for its family-friendly amenity, supreme off-road ability and the durability and reliability that makes it worthy of the LandCruiser nameplate,” said Sean Hanley, Toyota Australia’s Vice President of Sales, Marketing and Franchise Operations.
“The all-new model takes everything that customers love about the LandCruiser Prado to a new level, along with a stylish new design, enhanced technology and greater comfort and driveability.
“With its outstanding practicality and superb on and off-road performance, the all-new LandCruiser Prado is the perfect SUV for the weekday urban commute and extended adventures beyond the tarmac,” he said.
Here’s an extensive analysis of all the specs and features, model by model ?
Toyota is presently launching its 2025 Prado up in the Northern Territory and we’re driving it through Kakadu National Park, but we can’t tell you about that just yet! Check back at 7pm on November 21 for those details.
What we can give you now as we jump into the cars is a refresher of what they told us already, and that is that the 250 Series Prado will ride on a variant of the same TNGA-F chassis that underpins the LandCruiser 300 Series, the Lexus GX550 and the Toyota Tundra pick-up.
It’s a bigger car than the 120/150 Series Prado and more akin to an 80 Series Cruiser in size. Styling-wise the boxy body takes many cues from the 60/62 Series Cruisers of yesteryear to give it a retro appearance, with the Australian models all featuring the FJ62-like rectangular headlights; while the round headlight as seen on the 250 in some other markets will not be offered here on any grade.
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The new Prado will be sold here in five grades starting from the GX, then the GXL, VX, Altitude, and top-of-the line Kakadu models.
The Altitude model is now a full-time model rather than a limited edition, and it is the most offroad-focused of the new Prados. It is the only variant that comes with a locking rear differential and front sway bar disconnect mechanism, to give it better traction at the rear axle and more wheel travel at the IFS. It also comes on 18-inch all terrain Toyo tyres and is only offered as a five-seater, leaving more room in the back for cargo by ditching the third-row seats. Leaving the rear seat out also helps with payload.
Inside, all models get the premium 12.3-inch multimedia screen that is compatible with wireless Apple CarPlay and Android Auto and has Bluetooth connectivity and cloud-based in-built sat-nav. The levels of trim vary with the model grades, but all seem to be very well-appointed and laid out. We were impressed with the dash layout and functionality of the LX550 when we tested it, and the Prado carries over most of that design. We’ll verify how well it all works (or doesn’t) next week.
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All 250 Series Prados are powered by the 1GD 2.8-litre diesel four-cylinder engine, boosted by Toyota’s 48-volt V-Active technology. The tech doesn’t increase engine outputs and the mill still makes the respectable 150kW/500Nm we are familiar with from the previous Prado and current LandCruiser 70 models, HiLux and Fortuner variants. The engine is backed by a new eight-speed automatic transmission and a full-time/dual-range four-wheel drive system. The new Prado offers a 3500kg towing capacity with an integrated towbar that is pre-wired and ready to use.
Toyota has developed a range of bullbars and steel front bumper locally for the new Prado, offering both steel and alloy bullbars and semi-looped and loopless front bumpers. The local arm has also created 8000kg rated recovery points for the front of the new Prado and offers a rated recovery point that fits in the rear tow hitch receiver. For more recovery security, you can also get a Warn winch that fits in behind the front bumper and has been officially tested and approved by Toyota Australia.
For roof storage, Toyota has developed two- and three-bar rack systems for the 250 Prado, depending on the grade, with up to 90kg capacity. These are available with a range of accessories to carry all sorts of gear and sporting equipment.
When deliveries of the all-new Prado start rolling out, customers will have the option to add-on bespoke Toyota Genuine Accessories (TGA).
The broad range of equipment will not only improve the Prado’s off-road capabilities, but make it more customisable to individual preferences; be it the need for various storage configurations, increased protection, or go-anywhere potential.
Having access to development vehicles from an early stage – 2019 – gave Toyota Australia a head-start in creating a selection of steel and alloy bull bars that fully integrate with the Prado’s square shape, proportions and suite of safety technology including active safety systems, frontal crash systems, parking sensors, and all cameras surrounding the vehicle.
Four bull bar styles will be on TGA shelves: Premium Steel, Premium Alloy, Semi Hooped (Commercial) and Hoopless.
