While the Ninja Woodfire Electric BBQ Grill & Smoker has garnered considerable attention from those with a passion for outdoor cooking at home, I initially wondered if there was a place for it in a camping environment.
Sure, it’s packed with innovative features and has the ability to infuse authentic smoke flavours into food, but it is quite heavy and can have a high power draw in some cooking modes. Despite the weight, the Ninja Woodfire has a sleek and compact design, which will please those with limited space for storage and who enjoy grilling on the road.
One of the standout features is the Woodfire’s portability. It has been designed to be easily transportable, whether you’re heading to the beach, a picnic or are off on a camping trip. Importantly, this compact design does not compromise the cooking surface, which is spacious enough to accommodate various types of food, from steaks and burgers to vegetables and seafood. Additionally, it features sturdy legs that provide stability on different surfaces, ensuring a safe cooking experience.
The most unique feature of the Ninja Woodfire is that it uses real wood pellets to impart a rich, smoky flavour to food, a characteristic that sets it apart from traditional gas or charcoal grills. This woodfire flavour is one of the grill’s main selling points, providing a distinctive taste that is as close as you can get to a full-sized pellet smoker.
The Ninja Woodfire has multiple cooking modes that include grilling, smoking, air frying, roasting, baking and dehydrating. It also has a reheat mode. This versatility allows you to experiment with different cooking techniques and recipes, making it an all-in-one outdoor cooking solution. The digital control panel is intuitive and user-friendly, enabling precise temperature control and monitoring, which reduces guesswork and ensures consistent results. It even tells you when to ADD FOOD, when to GET FOOD and what the REST TIME is.
Another great feature is the integrated thermometer, which provides accurate monitoring of internal food temperatures. This is crucial for cooking meats to perfection while ensuring they remain juicy and flavourful. I reckon the Ninja Woodfire is crying out for Bluetooth or Wi-Fi connectivity, which would make monitoring even simpler.
I was surprised by the performance of the Ninja Woodfire which consistently delivered exceptional results. The wood pellets generate a consistent heat source, and the grill heats up quickly. The grill preheat times depend on the level selected; HI takes 15-20 minutes, MED 13-18 minutes and LOW 12-16 minutes. If the WOODFIRE FLAVOUR option is not selected these times are reduced by 5-7 minutes respectively, as this is the time it takes for the pellets to go through the ignition cycle.
When it comes to grilling, the Ninja Woodfire performs well, although I couldn’t get a steak to cook and look how I like it. They always seemed overcooked in order to achieve sear marks, or sear marks were reduced in order to get a nice medium-rare cook. However, the sear marks it produced on other proteins such as chicken, burgers and fish were impressive.
The woodfire flavour is pronounced but not overwhelming and adds a depth of taste that enhances the overall eating experience. Vegetables and seafood also benefited from how well the grill performed, coming out perfectly cooked and infused with a subtle smokiness.
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When smoking on the Ninja Woodfire the results are impressive. The ability to control the temperature precisely ensures that meats are cooked low and slow, resulting in tender, flavoursome proteins. The ease with which I could cook pulled pork and a leg of lamb was satisfying, especially compared to my larger pellet smoker. The smoke ring and flavour infusion achieved on smoked meats are a testament to the grill’s capability to function as a dedicated smoker.
Ease of use is an area where the Ninja Woodfire kicks goals.
Setting up the grill is straightforward, and the clear instructions make it easy for anyone to get started. The intuitive digital control panel simplifies the process of selecting cooking modes and adjusting temperatures, making it accessible even to those who may not be experienced grillers.
Maintenance and cleaning are also hassle-free. The grill’s ash management system efficiently collects ash from the wood pellets, and the non-stick grill grates are easy to clean with some hot soapy water and a gentle scourer, as are the internals of the Ninja Woodfire, with a quick wipe once it has cooled down. The grease trap doesn’t perform well when lined with foil, but it is easy to scrape out and dispose of the cold drippings before washing it in hot soapy water.
The maximum draw of the Ninja Woodfire is 1760W, with the highest numbers seen on test during the preheat function for the air fryer mode at around 1733W. Once the preheat finishes, power draw reduces significantly to an average of 815W when roasting, 40W when smoking, 230W when grilling and 1650W when air frying. This means you could easily operate the Ninja Woodfire on a 2000W inverter, although you would be near the limit with air frying.
In terms of value for money, the Ninja Woodfire is cheaper than a Weber Pulse 2000 yet offers better functionality. The two compare well for portability, but the Ninja Woodfire has greater versatility and advanced features that make it a better choice.
The grill’s durability and high-quality construction mean it is likely to last for many years, providing long-term value. Moreover, the unique woodfire flavour it imparts to food is a feature that many will find worth the investment, as it enhances the overall cooking and dining experience.
I should point out that having used the Ninja Woodfire extensively over the past six months I have noticed that the spring-loaded lid on the ash management system stretches so that the lid doesn’t close all the way; not a biggie, but something to take note of.
I guess the question is, would I buy a Ninja Woodfire Electric BBQ Grill & Smoker? The answer is a definite yes. I’ve even convinced our daughter to buy one for home. The unique blend of portability, functionality and performance, and the ability to infuse food with authentic wood-fire flavour, sets the Ninja Woodfire apart from other grills on the market. The versatile cooking modes, user-friendly design and consistent performance make it suitable for both seasoned grill masters and beginners alike.
The Ninja Woodfire also provides a reliable and enjoyable grilling experience with advanced features that make it a versatile tool for a variety of cooking methods.
The Ninja Woodfire represents a great investment for anyone looking to elevate their outdoor cooking game.
It’s a two-horse race in the mid-size 4×4 ute popularity contest with the Ford Ranger and Toyota Hilux duking it out for top honours over recent years, with the Blue Oval’s Ranger forging ahead these days.
Behind Ranger and Hilux we’ve always had the other class stalwarts comprising of the Mitsubishi Triton, Nissan Navara, Isuzu D-MAX and even the sorely missed Holden Colorado. Mitsubishi had a firm grip on the bronze medal position on the dais, selling its Triton ute in big numbers on the back of value-for-money pricing and longer-than-most warranty periods, but as the Triton aged and an all-new D-MAX came to market, the Isuzu soon overtook the Mitsubishi ute.
