Forget carting an Esky or lunchbox with cold packs onsite every day.
Thanks to portable upright fridges like the innovative Dometic CoolMatic CRX 50 those days are long gone. With its stainless-steel effect front and generous 45 litres of cool storage, including an optional 4.4 litres of freezer space, this smart refrigerator is a gamechanger for hot work days and weekends getaways.
One of the standout features of Dometic’s CRX series is its ingenious design, allowing for quick changes to suit your needs. When you need more fridge space to fit in a few more tins after work, simply pull out the removable freezer compartment. It’s easy to set your desired temperature using the soft-touch control panel, which is seamlessly integrated into the inner interior wall alongside an LED light.
This well-designed fridge uses integrated electronics in the hermetic compressor to regulate its speed, resulting in claimed energy savings of up to 25 per cent, and Dometic claims an average power consumption of just 40 watts. This obviously makes a big difference when you’re off-grid and looking to maximise battery use, and with the Triton’s Projecta 12V power management system and generous 400Ah lithium battery, we’ll be able to keep drinks and food chilled for days on end.
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As well as compressor efficiency, the CRX 50 features plenty of insulation in the form of CFC-free polyurethane foam. Another neat feature includes an ambient-temperature controlled fan speed which minimises noise, while the aforementioned interior LED light makes finding your favourite drinks or snacks a breeze after sundown.
Despite its upright architecture, the CRX 50 has relatively compact exterior dimensions (380mm x 534mm x 500mm) so will fit in a surprising number of spaces. For those after something bigger, the Dometic CRX range is available in CRX 65, CRX 80, CRX 110 and CRX 140 models, so there’s one to suit just about every activity from four-wheel driving to caravanning to boating and more.
To say we’re happy with the Dometic CoolMatic CRX 50 would be an understatement, and I have no doubt it’s going to become one of the most used additions to our Tradie Triton build.
Ford Australia’s relaunch of the iconic F-150 pick up in this country has come with a few hiccups, with several recalls so far in 2024 including a ‘stop ship and sell’ notice, and alerting owners to stop driving them immediately, interrupting sales and owners’ usage.
Some of the recalls have related directly to the left- to right-hand drive re-engineering that was done locally by Ford’s chosen partner RMA Automotive. The most recent recall was for side indicator lights on LWB F-150s that were not ADR compliant.
Notwithstanding the hiccups, we were keen to get back behind the wheel of the F-Truck following our initial launch drive last year. More specifically we were keen to test its off-road capabilities as there was no off-road component to the initial launch drive.
While the Ford F-150 and its full-size ‘half-ton’ competitors, the Ram 1500 and Silverado 1500, are not great off-road vehicles due to their size and weight, many buyers will still purchase them and modify them to improve that situation, delving into the extensive range of aftermarket equipment available for them.
The SWB F-150 XLT is the lowest priced full-size American pick up offered by the manufacturers in Australia at $106,950 plus ORC.
For this drive we had the slightly more expensive entry level LWB F-150 XLT, which starts at $107,945 plus ORC. Long wheelbase Effies are 304mm longer between the axles and offer a larger cargo bed than their short-wheelbase counterparts.
All F-150s sold by Ford Australia are powered by a 3.5-litre petrol-fuelled twin-turbo V6 engine backed by a 10-speed automatic transmission. There is no V8 or diesel engine offered by Ford AU, nor any hybrid nor EV option… yet!
The local Effies are 4×4 with the XLT making do with a conventional part-time dual-range four-wheel drive system, while the Lariat is equipped with a transfer case that adds a 4×4-auto setting to allow all-wheel drive on sealed and hard-pack road surfaces, just like the system found in the higher specification Ford Ranger models.
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The added traction of the on-demand/full-time 4×4 on the Lariat model is especially beneficial for anyone towing a heavy trailer, a task many will be calling on their F-150s to do.