The bull bars are designed to easily accommodate the fitment of a wide range of additional accessories including a Toyota bespoke Warn-sourced 9000-pound winch that sits behind the number plate on all bull bars; a lightbar; and a range of antennas.
Sitting below the bull bars are newly developed front recovery points rated to 8000kg and a front bash plate made from 5mm pressed aluminium. Rear recovery points are also available and fit into the Prado’s standard towing hitch receiver. Additionally, Toyota offers a selection of on- and off-road rated tongues and towballs.
Giving the Prado the ability to stow large, bulky items, Toyota has also developed two- and three-bar rack systems that can carry up to 90kg. Both bars are compatible with other Genuine Accessories such as kayak, bike and ski carriers.
Other Genuine Accessories include a snorkel, cargo mats for five- and seven-seat grades, and a cargo barrier for five- or seven-seat grades.
Many of the above-mentioned products have been designed and developed locally by Toyota’s Conversions and Accessories team based at Altona, Victoria.
One of the first things we recommend for any 4×4 build is aftermarket suspension.
Sure, the factory stuff is generally pretty good, but when you start loading a vehicle up with all your gear and hitting the rough tracks you’ll soon find its limits … in ground clearance, body control, bump control and handling. Also consider the limits imposed by the factory GVM rating and you soon see why so many of us spend up big on quality suspension upgrades.
In the case of the Ford Everest, the factory did a bloody good job of providing a suspension set-up for carrying the family on day-to-day missions in the suburbs, towing modest loads and getting away for the occasional dirt track adventure. It does it all with a comfortable ride and commendable dynamics.
We reckon Ford’s use of a Watts-link live axle rear-end has a lot to do with the impressive performance of the standard set-up as it’s a superior design to the Panhard rod arrangement used by most of the Everest’s competitor vehicles. However, as mentioned, start loading it up and hitting bush tracks and you’ll soon find its limits.
While upgraded suspension is one of the first improvements we recommend 4×4 owners invest in, it’s usually one of the last modifications we do ourselves. This allows us to get the best idea of what weight we’ll be carrying in the vehicle and what suspension set-up will be needed to provide the best performance.
With the Everest, we knew we wanted around 50mm of increased ground clearance, but we weren’t expecting the need for a GVM upgrade until we rolled it onto the weighbridge. With its AFN bull bar and Kaymar rear bar fitted, we found we weren’t going to be left with a lot of load capacity before we met the vehicle’s 3500kg GVM rating; so we ordered a GVM upgrade kit from our friends at Tough Dog suspension.
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At the time, Tough Dog was still working on testing and calibrating the components for the GVM upgrade, so we got on with our build while we waited for the replacement suspension to be sorted.
The Ford suspension was doing a great job in standard form, but it was feeling the weight of the rear bar and the shocks were getting a bit bouncy in the back. Around the same time as Tough Dog had its suspension package ready and certified, Kaymar told us it was going in a different direction with its rear bar and wheel carrier design, and asked us to remove the one we had already fitted. That took around 40kg off the back of the Everest, so not enough to warrant us changing our suspension order, particularly as this was with the vehicle yet to be loaded up.
The Tough Dog GVM upgrade kit is available with a choice of three front coil spring settings depending on the weight on the front end, and in our case we fitted the coils designed to carry a steel bull bar without a winch fitted. A lighter spring can be ordered for vehicles that retain the OE plastic bumper, or a heavier spring can be fitted to vehicles with a winch mounted in the bull bar.
The kit comes with the front struts fully assembled with nine-stage adjustable dampers that can be set to suit various terrain types, vehicle load and driving preference. Adjustment is via an easy-to-reach dial on the bottom of the strut, so you can fine tune the damping as conditions and requirements change.
The Everest GVM kit includes a pair of helper air bags that sit in the replacement rear coils, and these can be inflated to help the coils manage loads without sacrificing ride quality, as would be the case if the kit simply used stiffer coils.
Once fitted it didn’t take long for the suspension to settle and, despite the Everest sitting 55mm higher, we could really feel improvements in body control. The ride is now firmer but it still feels compliant, dealing with pesky suburban potholes far better than before and riding smoothly over corrugations on dirt tracks.