Now the tables have turned and the Triton is the latest model in the segment while the D-MAX is one of the oldest. But the D-MAX remains a solid performer with plenty of fans, and clawing that third place position back will be a difficult task for Mitsubishi.
To get a better handle on the new Triton’s chances of regaining its past position, we’ve lined up a pair of mid-spec models to see how they compare ?
Adding some freshness to the recently facelifted D-MAX line up is the new X-Rider model at $59,500.
We’ve lined the X-Rider up with the new Triton in GLX+ specification which tips the till at $53,290. Sure a Triton GLS at $59,090 would have been a better match on price, but it gets even more kit over the X-Rider and the GLX+ was all that was available at our time of testing.
Isuzu’s new D-MAX X-Rider gets the exterior blackout treatment normally reserved for higher spec models like the top-of-the-range X-Terrain, but is based on the mid-spec LS-M model so it has vinyl-covered floors, cloth seats and a new-eight-inch infotainment screen.
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Black trims extend to the doorhandles, wheels and badges, while a soft tonneau cover adds some protection in the tray and a black sports bar adds … well nothing really. Bi-LED headlights are a nice addition at this spec level.
The X-Rider adds $1500 to the price of the LS-M model it is based on. The LS-M is the second model up in the 3.0-litre-powered double-cab D-MAX range, just as the GLX+ is the second up in the Triton line-up.
The D-MAX’s suite of safety kit includes eight airbags – dual front, dual seat side, dual full-length curtain, front knee and centre airbags; AEB with Turn Assist; Forward Collision Warning; Adaptive Cruise Control; a Speed Limiter; Mis-acceleration Mitigation; Driver Attention Assist; Traffic Sign Recognition; Lane Departure Warning; Lane Departure Prevention; Lane Keeping Assist; Emergency Lane Keeping; Blind Spot Monitoring; Rear Cross Traffic Alert; Trailer Sway Control; Adaptive Cruise Control; Rear Cross Traffic Brake; and a digital reversing camera.
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Isuzu has softened the sensitivity of its electronic driver intervention systems, making them less intrusive and annoying than they were in the earlier iterations of the current generation of vehicles, and it’s an appreciated change.
Unfortunately the LS-M and hence the X-Rider miss out of Isuzu’s clever new TPMS, which is only available in the higher grades with the bigger dash screens and 18-inch wheels. The X-Rider has a digital dash that is very busy in a video-game sort of way, but the new eight-inch infotainment screen is a step up from the old seven-inch unit.
The infotainment has Apple and Android phone mirroring, both available wirelessly, which is just as well as the new Isuzu no longer has a USB outlet in a convenient place; just one on the rear view mirror to work with dash cams, and smaller USB-C outlets on the audio system and at the back of the console.
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The X-Rider is powered by the popular 4JJ 3.0-litre, single turbo-diesel engine that is an honest workhorse and puts out a modest 450Nm and 140kW. It’s only offered with an automatic transmission, which is the excellent Aisin six-speed unit.
It’s a drivetrain that isn’t all about the power but gets on with the job now matter if you are on road or off, towing or not. And I still rate that Aisin box as the best in the segment. It sounds like Isuzu has taken measures to better insulate the cabin from driveline noise, but there’s no hiding the diesel rattle when you put your foot down and load it up. At light throttle and around town, it’s reasonably quiet.
Four-wheel drive comes via a part-time, dual-range transfer case that is electrically switched. It’s backed up by a locking rear differential and electronic traction control, which now benefits from Rough Terrain mode.
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Rough Terrain has come across from the MU-X wagon for the 2024 facelifted D-MAX and, when deployed, it sharpens up the traction control, bringing it in at lighter throttle response and engine revs to be super effective.
It works really well, but I still can’t see why the electronics wouldn’t automatically switch to that mode when you select low range. It’s something to keep the marketing department busy, I guess, but it does improve the Isuzu’s off-road ability.
Being LS-M-based the tub in the X-Rider is a basic affair, but it does add the aforementioned vinyl tonneau cover. There’s no lighting, power outlet or tub liner; although, the test car did have a heavy duty rubber mat on the floor that is a genuine accessory and does a great job of protecting the paint and restricting cargo from sliding around. Four tie-down points are standard.
While the X-Rider is a new variant in an upgraded-for-2024 D-MAX line-up, the 2024 Mitsubishi Triton is pretty much all new; and it’s a big step up from the model it supersedes.
Big in that it is physically a bigger car than the old Triton, offering more room for the driver, passengers and cargo. Switching between the Triton and the D-MAX, the driver’s seat in the Mitsi offers more space and comfort for the driver who is fronted by a simple analogue gauge cluster with an information screen between the speedometer and the tach.
It’s a much easier dash to view than the busy one in the D-MAX, but it still has all the features you need. The GLX+ also has automatic climate control where the X-Rider makes do with manual HVAC.
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Likewise, the Triton’s nine-inch multimedia screen is big, easy to see and use, and well-positioned high on the dash.
It has large tactile dials for volume and track selection, plus phone mirroring with wireless Apple CarPlay, Android Auto, inbuilt sat-navigation and two USB inputs, with another two USB outlets is at the back of the console for rear seat occupants. The cabin and the driving experience it offers is by far the biggest step forward for this new Triton.
The Triton’s cabin is not as quiet as that of the D-MAX, and the 2.4-litre twin-turbo diesel engine makes itself known a lot more than that in the Isuzu. More annoying is the stop/start engine function which is quite abrupt and needs to be switched off every time you restart the car.
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Mitsubishi’s 2.4-litre diesel engine has been upgraded with a pair of turbochargers, and new and improved injection and calibration to up its outputs to 150kW and 470Nm. This gives the unladen Triton sprightly acceleration and performance; although you do hear it when you put your foot down.