Towing is what these full-size American trucks do well and the F-150 will haul up to 4500kg when equipped with a 70mm tow ball or 3500kg on a standard 50mm tow ball. The GCM for the Effie is 7765kg, so even if you were to load the trailer to the maximum rated 4500kg you would still have a usable 700kg+ payload for passengers and cargo. Try doing that in a Ranger or any other midsize 4×4 ute. We didn’t tow anything on this drive but have done previously, and the F-150 made light work of a 3000kg trailer.
All Australian delivered F-150s come equipped with the Tow Pro pack which includes a reinforced chassis, Australian-spec tow bar and a trailer-reversing system that allows the driver to guide the load backwards using a dial on the dash while viewing the screen for guidance, instead of using the steering wheel.
The 298kW and 678Nm petrol engine is powerful and smooth delivering heaps of get-up and go when unladen and plenty of grunt for towing and carrying loads.
It’s reasonably frugal as well considering the truck’s 2450kg heft, returning 12.1L/100km over our week of driving with a day off-road.
The 10-speed automatic transmission does its thing without bringing attention to itself. The XLT has a column gearshifter with manual control buttons on the end of the stalk that are less than ideal, but otherwise the setup is well suited to day-to day use as it’s right there next to your hand on the steering wheel. The F-150 Lariat model gets a console mounted T-bar shifter in its more up-spec interior.
Speaking of the interior, the XLT misses out on a few features that the Lariat gets as standard, and some of these might be deal-breakers for some buyers. Notably, the 8-inch infotainment screen in the XLT is far less legible and usable than the 12-inch one in the Lariat.
Both models have Apple CarPlay and Android Auto phone mirroring as part of their kit, as well as inbuilt satnav as part of Sync4, but the XLT lacks the 360° camera and wireless phone charger of the top model. Also missing from the XLT is the Lariat’s adaptive cruise control with stop-and-go and lane centering evasive steering assist, speed sign recognition, and front parking sensors.
The XLT gets cloth seats and a standard but acceptable audio system while the Lariat gets acres of leather and a kick-arse B&O sound system with active noise cancelling and synthetised engine sound, the latter providing the V6 with a V8-like bellow under load.
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The big cabin provides plenty of room for passengers, especially across the back seat that will comfortably accommodate three adults.
As someone who drives a lot of Ford Ranger and Everest models, I certainly appreciated the extra space in the F-150’s driver’s compartment.
Safety kit includes AEB, pre-collision assist, ABS, ETC, six airbags, ESC, BLIS with cross-traffic alert and trailer tow coverage, rear-view camera and parking sensors, lane-keeping aid and driver alert system.
The XLT comes with halogen headlights that are adequate but can’t hold a candle (pardon the pun) to the LED lights that the Lariat is equipped with.
We said from the outset that these trucks are not great in off-road conditions, but we still wanted to test its capabilities for ourselves, so we pointed the F-150 at some familiar dirt tracks and steep climbs.
While the XLT misses out on the Auto 4×4 setting of the Lariat, it is easy enough to switch between 2WD and 4×4 high range while on the move once you’ve left the sealed roads. Straight away this reduces the wheelspin and axle tramp from the rear end, making the vehicle far more balanced on loose surfaces. The 6.2m length of the LWB Effie makes it a challenge to manoeuvre in tight spaces and it requires more multi-point turns than you’d be used to in smaller utes.
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The LWB model also rides 14mm lower than the SWB model, meaning that not only is ground clearance affected but also the approach, departure and breakover angles, the latter more so because of the greater distance between the front and rear axles.
This means the sidesteps and undercarriage are particularly vulnerable to scrapes and damage, so you need to be extra careful in eneven terrain. A set of side rails in lieu of the factory sidesteps would be a great start to your off-road modifications.
The view over the big bonnet (or hood if we’re talkin’ trucks) can be challenging when negotiating and cresting hills and humps. This is where the Lariat’s 360° camera comes in handy, but you have to plan ahead for yourself in the XLT.