It likewise handles bigger bumps and washouts better than before. We haven’t yet played with the settings on the shocks or the airbags, as the guys at Statewide 4×4 who did the installation set them spot-on for our style of driving. Load the Everest up with four passengers or hitch up a trailer and you’d definitely start making some adjustments, and it’s great to know that functionality is built into the system.
The added ground clearance is a plus, but we’re really missing the steel rear bar on the back as it’s all too easy to scrape the plastic OE bumper when we’re exiting banks and holes, even with the added height. The replacement suspension exhibits significant improvements over the factory kit, both on and off the road, and both in the way it performs and the ride quality it delivers.
The added ground clearance and extra 750kg of GVM are huge bonuses, allowing us to load more gear into the Everest and take it further off the beaten track.
Order books have officially opened for the 2025 GMC Yukon, with the big eight-seater priced at a lofty $169,990 (excluding on-road costs) in Australia.
Customer deliveries will begin in Q2 of 2025 for the upper-large SUV – brought to Australia by General Motors Specialty Vehicles (GMSV) – with only one variant and one trim level available: the V8-powered Yukon Denali.
That V8 is a thumping 313kW/624Nm 6.2-litre EcoTec3 petrol engine, which is paired to a 10-speed automatic transmission. In an attempt to curb what will be an extremely thirsty vehicle, a Dynamic Fuel Management system is said to “markedly reduce fuel use and increase total range” by deactivating four cylinders.
You’ll be able to tow your massive caravan to all corners of the country, too, with the SUV fetching a claimed towing capacity in excess of 3500kg – an exact figure is still to be determined. Plus, its Active Response 4WD system – with electronic limited-slip differential and a two-speed transfer case – makes it off-road ready.
Boasting first-class levels of refinement, the Yukon Denali is expected to comfortably seat all eight occupants in its luxurious, well-appointed cabin. In fact, GMSV claims an eye-boggling maximum cargo value of 3480 litres. Lux treatment includes heated and ventilated front seats, a panoramic sunroof with sunshade, and high-quality materials such as authentic wood detailing.
“We expect the GMC Yukon Denali to redefine premium family transport in Australia and New Zealand, combining eight seats, incredible cargo room, the latest in premium technology, and easy towing with an advanced V8 engine for effortless progress,” said Jess Bala, Managing Director, General Motors Australia and New Zealand.
“Like our popular Silverado, Yukon is built in America but re-engineered to right-hand-drive in Australia, delivering factory quality in right-hand drive for our markets. And that means families across Australia and New Zealand get to experience GMC’s flagship SUV for the first time.”
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The Yukon won’t be short on modern technology either, headlined by a monster 16.8-inch touchscreen paired to a Bose 14-speaker sound system. In addition, the driver gets an 11-inch driver display and a 15-inch multicolour head-up display. Plus, 12.6-inch diagonal colour-touch LCD HD rear screens will keep second-row passengers entertained on long journeys.
2025 GMC Yukon Denali features ?
Engine and powertrain
6.2L EcoTec3 V8 with Dynamic Fuel Management
Maximum power: 313kW
Maximum torque: 624Nm
10-speed automatic transmission
Electronic precision shift
Automatic stop/start with disabled switch
Fuel tank: 91L
Capless fuel filler
Two-speed transfer case with push-button controls
3.23 rear axle ratio
Four-wheel anti-lock disc brakes with brake pad wear indicator
Active Response 4WD system with electronic limited-slip differential
Air Ride adaptive suspension
Dual system exhaust with polished stainless-steel tips
Hill Start Assist
Magnetic Ride Control
StabiliTrak electronic stability control system
Safety technology
360-degree HD camera with up to 10 camera views
Adaptive Cruise Control – camera
Electrical theft-deterrent system
Following distance indicator
Forward Collision Alert
Front and rear park assist
Front pedestrian braking
HD surround vision
Head-up display
Hill Start Assist
Hitch guidance with hitch view
IntelliBeam high beam assist
Lane Change Alert with Side Blind Alert
Lane Keep Assist with Lane Departure Warning
LED daytime running lamps
Rear camera mirror
Rear Cross Traffic Alert
Rear Pedestrian Alert
Safety Alert seat
Teen driver alert
Trailer-side blind zone alert
Trailer sway control