The Triton also uses the Aisin six-speed automatic transmission, but it is calibrated differently to the one used in the D-MAX. It has a more aggressive tune to its shifting, making it keen to downshift on deceleration like it’s in a sport mode when you really don’t want it to be. It does the job well but feels a bit too aggressive at times when you are cruising around the suburbs.
Following on from feedback after the launch of the new Triton, Mitsubishi has recalibrated the driver monitoring camera to be less invasive, and they have certainly succeeded there.
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Yes, it will still beep at you if you spend too long looking at the multimedia screen or out the window, or if you drive with your hand on top of the steering wheel and block the camera’s view of your face, but it’s less intrusive than it was in the past.
We drove this exact same car a few months back and you can notice the difference, but it doesn’t bother me as much as the stop/start function. The driver monitoring system is part of the extensive safety kit required to attain the latest five-star ratings, and the new Triton has gained that.
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Also in the safety package are all the regular technologies such as AEB; ABS; ESC; ETC; lane departure warning and intervention; rear cross traffic alert; TPMS; and nine airbags. The GLX+ misses out on the front cross traffic alert system that comes on the Triton GLS and GSR variants above it.
Four-wheel drive is again via a part-time, dual-range transfer case backed by a RDL and ETC. Only the Triton models higher up the range get the Super Select 4×4 system that includes full-time 4×4. It’s a nice function to have and gives the Triton a point of difference to most of the mid-size 4×4 utes, but not having it is no dealbreaker as you can easily slip between 2WD and 4×4 high range on the fly, as you can in the D-MAX.
While both of these workhorses utilise a traditional ute live axle on leaf springs under the back end, each brand calibrates theirs differently. Isuzu uses a softer version of the three-leaf set-up under the ute and only offers the heavy duty set-up under cab-chassis models.
Mitsubishi sees the GLX+ as more of a working-class truck and fits a heavier duty leaf pack in its rear suspension with lighter leaves in higher spec variants. The GLX+ also has heavy duty Toyo all terrain tyres. You can feel this in the way each of them drives when unladen, with the Triton being much firmer and verging on bouncy over rough terrain, while the D-MAX soaks those bumps up to provide a softer ride.
Both utes have payloads north of one tonne and 3500kg towing capacities, but the Triton is more attractive with higher GVM and GCM capacities for when you load them up.
Many owners buy Isuzu vehicles due to their reputation for durability. New D-MAX owners will enjoy five-year flat price servicing program at $449 per year/15,000km intervals, a six-year/150,000km warranty, and up to seven-year roadside assistance.
Meanwhile across at Mitsubishi you have the longest new car warranty offered in the business with its 10-year warranty and 10-year capped price servicing program over 12-month/15,000km service intervals. The first five services (to 70,000km) are $485 a pop.
Roadside assist is also included for 12 months and renewed for another 12 months when the vehicle is serviced in accordance to the capped price servicing program for a maximum of four years.
They might not be the top-selling utes in the country, but the D-MAX and the Triton remain two of the more popular options. At this price-point they are ideal choices as a work-and-play vehicle or something on which to build your perfect touring rig.
While the D-MAX has a few years on the new Triton, it doesn’t show its age except that it lacks some of the latest safety tech such as the driver monitor, but most buyers would be happy to drive without that.
The X-Rider D-MAX is a little bit more refined than the Triton thanks to its softer suspension, smoother transmission calibration and quieter engine, but the GLX+ wins back brownie points with its more spacious cabin, automatic climate control and heavier GVM and GCM capacities.
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Between these two models the Mitsubishi represents considerable savings, and if you’re not excited by the X-Rider’s black-out treatment it would be the obvious choice.
A standard D-MAX LS-M, which is the same truck without the black-outs, starts at $55,800. If you were to step up to the Triton GLS at $59,090 you’d be getting a better-equipped ute with the Super-Select 4×4 system.
It’s a close race on spec and features and one that will come down to what your requirements of a car include. But with all things considered, the Triton GLX+ would be the ute to find its way in our shed from this pair.
Toyota Australia has confirmed the 2025 Tundra full-size pick-up will join its local fleet in November this year.
Following a nine-month evaluation process where 300 vehicles were leased out to potential owners to use as they see fit and test the vehicles, TMCA now says the Tundra will be in Toyota dealers from mid-November.
Manufactured at a Toyota plant in the USA in left-hand-drive configuration only, the Tundra will be imported to Australia and re-manufactured to right-hand-drive by the Walkinshaw Group at its Melbourne facility.
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Walkinshaw has the runs on the board in this re-engineering business, as it does similar work with RAM vehicles for Ateco Automotive and the Chevrolet Silverado for GMSV, but Ryan Walkinshaw says the work with Toyota is different as it is a full factory operation with the Toyota Corporation.
Toyota Australia’s Vice President of Sales, Marketing and Franchise Operations, Sean Hanley, said of the collaboration, “The Tundra has been completely re-engineered by Toyota engineers working in close collaboration with Walkinshaw and uses many parts and components from other Toyota vehicles such as LandCruiser 300 Series, to ensure the very highest quality standards.”
This project marks the first time such a program has been approved and undertaken by Toyota anywhere in the world, where a left-hand drive vehicle is exported to another country, re-engineered by a third-party partner and sold by TMC.
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“It really was a massive effort on behalf of everyone involved and I’m proud that we have been able to gain final approval from our parent company for what is a global Toyota first,” Mr Hanley concluded.
The Tundra rides on Toyota’s TNGA-F platform that underpins the LandCruiser 300 Series and incoming 250 Series Prado. As such, Walkinshaw was able to use some LC300 components in the left- to right-hand drive process.
Powered exclusively by a 3.5-litre twin-turbo V6 petrol engine that makes 326kW and 790Nm and drives through a 10-speed automatic transmission and part-time dual-range transfer case, the Tundra also has a 4500kg towing capacity. Its payload is a relatively low 758kg, which is comparable with other 1500-class full-size American pick-ups. The engine is paired with a 36kW/250Nm electric motor generator and 6.5Ah nickel metal hydride battery (Ni-MH) that delivers total system maximum outputs of 326kW and 790Nm.