Steep climbs pose no problem for the F-150’s powertrain, however the traction control system feels and sounds like it’s a few generations old and as such it can be a bit slow to react and limit wheelspin.
There’s a standard differential lock fitted in the rear axle which helps, while a front locker is available from the usual aftermarket suppliers.
If you are planning to do a bit off-road driving in your F-Truck you will want to become good mates with your off-road store and start talking about suspension and tyre upgrades. The standard suspension does what it’s meant to do and dynamically it is surprisingly good, but increased ground clearance will be high on your agenda prior to any off-road adventures.
With acres of interior space, a huge cargo tray and massive towing potential, the F-150 is a practical truck for anyone wanting to travel the country… and who doesn’t have to negotiate supermarket carparks.
Where it falls short, as do most of these 1500 trucks, is in its payload and GVM. Put the maximum trailer on the back with around 400kg on the tow ball and you’ll already be eating into most of the available 794kg payload. This is where your new best mate at the off-road accessories shop comes in with upgraded suspension giving a GVM increase, in addition to extra ground clearance. He or she will also have a catalogue full of other useful accessories that they will be only too happy to sell you for your truck.
While 20-inch wheels might be large on smaller utes they are standard fare on these US trucks, and there are plenty of off-road tyre options to suit them.
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The cargo tray is massive and includes tie-down points and a 12-volt power outlet in the Lariat grade, but not offered in the XLT.
The clever step that slides out of the tailgate is standard fare in both models, however, and you’ll be surprised at how easy it makes accessing the tray.
Want more functionality from your F-truck? Several service-body manufacturers are now offering configurable rear storage/accommodation options for these trucks, transforming them into formidable full-size touring vehicles.
Like everything these days, the options for building your perfect F-150 are only limited by your budget and your imagination.
When on the hunt for improved mobile reception in our Triton, Powertech guided us to the all-new Cel-Fi GO, a 5G roaming vehicle cellular mobile signal booster/repeater amplifier.
The Cel-Fi GO Roam R41 is compatible with both Telstra and Optus allowing users to switch between networks, so future-proofing the device should an owner decide to switch providers at any stage.
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The Cel-Fi GO Roam R41 is claimed to be the first Australian-approved multi-carrier 5G-ready cellular signal booster device. To be clear, the Cel-Fi booster won’t give you a signal where there isn’t one, but it will provide improved connectivity on your cross-country trips when limited coverage might otherwise cause issues.
The Cel-Fi GO Roam R41 selects either 3G, 4G or 5G depending on the best signal available in the area for voice and data applications. This improves reception for those working in regional or rural areas where there is patchy coverage.
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The Cel-Fi GO Roam R41 comprises a central unit that can be concealed anywhere in your vehicle, such as under the seat, behind the glovebox or under the dash, and two antennas, both of which need to be connected to a 12V power supply.
On the 4X4 Australia Triton we fitted the external antenna on the passenger side of the vehicle, between the base of the windscreen and the rear edge of the bonnet. This antenna picks up any available phone signal.
The second antenna mounts inside the vehicle and in the case of the Triton it fits neatly behind the gear lever on the centre console. This internal antenna retransmits the boosted cellular signal within and around the vehicle. Once fitted, the whole setup is unobtrusive as it is mostly hidden from view.
Although we are yet to fully test the Cel-Fi GO Roam R41, I have driven through a few areas around town where the mobile coverage is usually a bit patchy, and the phone signal remained strong throughout.
This system is ideally suited to tradies who work out of their vehicles and who rely on a strong mobile phone signal to conduct their business, as well as those who regularly travel outside of major centres on a recreational basis.
Even where there is poor mobile phone reception, the Cel-Fi GO Roam R41 allows for the free flow of messages, emails and calls so you can stay in touch.
The BYD Shark has now been officially unveiled. Get all the details in our big reveal story, linked below.
MORE: All we know about the Shark
April 18: BYD Shark spied in Mexico
We’ve got a name, and a Mexican YouTuber’s got the photos.