Tyre Pressure Monitoring System
Exterior
24-inch wheels
Acoustic laminated glass
Denali badging
Chrome bodyside mouldings
Deep tinted glass (rear windows)
Chrome door handles, with body-colour strip
Mudflaps (front and rear)
Galvano chrome bodyside mouldings
Hands-free power liftgate
Heated power outside mirrors (body colour)
IntelliBeam
LED headlamps, DRLs, fog lamps and tail lamps
Mirror caps (body colour)
Panoramic power sunroof
Power-retractable assist steps
Rainsense automatic wipers
Rear Camera Mirror Washer
Rear intermittent wiper
Roof-mounted side rails (bright)
Upper active aero shutters in front fascia
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Interior
Wireless Apple CarPlay and Android Auto
Assist handles
Bluetooth connectivity
Bose 14-speaker surround with CenterPoint audio system
Carpet floors
Carpet floor mats
Three child seat anchor points
Driver and front passenger visors with illuminated mirrors
Driver seat memory
11-inch diagonal digital driver information centre with high contrast display
Dual-zone automatic climate control
Front and rear USB ports
Front bucket seats
16.8-inch diagonal colour touchscreen
Head-up display: 15-inch diagonal multicolour
Heated leather steering wheel
Heated and ventilated front seats
Heated rear seats
Keyless open and start
Power driver and passenger seat adjustment
12-way panoramic power sunroof
Rain-sensing wipers
Rear air vents
Rear camera mirror
Rear seats: 60/40 split-folding rear bench seat
Dual 12.6-inch diagonal colour-touch LCD HD rear screens
Retractable cargo shade
Bright front and rear sill plates with Denali logo
With four-wheel drive vehicles consistently occupying the top of sales charts, and with plenty of those owners taking them to all corners of the map, off-road driving is now an incredibly valuable skill for anyone wanting to work in the automotive media landscape in Australia.
A great way to get started is by signing up to a driver training course. In my case, I was fortunate enough to receive advice from a professional instructor at the Adelaide Hills 4WD Park at the launch of the updated 2024 Mitsubishi Pajero Sport – prior to this event, I did not have any experience driving off-road.
Throughout this experience, the team provided simple off-road tips and techniques, as well as a better understanding of the mechanical aspects of a four-wheel drive system.
Both four-wheel-drive and all-wheel-drive vehicles will be competent on most unsealed dirt roads, but for rugged terrain, deep mud and steep inclines, a 4WD system is required as it will send power to all wheels, providing more grip and control.
You should also consider a vehicle with a ladder-frame chassis (body-on-frame construction) because the structure of this setup will be stronger and more resistant. This will give the car the ability to flex and provide better ground clearance, making it ideal for off-road use.
Here is a shortlist of new vehicles we recommend that will be very capable for this purpose:
All-wheel drive sends power to all four wheels and, on most cars, is permanently engaged. This set-up is great for wet roads and occasional dirt-road driving, and you’ll find a system like this on vehicles such as the Subaru Forester and Toyota RAV4.
A 4WD setup is primarily set in a rear-wheel drive by default with a selectable transfer box that can engage the front axle and the transfer case, then send power to both the front and rear axles and to all four wheels.
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Selectable four-wheel drive modes (4WD)
2WD High Range (2WD-H)
This is generally used for bitumen roads and drives only the rear wheels
4WD High Range (4WD-H)
All wheels are driven via the transfer case with an open centre differential, improving grip and control when the terrain gets loose. This will provide more traction during wet conditions and mild off-roading
4WD Low Range (4WD-L)
This function provides maximum grip for low-speed control. You should engage this setting for sand, deep snow, rocky terrain, or going up a steep slope
It is also worth pointing out that If the configuration takes time to engage, slowly move forwards or backwards.
Additional off-road functions
Differential lock
A diff lock allows all the wheels to spin at the same speed instead of a wheel spinning free on the axle, regardless of traction. As a result, this will help forward momentum and prevent wheelspin.
Off-Road drive modes
Most modern four-wheel drive vehicles are equipped with selectable off-road specific modes, where you can select a certain mode with a dial to automatically set the system up for you: Dirt, Sand, Rock, etc.