From November the Tundra will only be available in the existing Limited model, with a new, higher specification variant set to join the line-up in 2025.
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The Tundra Limited is well-equipped with 20-inch alloy wheels; LED lights; leather-accented seats with power adjustment, heating and ventilation for the driver and front passenger; 14-inch multimedia touchscreen with a 12-speaker JB audio system and wireless Apple CarPlay and wired Android Auto compatibility; 12.3-inch digital instrument cluster; dual-zone climate control; and an in-built trailer brake controller. The upper spec model is set to take the luxury further with new levels of equipment and styling.
Toyota Australia is clearly adding the Tundra as a premium ute with high towing capacity, rather than an off-road vehicle. Yes, it has 4×4 with low range, but the models being offered here lack features like Crawl Control, downhill assist and a locking rear diff, all of which are available in LC300 and US-spec Tundra variants.
Pricing for the 2025 Tundra Limited is yet to be disclosed, but we are tipping you won’t get much change from $150,000 if you want one.
The Victorian High Country is a must-visit 4WD destination in Australia, and it’s often mentioned when discussing the best tracks in the country.
Only a few hours’ drive from Melbourne, the High Country is known for its stunning views, rich history, extensive outdoor activities, dense and lush forests, and of course challenging 4WD tracks. Not just a mecca for off-roading, the region is also well-known for its skiing, hiking and fishing, and beautiful towns like Mansfield and Bright.
The best time to visit the High Country is between spring and summer, and a majority of tracks in the area are closed during the winter months. And remember to always carry essential safety equipment and off-road gear for such an adventure.
Billy Goat Bluff isn’t for the faint of heart, but overcoming its incredibly steep ascents and descents – it’s one of the steepest tracks in Victoria – will lead to breath-taking scenery. A modified 4WD with high clearance is essential for anyone wishing to embark on this challenge, as the track is graded as difficult.
The track is located within Alpine National Park near the Wonnangatta River, and it’s common for 4WDers to start at Dargo (27km to the track via Crooked River Road) and end at Licola. There are a few camping spots along the way, including at Horseyard Flat and Black Snake Creek. The area is also popular for bushwalking, horse riding, rock climbing and fishing.
Easier and more inviting than Billy Goat Bluff for casual 4WDers, Howitt Plains Track is a scenic route that carves through beautiful alpine forestry and provides access to many walking trails and well-known camping spots.
The track is accessible from the small town of Howitt, approximately four hours’ drive from Melbourne, and 4WDers often start at the southern end near the Howitt Plains. Some sections can be challenging, so a high-clearance 4WD is recommended. While there, be sure to have a picnic at Howitt Plains; detour to Mount Howitt to get truly impressive vistas of the area; or bushwalk the many trails including The Viking, a multi-day hike.
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Mount Pinnibar Track
Most tourers depart from the nearby towns of Omeo and Benambra to access this challenging 4WD track from the northern end, near the southern base of Mount Pinnibar. As with the other tracks on this list, a high-clearance 4WD is essential, as the track is steep in sections, with mud known to hinder vehicles after rain.
Inexperienced drivers need not apply, as the track has plenty of technical sections and steep climbs, but the alpine views at several vantage points along the way make it an extremely rewarding journey.
This adventure typically starts at the towns of Dargo or Licolo, roughly four hours’ drive from Melbourne. The well-known track weaves through the Alpine National Park and mixes picturesque views with challenging terrain. A combination of river crossings of the Dargo River, steep climbs and technical sections means a high-clearance 4WD is essential. The Dargo High Plains Road leads to the start of the Blue Rag track, which ends at a high peak with unbeatable views of the area.
As with all tracks on this list, it’s paramount to be well-prepared if things turn sour – that means packing the correct safety and off-road gear (and knowing how to use it). Canoeing, fishing and rafting are popular in the region, as is hiking and horseback riding.
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Zeka Spur Track
The historic Zeka Spur Track is another track recommended for experienced tourers only, due to its demanding and technical off-road sections. The 10-30 km track that leads to the Wonnangatta Valley is littered with sharp rocks, steep ascents and descents, and multiple river crossings, so an appropriate high-clearance 4WD fitted is non-negotiable.
It is most commonly accessed from the southern end off Howitt Plains Road from Licola, but it can also be reached from the northern end near Dargo. It’s also highly popular for trout fishing and hiking.
Darwin is the gateway to the Kakadu National Park, and it has plenty of ideal 4WD destinations within a few hundred kilometres of its city centre.
From the famous Litchfield NP to the massive and iconic Kakadu NP, the challenges are immense but the rewards are intensely satisfying. Put a 4WD adventure in the NT on the bucket list.
Here are a few destinations within a few hours’ drive of Darwin. If you have any recommendations, please let us know in the comments section below.
Ford has officially debuted its Ranger PHEV, with customer deliveries of the plug-in hybrid expected to roll out in 2025.
Revealed at the 2024 IAA Transportation Show in Hanover, Germany, the PHEV powertrain will be available for Wildtrak, Sport and XLT variants within the Ranger line-up – as well as an all-new exclusively-styled Stormtrak launch edition.
The Stormtrak is painted in a new Chill Grey hue and comes equipped with a Flexible Rack System, Matrix LED headlamps, Pro Trailer Backup Assist, and a 360-degree camera as standard. It also wears 18-inch alloy wheels, a honeycomb grille, fender vents, a decal kit, and has a luxurious cabin with a B&O sound system.
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The PHEV powertrain pairs a 2.3-litre turbocharged four-cylinder EcoBoost petrol engine with a 75kW electric motor and 11.8kWh battery which can be charged externally, by the petrol engine in EV Charge mode, or via regenerative braking. Ford says the PHEV can be charged overnight to full using a standard household plug, and it has a range of more than 45km in electric-only mode.
A modular hybrid transmission (MHT) – consisting of the e-motor and separator clutch – has been integrated into the driveline between the engine and 10-speed transmission, and it’s this separator clutch that allows the two systems – EV and ICE – to either co-operate or decouple and work individually.