Following the release last week of official ‘spy photos’ that seem confused by the idea of camouflage, BYD’s upcoming ute has now been spied without disguise on the streets of Mexico.
Of course, there’s little to be surprised by with these photos posted to Instagram by AutoDinamicoMX [↗], thanks to earlier design patent images and our own speculative (but accurate) renderings based on that patent.
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Importantly, we now also know what the Chinese carmaker’s ute is likely to be called, thanks to a recent local trademark filing: Shark.
BYD has also registered the trademarks King and King L in Australia, but that’s already known to be the name of an upcoming plug-in hybrid sedan. [↗]
What do you think of the Shark’s styling, and its looks? Tell us in the comments below!
We’ve seen revealing patent images and a prototype testing in Australia, but now the BYD Ute is a little more official, thanks to a set of teaser photos released today.
The new shots show the anticipated plug-in hybrid ute in a bold blue and fluro orange wrap, its high-vis quality ensuring nobody will miss it.
As our earlier coverage below describes, BYD’s ute is expected to reach Australia later this year as a rival to the incoming Ford Ranger PHEV and the wider ‘midsize’ ute market.
Click the photo below for more images from this latest release, and continue reading for more details.
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January: BYD ute spied in Australia
The 2025 BYD plug-in hybrid ute has been snapped testing on an Australian freeway ahead of its local launch in 2024.
Pictures posted to social media show a left-hand-drive prototype of the as-yet-unnamed Chinese dual-cab petrol-electric ute wrapped in camouflage ahead of its global reveal in the coming months.
It follows patent images of the BYD Ute revealed in October, confirming it’ll follow a similar design to other mid-size dual-cab utes such as the GWM Ute and Ford Ranger.
Luke Todd, the CEO of BYD distributor EVDirect, said “extremely detailed” feedback from Australia was handed to BYD engineers developing the vehicle in China.
“We’re talking an immense amount of data sharing of what consumers want for Australia and a lot of those inputs are being implemented into the ute… It is very much a co-designed vehicle for the Australian market,” said Todd.
“The vehicle is going to be… so well suited for the Australian market, and that’s why we’re making the claim that it will be the best in class when it comes out,” said Todd.
Unlike BYD’s current all-electric vehicles – the Atto 3, Dolphin and Seal – the Ute will feature a dual-motor ‘DM-i’ hybrid arrangement with a 1.5-litre turbo-petrol engine at launch.
While current plug-in hybrid vehicles such as the new Ford Ranger PHEV add electric components to an existing ICE-based platform, the BYD Ute has been designed as a “ground-up EV” with internal combustion added later.
“At the moment, plug-in or traditional hybrid is a petrol vehicle that’s had a battery introduced. This is the complete reverse around, so much so that we’re actually working with government authorities to get our own category because this is technology that nobody’s ever seen. It’s an ultra-low electric vehicle with the best of both worlds… there’s no range anxiety,” said Todd.
BYD is said to be targeting a 1000-kilometre-plus driving range for the petrol-electric Ute.
An all-electric version of the BYD Ute will follow around 12 to 24 months later in 2025 or 2026.
“We want vehicles that Australians can actually afford. We don’t ever want to be pushing $100,000. The reality is a full EV ute at the moment would be over $100,000 just for the battery size, to power, to get enough range,” added Todd.
After gearing up our Tradie Triton with a Pedders GVM and brake upgrade to ensure it was raring to go for towing, it was time to fit a set of MSA 4×4 towing mirrors so we could see exactly what was going on behind us.
It’s easy to overlook the significance of gear like decent towing mirrors when you’ve been focused on the bigger-ticket items like suspension and tray. The legalities here in Australia state that the driver must be able to see 20m past the widest point of the towed vehicle which, with standard factory mirrors, is not possible when towing wide trailers.
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MSA 4×4’s award-winning towing mirrors provide an excellent rear view when you need it but don’t stick out like most other towing mirrors when you don’t. This is because the mirrors simply extend on a heavy-duty extension slide, which allows them to be quickly and easily pulled out when towing or slid back in once you have unhitched the trailer.