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Hill descent control
Descent control automatically applies the brakes on individual wheels, allowing the vehicle to maintain an adjustable set speed. This also eliminates the risk of locking up your brakes and losing steering control.
Paddle shifters
By cycling through gears manually you will gain more control over engine speed, allowing you to move along at a steady pace on an unsealed surface.
A great idea for a beginner is to travel in a convoy with other vehicles, or at the very least with a passenger. There is also the possibility you might get bogged or encounter mechanical or equipment failure and need a tow. So bring recovery equipment, ensure you have a full-size tyre, and go with somebody experienced, especially for the first time.
Have you checked your tyres? Most regular vehicles are fitted with highway-terrain (H/T) tyres, which are next to useless when off-road, so make sure your car is fitted with appropriate tyres. A set of all-terrains (A/T) are good on-road and capable of driving over sand, light snow, rocks and uneven terrain.
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Also consider underbody protection. While most manufacturers include their own versions, a trip to an aftermarket shop is advisable to prevent serious damage to vital components.
For the correct pressure, it is best to consult with the vehicle manual for the factory setting. However, our off-road instructors advised that, as a general rule, you should lower tyre pressures by around 16psi for sand and mud. For more rugged terrain such as rocks or sharp objects, 24psi is a good level to sit at to prevent punctures and maintain a level of grip.
Mechanical integrity
Ensure vehicle service intervals are up-to-date or at least maintained. Plus, check tyre condition, engine fluids and keep an eye open for anything out of the ordinary, especially if the car is older than three to five years.
Seating position
Our instructors advised us to put our left foot on the footwell rest, both shoulders on the backrest of the seat, and hands at nine and three on the steering wheel. To ensure you’re maintaining a level of control, you can place your right arm on the top of the steering wheel without leaning forward.
Doing this means the wheels will remain on the ground, making it less likely to lose grip and preventing a potential rollover risk.
Before you attempt to drive over or through something, have you set up the car correctly?
Whether you’re about to climb a tall mountain or drive through a deep water crossing, understanding what off-road setting to engage is crucial. So, before you tackle any challenge, set up the vehicle for the correct scenario. Go back to Step 2 to better understand what to use to prevent getting stuck.
Maintain a safe and steady pace
When driving on an unsealed road or a wet surface, the vehicle’s ability to brake, steer and accelerate is reduced, which means there is a greater probability you will be going too fast to adjust to unexpected bumps, rocks or potholes coming your way.
I’m not sure how I ended up at Pannawonica, in Western Australia’s mid-north, but I know I was on my way into the vast and often underrated Pilbara area.
After fuelling up I did the usual drive around town to find out what goes on there, but soon realised it was a mining town. Owned by Rio Tinto, it is regarded as a ‘closed’ town that services the local mines, but it does sell fuel to the passing public. Several large iron ore mines operate 50km out of town and the majority of the ore is transported by rail to Cape Lambert, near Wickham some 200km away.
Permission was given to drill in 1948 and 20 years later the world’s biggest ore contract was signed in Japan, and for the next 76 years the ore continues to be processed from the area. Even though the town has had a refurb, it still has a 70s theme.
Pannawonica Hill is a popular spot for locals and it’s claimed that the town’s name came from here. The word ‘Pannawonica’ means the hill that came from the sea. Local legend says that two tribes were arguing for the rights to the hill when it was beside the ocean, and when the sea spirit saw this it dragged the hill to where it is today. The path that it was dragged along became the Robe River.
Heading near due east, my next stop was Millstream NP about 130km away through the Pilbara region, where the roads were in pretty good condition due to the mines in the area.
About halfway to Millstream I encountered one of the massive ore trains heading to Dampier on the coast. If you are lucky like me, you will get to see the entire length of the train as it passes; it has three massive engines (two up front and one in the middle) and hauls around 240 carts of iron ore, weighing in at an impressive 30,000 tonnes and measuring almost 3km long.
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Each train has a turnaround time of 28 hours… and they run 24 hours a day. Trying to count all the rail carts will have your eyes spinning.
I had another 60km to go before I reached the entry to Millstream NP, where I had booked a site at Stargazers Campground. These are pretty basic sites but provide a good base to explore this area of the park. It’s only a short stroll to Millstream House where you can learn about the Ngarluma and Yindjibarndi people’s indigenous history.