“The MHT is the key ingredient in ensuring Ranger PHEV delivers the capability we know our owners expect from a truck with a Ranger badge, along with enhanced versatility, impressive low-end torque and an overall faster responding powertrain which means improved performance compared to regular Ranger,” said Rob Sharples, chief engineer of the Ranger Plug-in Hybrid at Ford.
“In high-demand situations, like overtaking, the combined power and torque of the petrol engine and e-motor can be sent to all four wheels,” added Sharples.
The Ranger PHEV features four self-explanatory battery modes: Auto EV, EV Now (provides all-electric drive), EV Later (stores a portion of charge for later use), and EV Charge (recharges the battery while driving). When the battery is nearly depleted, the system automatically reverts to Auto EV mode to optimise fuel efficiency.
In tandem with these EV modes, the Ranger PHEV’s Terrain Management System utilises the following selectable drive modes: Normal, Eco, Sport, Slippery, Tow/Haul, Mud/Ruts and Sand. The PHEV also gets the Sport mode from the Ranger Raptor, which enhances throttle response and holds lower gears for longer.
In addition, Ford says its newest Ranger will not lose any of the combustion-powered Ranger’s towing and off-road ability, with its towing capacity remaining at 3500kg. The implementation of Ford’s Advanced 4WD system, a dual-range transfer case, rear differential lock, and selectable drive modes means it will remain proficient off-road.
“The Ranger PHEV delivers all the versatility and capability people expect from a Ranger,” said Sharples. “It can tackle tough terrain, tow a trailer with ease, be driven in town as an EV or, thanks to Pro Power Onboard, be used as a mobile power plant when you’re off grid.”
Pro Power Onboard tech enables owners to power tools, run a fridge at a campsite and keep devices charged while camping. It offers a maximum of 6.9kW, with a total of three power outlets throughout the vehicle – one in the cabin and two in the ute bed.
The 1000th prototype vehicle has departed Ford Australia’s local assembly facility in Campbellfield, Melbourne, marking a significant milestone for the Blue Oval brand. The announcement comes ahead of the global reveal of the Ranger PHEV in Europe later today.
The facility – known as New Model Programs (NMP) – is where its staff build engineering projects and test mules to support Ford’s global vehicle launches. In effect, the NMP continues Ford’s long history of utilising Australian labour since the brand slammed shut local manufacturing back in 2016.
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In fact, the NMP team needed to be upskilled and gain EV certification, as the Ranger PHEV is the first electrified prototype to roll through its production line.
“It’s fitting that the Ranger PHEV is the 1000th prototype for NMP, and shows how Ford remains at the cutting edge of local vehicle development and is putting Australian skills and workers on a global stage,” said Vince Ciocca, NMP Plant Manager, Ford Australia.
Initial prototypes of the current Ranger and Everest also rolled through the NMP facility, as did a collaboration with Herrod Performance to produce 500 examples of the Ford Mustang R-Spec.
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The Ranger PHEV is slated to join Ford’s Aussie line-up in 2025, with Ford confirming it will be built in South Africa from late 2024. The plug-in hybrid will be powered by a 2.3-litre turbo-petrol four-cylinder motor and a single electric motor. A driving range of 45km in full-electric mode is expected, and its 3500kg towing capacity will be retained.
More details of the Ranger PHEV will be announced at the IAA Transportation Show, held in Hanover, Germany, at 5:40pm AEST on September 16.
GWM’s Cannon Alpha Hybrid was the first proper hybrid 4×4 ute to hit the mainstream Australian market when it was launched earlier this year.
We were pretty impressed with the big ute when we had a short drive of it at the launch and were keen to get into it for a longer evaluation.
A bit of background on the newish model; the Alpha is the bigger version of the popular GWM Cannon midsize ute and the Ultra is the top specification model. The Alpha is still midsize… but at the big end of that segment. It’s akin to a Ford Ranger/VW Amarok as it’s not as big as a full-size F-150 or Ram 1500.
The Cannon Alpha measures 5445mm long (35mm longer than Cannon Ute), 1991mm wide (57mm wider than Cannon Ute) and is 1924mm high (38mm taller than Cannon Ute), while the 3350mm wheelbase is 120mm longer than that of a Cannon Ute.
The Alpha is more than just big and hybrid, it’s also exceptionally well appointed, probably more so than any other midsize 4×4 ute and more akin to the higher-spec US pick-ups.
Slip inside via the large, wide-opening doors and you’re met with plush leather, big screens, a huge sunroof and a swag of features. The Napa-leather-covered seats are ventilated and heated front and rear, with massaging on the front pews.
The rear seats also have an electric slide and recline function that does away with the upright backrest that is customary in double-cab utes, improving comfort for passengers in the back, however this is restricted depending on how far back the front seat occupants have their seats.
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If a tall driver has his/her seat all the way back it doesn’t leave a lot of space for the seat behind to slide forward and recline, however, in a normal, upright position, there’s plenty of leg and head room in the back.
On the dash the 14.6-inch infotainment screen is both big and easy to see and use. It is home to all the usual system settings and controls, with Apple Carplay and Android Auto mirroring functions. Unfortunately the only volume adjustment is via a slow-acting toggle on the steering wheel and the cabin temperature adjustment is all within the screen as well.
This is annoying, and verging on dangerous; if you are like me and drive with CarPlay on most of the time, and you want to adjust the cabin temperature, you need to go into another menu to find the appropriate control and make the adjustment.
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When doing this the driver monitoring system will tell you to pay attention to your driving and to drive carefully, which is bloody annoying.
This driver monitoring system would be a deal-breaker for me if I was considering a GWM equipped with it. Such systems will become essential if manufacturers want their vehicles to achieve a five-star safety rating using the latest standards, but personally I find the GWM system not just annoying, but an added distraction to driving.
Not only does it nag you when you glance away from the straight ahead, but it also tells you what’s coming up ahead, which you can see with your own eyes anyway! “Curve head, please drive carefully” and “Merging Lane ahead, please drive carefully” are totally unnecessary because they are only telling you what you can see anyway.