To test the mirrors, we hooked up an excavator to the back of the Triton, then for something really wide we hitched up a catamaran, and the mirrors provided excellent visibility in both the vertical and horizontal positions.
The mirrors offer four easily adjustable positions that can be set to suit the type of towing you’re doing, because they can be rotated as well as extended. In other words, they can be retracted or extended, and set with a vertical aspect or a horizontal one. On the driver’s side, the mirror can be extended and rotated without even getting out of the seat, which proved particularly handy at the boat ramp, and when backing the excavator into the shed.
Regardless of the extension or rotation, the mirrors retain nearly all of their factory electric adjustment capability, thanks to a mirror actuator that automatically adapts to the selected position.
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The large single-lens mirrors provide a fantastic, undistorted view, and a dual-action folding mechanism minimises the chance of damage if the mirrors are bumped in a carpark or when driving off-road.
It’s easy to think of traditional towing mirrors as being great for towing but a bit of a pain for everyday use, particularly when parking in tight spaces, but the adjustability of the MSA 4×4 towing mirrors overcomes any such drawbacks.
GWM has released pricing and features for its Cannon Alpha range, with the Lux turbo-diesel starting at $51,990, the mid-range Ultra turbo-diesel priced from $57,990 and the range-topping Ultra hybrid from $64,990 (all driveaway).
The latter utilises a 2.0-litre turbo-petrol hybrid engine that delivers outputs of 255kW and 648Nm, marking the Cannon Alpha as the first ute in Australia to be available with a full hybrid powertrain. GWM says the petrol-hybrid engine will consume 9.8L/100km of unleaded.
The two non-hybrid variants are powered by a 2.4-litre turbo-diesel engine that generates 135kW and 480Nm, with an official fuel consumption figure of 8.9L/100km. All vehicles utilise a nine-speed automatic transmission and are coupled with a Torque On Demand (TOD) four-wheel drive system that features a Borg Warner transfer case.
Both powertrains have a 3500kg braked towing capacity, with the Ultra grade featuring a clever 60/40 split tailgate as seen in full-size US trucks like the Ram 1500. The tub dimensions for all models are: 1520mm wide, 1500mm deep, 500mm high, and there’s a 1100mm gap between the wheel arches.
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Lux turbo-diesel
Ultra turbo-diesel
Ultra Hybrid
Power / torque
135kW / 480Nm
255kW / 648Nm
Combined fuel use
8.9L/100km
9.8L/100km
Payload (kg)
821
760
735
Electronic diff lock
Rear
Front and rear
TOD 4WD system
Standard
Hill Ascent Control
Standard
Hill Descent Control
Standard
18u201d alloy wheel
Standard
Full size spare (steel)
Standard
The ute is considerably bigger than the Cannon Ute it replaces: 35mm longer (5445mm); 57mm wider (1991mm); 38mm taller (1942mm); and it has a 120mm longer wheelbase (3350mm). In fact, these figures make it bigger than the nation’s best-selling vehicle, the Ford Ranger. The Cannon Alpha also has an impressive wading depth of 800mm, while approach, breakover and departure angles are 28.5, 19 and 23 degrees respectively.
The ute will be available in five colours, with only white a no-cost option. The red, silver, grey and black options are all classified as premium paint and cost an extra $595.