Millstream Station was a pastoral lease set up in the 1800s, but the current house wasn’t built until 1901. Out the back are old bore drilling rigs and other outdoor tools. For walkers, there’s the wetland walk and the longer Warrungunha Trail out through grasslands to a clifftop lookout.
Not far from Stargazers Camp is Deep Reach Pool, which is a long waterhole where you can swim, kayak and relax. It is also home to the Warlu serpent of Yindjibarndi people. With this being a permanent water source, it’s the perfect place to spot birds, kangaroos, Pilbara dragons, goannas and snakes.
Leaving Millstream out to the Roebourne-Wittenoom Road, I headed to what I was told was a very special place called Python Pool. Here, during the wet season, water tumbles from the rocks above, which has left a near-permanent waterhole over millions of years. It’s a great place to spend some time out of the blazing heat.
For history buffs and hikers, the nearby Cameleers Trail that was used by camel and bullock teams heads across to Mt Herbert and McKenzie Spring. The historical 8km return trail features some of the first camel-emblazoned markers.
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One of my goals was to head out to the remote George River campground and explore the isolated outer reaches of Millstream. The turn-off to the camp is signposted as a simple remote warning sign, and from here it took nearly two hours to reach the campground just 10km away. The track becomes rough as it heads into the remote outer reaches, passing old waterholes and through tree-lined dry creek beds.
Heading across the last spinifex plain, I was doubting the magic that I had heard about George River, but when the track swung into a gorge with a freshwater pool below towering cliffs, I struggled to swallow the lump in my throat that developed when I first saw this beautiful place.
With no one else around I picked the prime spot and just stood there, looking up at the red ochre cliffs in amazement, and as the afternoon sun sunk below the plateau the whole sky turned a mix of soft pinks and a hazy purples.
The morning light was just as spectacular as the Pilbara landscape lit up in the golden hour. George River really is a special place – calming yet it feels as though there’s a presence there.
I visited Millstream NP in winter at which time the days were warm and nights were cool. During summer this area would be unbearable, and the pools would be overgrown with algae and stagnant water. Unlike the main camping areas, George River camp is free, but can only be accessed with a 4×4. There’s no phone service, no bins, nothing here… just peace with the Pilbara and being on Country.
My time at Millstream had come to an end and I made my way back out to the Roebourne-Wittenoom Road for the solid two-hour trip back to Karratha.
Millstream is a small pocket tucked in the massive Pilbara region, but it provided me with a huge surprise with its history, cultural heritage and its absolutely stunning landscape.
Fast facts
Where is it
Millstream NP is an hour east of Karratha in the beautiful yet vast Pilbara region of WA.
What to see
Millstream NP is like an oasis in the desert, a go-to area for those exploring the Pilbara with intriguing history, waterholes, walking trails and remote camping. Millstream House has an array of literature, Aboriginal artifacts, pastoral relics and more.
How, when and where
A 4×4 vehicle is needed to explore the whole of Millstream NP. While there are no extreme off-road sections, the roads and tracks surrounding the park are not sealed. Summertime temperatures are pretty much unbearable so the best time to travel is between May and August. Trails to places like the George River remote camping area are not maintained and change each year after the wet season. Other roads around the park are used by mining companies and are generally in good condition.
Cast iron cooking pots, pans and camp ovens are amongst man’s oldest cooking utensils and they are still popular with outdoor enthusiasts and in bush kitchens.
The pioneering Germans, who carried them into the US, told the locals that they were ‘Deutch Landers,’ but it was misunderstood, as the Americans thought they were Dutch, hence the name Dutch ovens.
When our founding fathers sailed into Botany Bay they carried these same Dutch ovens, known as camp ovens. A true Dutch/camp oven has an inverted lid (which acts as a frypan) and three tripod legs. If it does not have that, it’s an iron cooking pot and not a true camp oven, although it can be used as one. Camp ovens are no lightweights; they are heavy and the pioneers hung them under their wagons from the deck-support struts while travelling.
Camp ovens cook amazing meals, if you do your part, as they distribute and retain heat evenly. There is no better device to sear and slow-cook tasty meals, no matter what the ingredients are.