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Not only unnecessary but annoying as each time they butt-in they quieten the 10-speaker sound system which I would prefer to be enjoying.
Yes, you can turn these systems off and adjust their sensitivity in the many menus available in the multimedia screen, but they default back to on again each time you restart the vehicle. Plus, these are potentially lifesaving systems that you shouldn’t want to turn off, but the incessant nagging will be too much for some, myself included. Mitsubishi has shown that a driver monitor doesn’t have to be so invasive with the system in its Triton ute.
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Safety
Safety features in the Cannon Alpha Ultra Hybrid include AEB, front, side centre and curtain airbags, ETC, forward collision and lane departure warning, front and rear cross traffic alerts, and a TPMS.
Speaking of the TPMS, during our drive of the Cannon over gravel roads, the system came up with a low pressure warning in one of the rear tyres. I stopped to check it and sure enough the hissing of a slow leak could be heard and we had to swap it out for the spare.
Having the TPMS alert us to the tyre pressure dropping, and then stopping to investigate, meant we were able to replace the wheel and tyre before the pressure dropped to a dangerous level and/or the tyre overheated and destroyed itself.
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We later had the tyre professionally inspected, patched and put back into service which was a lot cheaper than replacing it with a new tyre.
I was a bit disappointed to find that the spare tyre is mounted to a steel wheel but thankfully it is a full-size tyre so there was no speed restriction with its use.
Powertrain
The big difference with the Cannon Alpha hybrid to the existing midsize 4×4 utes on the market is its hybrid powertrain. This comprises a turbocharged 2.0-litre petrol engine and an electric motor that is located within the transmission bell-housing along with the torque converter. Combined they deliver a claimed output of 255kW and 648Nm, and this is fed to a dual-range, on-demand 4×4 system via a nine-speed automatic transmission.
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The popular diesel-fuelled 4×4 utes can only dream about those sort of torque figures from the factory and the Cannon Alpha’s petrol/electric powertrain is far more refined than an oiler.
On and off-road performance
Both of these characteristics are appreciated when driving; the abundance of torque gives you plenty of pick up under your right boot and it is delivered in a smooth and relatively quiet manner. Full electric drive is only available for light throttle driving such as parking and low speed manoeuvring with the combustion engine kicking in as soon as you apply the accelerator to any degree.
The quiet and torquey turbocharged petrol engine and auto transmission are smooth and seamless in their operation and when combined with the boost of the electric motor there is plenty of performance available.
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As mentioned, the four-wheel drive system is an on-demand one, with high and low range, and off-road capability is boosted by locking differentials both front and rear. The only other ute in this class to offer front and rear lockers is the Ranger Raptor.
Also helping the cause when you get off sealed roads is the use of relatively sensible 18-inch wheels and 60 aspect tyres. We say reasonably sensible as it wouldn’t have surprised us to find 20-inch wheels and stupidly thin tyres on such a highly-specced vehicle, and the 18s are not so bad and offer better ride quality and a decent choice of replacements.
The suspension is your typical ute fare with coil-sprung IFS and a live-axle rear riding on leaf springs. The leaf pack used has just three leaves per side and these give a supple ride at low speeds while off road, but the quality is a bit harsh at higher speeds on rough roads, both sealed and unsealed.
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Practicalities
The Alpha hybrid still retains the 3500kg towing capacity of the other utes in the range but the payload is a relatively low 735kg.
The cargo tub is big and spacious with lighting to it from the roof of the vehicle, four tie down points and a spay-in liner, but no power outlet for running accessories such as a fridge.
The tailgate is another unique feature of the Cannon Alpha in that it can be opened both barn-dooor style with a split one-third of the way across or in the traditional drop-down method common on ute tubs.
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Verdict
The GWM Care 777 ownership package offers a 7-year unlimited kilometre warranty, 7-year roadside assist and 7-year capped price servicing, and this will be introduced on the Cannon Alpha Hybrid.
You could say that GWM is still finding its place in the Australian market but it’s already gaining popularity thanks no doubt to the price point and level of equipment on offer.
The up-spec features that you find in the Cannon Alpha are usually reserved for luxury cars, not utes, and along with the hybrid powertrain, this vehicle brings new features and interest to the ute segment that will ensure even more buyers take a look at GWM products… and we can only expect them to get better with further refinement.
Cutting through the heart of Australia’s second-largest desert is an abandoned oil exploration track now known as the Nyangumarta Highway, formerly named the Kidson Track.
This remote track takes you from the white sands of Eighty Mile Beach to the remote Indigenous community Kunawarritji on the Canning Stock Route, and the country is spectacular. The track changes from washed-out gravel, overgrown in sections, to red sand stretches through colourful dunes and spinifex. Don’t expect to see anyone else out here – this epic track is rarely travelled.
Eighty Mile Beach is an excellent place to spend a couple of days kicking back,and while the caravan park has great facilities, it’s the beach driving opportunities that raise the bar. The tidal movement is significant here so most days the beachfront is nice and wide with a mix of hard and soft sand, although the soft stuff isn’t likely to see you bogged.
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It’s when the tide is high that you have the best chance to catch threadfin, blue nose salmon and mulloway from the beach. Access to the Nyangumarta Highway is only 1.4km north of the Eighty Mile Beach turnoff and is well signposted.
The first section of the Nyangumarta Highway is wide and smooth, which I found surprising until I spotted a “grader ahead” road sign. On UHF channel 40 (the channel for this track), the grader driver told me that once past the grid, I’d enter the permit zone, and the road would narrow a little bit before deteriorating severely further along, and that it would be a challenge to get through. That was music to my ears.
In some sections, the track narrows and the sand deepens, but a bit of momentum will get you through before the track opens up again and the road improves for a bit.
There are markers on the track every 10 km for UHF 40 so you can call ahead to alert oncoming traffic, and you should be able to hear oncoming traffic. The radio was silent this time as I was the only person travelling this route.