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Standard features
Lux turbo-diesel
LED headlights with DRL
Auto headlights + high beam
Fixed side steps
One piece tailgate
Tyre Pressure Monitor System
Paddle shift
360u00b0 view monitor + clear chassis
Dual zone climate control
Steering modes: Light, Comfort, Sport
4-way manual steering adjust
6-way power driver seat
Rear privacy glass
High mounted tray lamp
6 speaker audio
Faux leather interior u2013 black
12.3u201d multi touch infotainment
Wireless CarPlay + Android Auto
12.3u201d digital cluster
Electronic rear diff lock
Driving modes: Standard, Sport, Eco, 4L, 4H
Front parking sensors (4)
Rear parking sensors (4)
7 airbags
Auto brake hold
RCTA + RCTB
FCTA + FCTB
LDW + LKA + LCK + ELK + LCA
FCW+AEB (pedestrian + cyclist)
Traffic Sign Recognition
ACC with intelligent turning
GWM app connectivity
Ultra turbo-diesel adds
Panoramic sunroof
LED front fog lights
Auto fold exterior mirrors
60/40 split tailgate
Auto dim rear view mirror
14.6u201d multi touch infotainment
Leather-accented interior u2013 black
8-way power driver seat
6-way power front passenger seat
Front seats: heated + ventilated + massage
Driver seat memory + welcome function
Wireless charger u2013 front
Electronic front diff lock
Ultra hybrid adds
2.0 turbo hybrid powertrain
Head-up display
Auto fold exterior mirrors with memory
Heated steering wheel
64 colour ambient lighting
Wireless charger u2013 front & rear
10-speaker Premium Infinity audio system
2-way power rear seats
Rear seats: heated + ventilated + welcome function
Auto parking assist
Auto reverse assist
Front parking sensors (6)
Rear parking sensors (6)
Clock at centre console
Prices
Cannon Alpha Lux turbo-diesel
From $51,990 driveaway
Cannon Alpha Ultra turbo-diesel
From $57,990 driveaway
Cannon Alpha Ultra hybrid
From $64,990 driveaway
The GWM Cannon Alpha will land in local showrooms soon.
Show off your 4×4 by getting it in the next issue of 4X4 Australia magazine, by posting a snap to our Facebook page. It’ll also end up online! Here are six reader-submitted rigs from April 2024.
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2019 Nissan Y62 Patrol
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Mods on this Y62 include a 2300 Harrop supercharger with 75mm pulley and VIS fuel pump; PDC stainless snorkel and airbox; Dash front bar; Raslarr rear bar with spare wheel carrier and jerry can holder; Dash 3/4 rack with 170w fixed solar panel; Full Boar drawer set-up with in-built Travel Buddy and Evakool drawer fridge; four-inch lift with Ontrack billet lower rear control arms, billet front upper control arms, 40mm front and rear diff drops; Harrop front e-locker; 20-inch King wheels on 35-inch BFG A/T KO2s; 12,000lb winch; Ironman Scope spot lights and Narva ultimas on roof rack; Pacemaker headers; and plenty more – Charlie Kimble
1997 Toyota 80 Series LandCruiser
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I bought the 80 with only a handful of basic mods. Stuff like suspension, bullbar and snorkel. Since owning the 80, I’ve added the following: GME XRS; towing mirrors; Stedi driving lights; Drifta awning; Stedi LED headlight upgrade; blacked-out grille; black D-shaped sunnies; 12-volt system; Roadsafe recovery points; Brass Monkey centre console fridge; Rock lights; and a part-time kit with AVM hubs. It’s my daily drive and a work in progress, future mods I would like to do include an aluminium roof rack, an Ocam rooftop tent and awning, a rear bar, and a set of sliders – Shane Jenkins
Mitsubishi Pajero
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On Country With Mick’s Mitsubishi Pajero has had a makeover. All of the old fishing club stickers are removed and the car is now sprayed in Predator Protective Coating, the roof basket has been replaced with a platform, and more lights and GME UHF gear has been added, including a 140ah lithium battery – Mick Graham
2016 Holden Colorado
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This photo was taken on top of Big Red after I’d completed a double crossing of the Simpson Desert – west via QAA, Knolls, Rig Road and French Line, and then east via the Madigan Line, south on Hay River Track and then the QAA back to Birdsville. Loved the trip. Car went great. It has EFS suspension all around; a Catch Can; Direction plus fuel filter; Ironman bull bar and winch; 200ah lithium in the canopy powering a 65-litre upright fridge and 40-litre freezer via a DCDC charger; and 160w solar on the roof keeping it topped up via a Victron MPPT running parallel to the Redarc charger – Paul Snee
Toyota 80 Series LandCruiser
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I’ve had the 80 Series for 19 years and I’ve done the Cape three times, far western Queensland and South Australia twice, and a lap of Australia in 2020/21. Now lapping it up in the NT since 2021. Great old rig – Tim McMaster
2022 Mitsubishi Triton & 2012 Jeep Wrangler
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Pic taken at Harvey Dam, Western Australia.The 2022 Triton GLS has a nudge Bar, one-inch lift block, and 33-inch Maxxis RAZR A/T tyres. The 2012 Wrangler has a three-inch lift, 37-inch Nitto M/T tyres, twin lockers and a winch – Yomit Rioveros
Close to a decade ago, off-road bush tracks were mainly illuminated with HID and halogen technology. Fast-forward and LED technology has become all the rage, and for good reason.