Most camp ovens come in various sizes ranging from 8-inches to 16-inches in diameter, although I have seen some as big as 36-inches in diameter that were used by station cooks on the Barkly Tableland, where some properties had 50 men in mustering camps.
Transporting an oven with tripod legs is difficult. It’s best boxed or the legs may rattle holes in your vehicle’s floor on corrugated roads and bush tracks. These days many camp oven kits sold in camping stores are cased in strong timber storage boxes.
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Some people grind the tripod legs off camp ovens for better carriage, but this detracts from their versatility because the legs allow airflow under the oven for better heat distribution when cooking on a bed of coals.
While the camp oven is often described as being foolproof because it won’t burn food, this is incorrect; it will and can burn food if there is too much heat during cooking, or when left too long on a hot fire. You need to keep an eye on it when cooking quick meals.
The oven is best when used to cook slow meals, using proper distribution of hot coals on the lid and under the oven itself. You learn from experience how much heat and time is needed to cook a roast, which may take all day.
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When I worked in mustering, fencing and ringbarking camps as a youth, we used to place a lamb roast in one oven and spuds and pumpkin in another. Both were set on small beds of coals, including some on the lid.
The amount varied between the two pots with more heat required for the roast. We went to work for 8-10 hours and on return the food could be smelled a mile away. It tasted so good after a long day in the bush, though I tired from daily lamb roasts and often went hunting for ducks, emu, bustard and kangaroo, all which tasted amazing when cooked in the ovens, especially black duck stew and corned emu. You’d end up in jail for that now…
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We often use the same cooking process on our fishing and hunting trips, though care must be taken to avoid bushfire risks.
But that is an easy fix: dig a hole, toss some hot coals in the bottom of it and place the oven on the bed to cook and simmer all day. I carry a 50x50cm section of galvanised iron to place over the hole. It retains the heat and prevents sparks from escaping. Only a little heat is needed to cook in pits as they retain so much heat.
Southern Metal Spinners makes a cover that can be placed over a camp oven or iron cooking pot, which makes it possible to cook on gas burners. Trust me, you won’t be able to tell the difference between gas and coals.
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Seasoning and Cleaning
Iron cookware must be seasoned before cooking with it. My method is to wipe a new oven/pan with vinegar and allow it to soak a little.
This gets rid of any rust and debris. Next I toss a lot of lard in it, along with animal fats trimmed from meat, cook it for an hour and stir it about the whole oven and lid, but I never let it burn. When done I toss the stuff out, wipe the oven clean with paper towels and it’s ready for cooking or storing.
Food can stick to the oven if there is too much heat. A little hot water and soap will normally clean it off but be careful not to remove the layer of seasoning embedded in the porous metal. Some people won’t use soap on a camp oven, but it does no harm to it. You may also need to use a plastic scraper or a scrub pad.
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When packing camp, I wipe the oven out with paper towels. I then pour boiling water in it and turn it upside down. The water evaporates and leaves the oven spotless. You can also place it on a fire for a few minutes to get rid of any moisture. Don’t leave any water in it or it will rust.
Once dry, coat the inside with cooking oil, toss a few pages of crumpled newspaper in the oven, and store it with the lid on until needed. The newspaper soaks up moisture. It’s an old bush trick, long forgotten.
You can even clean a badly rusted oven with vinegar; soak it in vinegar for a while but keep an eye on it or the acid will eat the oven away if left overnight. You can treat lightly rusted surfaces by brushing/wiping vinegar on the area, but make sure you wash it off after the rust has dissolved.
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Bedourie Camp Ovens
Years ago, aluminium ovens were popular but many people lost interest in them following rumours of stained food taste.
But some are still about and should be treated the same way as iron ovens. Acidic foods like tomatoes should not be cooked in aluminium ovens as it adheres to the porous metal. Stainless steel ovens have the same problem. Both can be restored with a vinegar soak which removes built-up crud and the lingering aftertaste of acidic foods.
My favourite ovens are sprung-steel Bedourie ovens. They are lightweight and easily transported. They have no legs, so they are really cooking pots, though the lid serves as a frypan. You can cook with them on gas stoves or use the traditional ‘coal on the lid’ method and place them on a coal bed. Due to their light construction, they cook food much faster than iron pots, so you have to keep an eye on them to avoid burning food.