Previously known as the Kidson Track or Wapet Road, the track was created in the late-1960s by West Australian Petroleum Pty Ltd, a pioneer of oil and gas exploration on unallocated crown land. The name was changed to Nyangumarta Highway in 2014, as the road passes through native title lands including Nyangumarta, Kulyakartu and Ngurra.
The colours of the desert out here are brilliant; burnt orange sand and termite mounds, golden spinifex and blue skies, it always feels like home to me when the landscape looks like this. You’ll pass by some rocky outcrops as the road cuts its way across the range.
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The plains look like golden Mitchell grass, but it’s the spinifex’s seed heads that make it look like prime grazing land. In other places, you’ll find acacia and grevillea which are particularly beautiful when flowering.
A permit is required to drive the Nyangumarta Highway and to make use of the designated camping areas on the track, and this can be purchased from the Four-Wheel Drive Australia website. The permit also allows access to Naburu Rose’s Track.
Once your permit has been paid for, a brochure is provided which contains plenty of information on the history of the track, its importance to the Indigenous people, and a map highlighting points of interest, camping areas and restricted areas.
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The first campsite is 85km from the Great Northern Highway and is named Djimo Ngurra (Camp One). It is an open clearing that sits on top of a small rise, so there is no shade.
There are four drop toilets and fresh drinking water was available when I visited. A solar panel powers a 12v pump that pulls water from the tank, passing through two water filters. This unique setup is a great idea and could be used in other remote bush camps. It is a decent-size camping area that is suitable for a large group or for off-road trailers, however I would not want to tow along this track, knowing what is to come.
Continuing, you’ll soon pass a track on the right and from here the track narrows and the corrugations begin. This is what a remote desert highway is all about and from here track maintenance is rare to nil.
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The worst corrugations are on the purple gravel sections whereas the sandy sections are good going with very few corrugations. It feels great to be back in the Great Sandy Desert.
A little further east is Djimakarra Soak, a day-use area not far off the track. This is a typical soak that has been utilised by the Nyangumarta people for generations. Older members of their group used to camp here as they passed between the desert and the pastoral stations on the coast.
Knowledge of soaks such as this one was passed on through song and ceremony, and by being shown country by knowledgeable elders. I had fun trying to locate the soak, eventually using a GPS coordinate from the old Hema Explorer app, and then discovering a very faint track that led to it.
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Five kilometres east of the soak is the second designated campground called Djimakarra Ngurra (Camp Two), which sits atop an open cleared area with views across the plains.
It too has four drop toilets and drinking water was available at the time of my visit. This is a great concept that others could learn from, but all it would take is for someone to ruin it all by stealing the gear that makes this lifesaver work, or if there was no water available to fill the tanks. As it was only lunchtime, I decided to push on…
There are some restricted sections on the track that are significant to the Nyangumarta people, where you are not permitted to stop or take photos of the stunning outcrops. If you respect the conditions of the permit, this highway will stay open for years to come.
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There are spots where underground water is close to the surface, where you can see stands of large ghost gums tapping in to stay alive. It’s quite amazing how much life there is in Australian deserts, both flora and fauna.
While I had yet to see any camels on this trip, I spotted plenty of footprints and camel poo, as well as scat from wallabies or kangaroos. Being 38°C outside, I wasn’t surprised that all creatures great and small were hiding.
The second restricted zone is another stunning outcrop which appeared vibrant in the afternoon sun. This is the roughest section of track so far and slow going but at least you get to enjoy the beauty of these cultural sites. The landscape along here is undulating so when you reach a rise, you are hit with great views into the distance, filled with spinifex, acacia and holly grevillea.
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The track becomes overgrown with pindan wattle in sections, and you won’t be able to avoid some bush pinstriping.
Keep an eye on your UHF antenna too; it may be better to remove it. I discovered too late that mine started to rattle internally from hitting all the bushes having finally had enough of striking thick branches.
It’s really slow going as you approach Nabaru Rose’s Track with washouts and overgrown sections that continue for a little while after the turn-off as well. Nabaru Rose’s Track is the only permitted side trip off the Nargurmata Highway, and it heads through open spinifex country to an old airstrip. Overnight camping isn’t permitted on the airstrip, nor near NSE wells.
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When entering dune country, take care even though the dunes are capped, as deep washouts have developed on either side that will cause damage if you hit one of them.
The track then eases east between the swales of the dunes before you’ll encounter more heavily overgrown sections; beware of washouts hidden by the shrubs. Just when you think it will never end, you round a corner and the track extends straight out in front of you as far as the eye can see, which gives a bit of respite from the dunes, washouts and overgrown track.
As the two designated campsites are on the western side of the permit zone, according to Hema Maps, the next bush camp is just outside the eastern edge of the Nyangumarta Warrarn Indigenous Protected Area.
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As I’d decided to push on from Djimakarra Ngurra (Camp Two), and the sun was now getting very low in the sky, it meant that it would be dark before I would reach camp.
I don’t like driving at night as my glasses offer poor depth perception, making it difficult to judge washouts, termite mounds and anything else that is on the track in the distance, so I needed to be extra careful.
The next lot of dunes were badly washed out, as were some sections of the track, and on a couple of dunes, bypasses were needed to get past the worst sections. Doing that at night made it even more challenging, although modern LED lighting certainly helped to light the way once the sun had set.
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The overgrown sections on this part of the track are an absolute nightmare, especially at night, and the bush pinstriping is extreme; I was sick of hearing the scratching of tree branches along the side of my Prado.
It sounded like fingernails down a blackboard. Crawling along in first gear proved the gentlest way to navigate the overgrown tracks, and this method also allows you to more easily spot the washouts and see where the track is going.
I eventually found a small patch on the side of the road in the dark and quickly set up camp before dining on some leftover pasta and some naan bread reheated in the Travel Buddy.
The next morning I awoke to a beautiful landscape as the sun rose above the horizon. My campsite looked nothing like I expected in the morning light; what I thought was a small open clearing turned out to be in the middle of some spinifex, but I awoke refreshed and ready for another day on the highway.