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Oven Aids
There are many accessories available for ovens including lid lifters (or use welder/barbecue gloves), storage bags and boxes, and more.
Many first-time users make the mistake of placing the lid on the ground while checking or stirring food; when it’s placed back on the oven, grit and dirt that has stuck to it ends up in the food. To avoid this, place two small lengths of clean timber alongside the cooking fire and place the oven lid on them, or make a proper grid mesh for the lid.
I have been using Campfire products recently to clean my ovens. Campfire Cast Iron Scrub can be used to remove stubborn food particles from ovens. Just pour three tablespoons of it into the oven and use a clean cloth in a circular motion to rid it of any food residue. Rinse with hot water and it’s job done.
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Campfire Cast Iron Seasoning is, as the name suggests, used to season ovens. It contains natural oils, a combination of coconut, rosemary and lemongrass oils. After cleaning, wipe the inside of the oven with Iron Seasoning for storage to prevent food from baking on the surface the next time you use the oven.
And don’t forget to oil the outer surface of ovens before storing or they will rust over time.
Cooking with camp ovens is simple and almost foolproof, while caring for them is common sense. Ovens are amazing camp aids, do not miss out on the joys of cooking with one on a friendly campfire.
The US-built Toyota Tundra full-size pick up truck goes on sale in Australia on November 19, but it has been a staple of the American market for generations.
Toyota USA is the official partner of the NFL football competition and for this SEMA Show concept they created what it calls the ultimate Tailgating Truck.
Tailgating is an American tradition that sees fans without a ticket to the game, gather in the carparks outside the stadium and watch the game on screens on the tailgates of their pick up trucks. It’s usually accompanied by barbequing food, drinking beer and a general party atmosphere.
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With The Tundra Tailgater, you’ll always be the life of the party. At the push of a button, a custom-built staging shell rises from the bed of the truck on four electric actuators, revealing five 55-inch weatherproof outdoor screens. These screens are positioned to provide a clear view of the action from any angle. To keep the glare of the sun at bay, a rack-mounted 180 Dual + R-Filler canopy provides 185 square feet of shaded space and game-time ambiance.
A bespoke audio system based on the JBL® Club Marine Series and engineered to endure the elements complements the visual experience. A Club Marine A5055 amplifier provides a signal to four Club Marine tower speakers while a Club Marine 600 amplifier drives a pair of 10-inch subwoofers, providing rich, dynamic, and immersive audio. An on-board satellite Wi-Fi system provides the connection to the channels broadcasting the games while a generator quietly delivers the power for this mobile entertainment vehicle, making the Ultimate Tailgate Tundra entirely self-sufficient.
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The Tailgater is built on the 1794 Edition Tundra which is the heigh specification model in the Toyota USA line up. Toyota Australia is initially launching Tundra here in just the Limited model specification but has said that a higher-spec model will become available in 2025 and this would be the Platinum or the 1794 Edition.
Toyota Australia has for many years been a leading sponsor of the AFL competition with a huge presence at the end of season grand final. Could we expect to see a right-hand drive Tundra Tailgater parked outside the MCG come grand final time in ’25?
An all-new Prado wearing a selection of ARB modifications has taken to the stage at the 2024 SEMA Show in Las Vegas.
Just to get us all a little bit more giddy in anticipation for its Australian arrival, the ARB Prado is running an Old Man Emu BP-51 suspension kit, which increases the ride height and allows a set of 17-inch Method MRW beadlock wheels inside 35-inch Nitto Trail Grappler mud-terrain tyres to slot in.
A specifically designed Summit MKII bull bar hosts Intensity IQ driving lights and a Zeon 10S winch. Summit side rails with integrated side steps blend nicely with the front end.
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To maximise storage, an ARB Base Rack sits up top, with an awning and a set of Nacho Quatro lights attached to it. Interior kit includes an ARB Zero fridge/freezer, a Twin Air Compressor, and a LINX accessory interface and Pressure Control Unit.
The ARB Prado joins the Prado ROX concept and 4Runner TRD Surf Concept, which are both on the Toyota stage at this year’s SEMA Show. The 2024 SEMA Show will run from November 5 to 8 in Las Vegas, Nevada.
The all-new Prado is set to launch imminently in Australia, with a starting price of $72,500 for the base-spec GX.