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I was disappointed to have missed the old Paru site near Mellinjerie Well in the dark the previous night.
While access is not permitted by the Marlu people, whose native title it’s upon, it would have presented an opportunity to see the old tractor and outbuildings.
Paru was established as an outcamp when Pilbara Aboriginal pastoral workers went on strike from 1946 to 1949. It was later used up until the late 20th century as a ‘punishment camp’ for Aboriginal people who had issues with alcohol or caused trouble. They were taken out there on the back of the tractor, dropped off and left for weeks on end to fend for themselves, while living a semi-subsistence lifestyle.
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About a kilometre from my camp I spotted an old bore that was flatter and had plenty of space, and would have been a better campsite. There was even some wood left from previous travellers. The benefit of hindsight…
The Nyangumarta Highway is one of those tracks that has a little bit of everything from deep soft sand to washouts, corrugations to rocky tracks, and overgrown sections to sand dunes and salt lakes. I reckon the landscape is similar to that along the Gary Highway or Talawana Track, but it is easier going on your vehicle compared to either of those.
While there’s a cost involved to drive this track, at $55 per vehicle it is a bargain, and I don’t mind paying a permit fee to get out and see a part of the country that very few others get to see.
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You’ll find a replica Len Beadell plaque at Twin Gum Hill, at the junction of the old Callawa Track that ran from Well 35 on the Canning Stock Route across to the Old Telegraph Track east of Eighty Mile Beach.
The plaque was placed there by Connie Sue Beadell in 2004. Nearby is a memorial to Sergeant Tony Moriarty, who tragically died in a traffic accident near here on 15 April 1994. There is a visitor’s book here and when I looked the last person to sign it was the Nyangumarta Ranger one a month prior.
I spotted an abandoned windmill, which was certainly unexpected, sitting just off the track, and this proved a good place for a bush camp with a sheltered, flat and open area nearby. As you head further south, you’ll encounter some shocking sections of corrugations as you enter termite country, with big red termite nests scattered as far as the eye can see across the plain.
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From here the track turns to limestone from an ancient seabed; this part of Australia was once underwater.
It then winds its way around some salt lakes where you need to be careful as there were several large holes on the track dug by camels. While I didn’t spot any of the feral animals, they definitely inhabit the area. This would be a treacherous section in the wet with black soil that would be difficult to traverse.
Upon reaching Kunawarritji Road, it’s 107km to the community and fuel stop, and then another 7km to Well 33 on the Canning Stock Route. A permit is required to access the CSR. Fuel at Kunawarritji is now available 24/7 and prices at the time were $3.10 for diesel and $2.80 for Opal. There is also a community store, flushing toilets and hot showers here (for a fee).
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Well 33 is a great campsite with a working windmill and an overflow from the tank that provides water for the birds and the dingos, who may visit the camp for a drink at twilight.
A couple were howling close by during the night so make sure you put your rubbish away and don’t leave any food scraps out. Hide your thongs and shoes too, as dingoes are renowned for stealing them.
From here you can head north or south along the Canning Stock Route, west to Marble Bar or Karlamilyi National Park, and east to Alice Springs via Jenkins Road and Gary Junction Road.
Considering the Nyangumarta Highway was built in the 1960s, this would have to be one of the best desert tracks, conditions-wise, that I’ve driven.
Having encountered a few overgrown sections it’s obvious that this track doesn’t get a lot of traffic. The more people that drive the track, the more the overgrown sections will be cut back.
There are corrugations but they aren’t too bad, and the washouts are easy to detour around, or just take them slow. While a drive along this track isn’t fast going, that allows you to enjoy the journey, so give yourself at least three days to take it all in.
Travel planner
Where:
Nargumarta Highway stretches more than 600km from Eighty Mile Beach in northwest Pilbara to Kunawarritji on the Canning Stock Route, cutting through the Great Sandy Desert.
Best time of year:
Cooler months from May to September.
Permits:
A travel permit must be purchased online from the Four-Wheel Drive Australia website for $55 per vehicle, which is valid for 30 days. It also provides access to Nabaru Rose’s Track.
While a permit is not required to access Kunawarritji, you will need a permit if you travel the Canning Stock Route and camp at Well 33.
What to see and do:
The changing landscapes and remote desert driving make this a must-do adventure. Djimakarra Soak is a typical soak that has long been used as a water source by the Nyangumarta people.
What to take:
You must be self-sufficient and carry all the necessary water, food and fuel, a first aid kit, a tool kit, a spare tyre, vehicle parts, a shade awning, a camera, sunscreen, insect repellent, suitable clothing and footwear. A satellite phone or Starlink is recommended as there is no mobile coverage.
Other info:
Eighty Mile Beach and the Nyangumarta lands are in a region prone to cyclones. If travelling in cyclone season from 1 November to 30 April check for warnings via the Bureau of Meteorology at www.bom.gov.au
Fast facts
The longest distance without fuel is 651km from Sandfire Roadhouse to Kunawarritji
Formerly known as the Kidson Track this stretch of track was constructed in the late 1960s by West Australian Petroleum Pty Ltd (WAPET)
The Nyangumarta Highway is 504km long
Djimakarra Soak is located at 20° 20’ 41.16” S, 121° 54’ 4.48” E
The longest distance without fuel is 651km from Sandfire Roadhouse to Kunawarritji
Formerly known as the Kidson Track this stretch of track was constructed in the late 1960s by West Australian Petroleum Pty Ltd (WAPET)
The Nyangumarta Highway is 504km long
Djimakarra Soak is located at 20° 20’ 41.16” S, 121° 54’ 4.48” E
Once you’re done climbing the Harbour Bridge, there are a few destinations not far from Sydney worth exploring with a 4×4.
Depending on how many days of leave you’ve pencilled into your schedule, there are many options scattered across the state for those hunting decent off-road trails. Abercrombie River NP, for example, is a four-hour drive west of Sydney and has some of the steepest tracks in NSW.
Regardless of which of these top 4×4 destinations you choose to go, you won’t be disappointed. Have we missed any? Let us know in the comments section below.