Not only do LEDs provide a wider, brighter spread of light, they’re also beginning to use less power, and they last for yonks. Light-emitting diodes (LEDs) have, in fact, been around for more than 50 years, but the development and evolution of LEDs in recent years has seen it surge into the catalogues of many respected 4×4 aftermarket brands.
However, with surging popularity come cheaper imported products, so the old adage ‘you get what you pay for’ rings truer than ever. Below, we’ve listed some of the best products on sale in Australia, so that you don’t end up with a dodgy unit that’ll leave you in the darkness.
The EFS Vividmax Ultra is the brand’s most powerful and technically advanced driving light to date. Designed for long-distance touring and tough off-road use, it offers a remarkable 1.2km beam range for unmatched visibility after dark.
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Switchable white or amber DRLs add a touch of style while boosting daytime visibility. The amber setting is ideal for dusty or foggy conditions, helping reduce glare and improve safety on challenging terrain. Performance is driven by high-output Cree XPP and AFL3 LED chips, delivering intense, focused light with broad coverage. The housing is built from rugged ADC12 cast aluminium, offering excellent heat management and durability in harsh environments.
A certified IP67 rating ensures complete protection against dust and water, so whether you’re powering through creek crossings or red-dirt roads, the Vividmax Ultra is built to go the distance—and built to last.
Pros
Powerful 1200m beam range and colour temperature up to 6500K
Dual white/amber DRLs with stylish startup sequence
Built to last: salt-spray tested, impact-resistant, IP67 rated
Crisp beam clarity from advanced reflectors and premium LED chips
The Sentinel nine-inch round lamps embody Lazer Lamps’ commitment to premium design, superior lighting and exceptional build quality.
The Sentinel Elite, featuring a sleek black appearance, houses 32 high-power LEDs to deliver strong lighting performance. Emitting 15,232 raw lumens and reaching 742m with 1 lux, its 52-degree horizontal spread ensures outstanding visibility on the road or track, particularly in mid- to long-range scenarios.
Crafted with meticulous attention to detail, the Sentinel Elite’s black variant boasts a stealthy aesthetic achieved through black printed circuit boards and bezels with hexagonal design accents. Its diecast aluminium mounting bracket, treated with automotive-grade processes, offers a premium satin black finish, ensuring both visual appeal and durability against corrosion.
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Designed, engineered, and manufactured in the UK, key features include ultra-reflective optics, integrated white and amber backlight options (white approved for on-road use), electronic thermal management for LED longevity, and unbreakable polycarbonate lenses.
Each lamp comes with a five-year warranty and is IP68 watertight, submersible up to 1.5m for 30 minutes. Additionally, they feature over-voltage and reverse polarity protection, ensuring reliability in various conditions. Supplied with pre-wired Superseal connectors, the Sentinel lamps offer easy installation and are compatible with optional accessories like lens covers and anti-theft fasteners.
The Sentinel Elite combines advanced technology, striking design, and robust construction for unrivalled durability in any environment.
Narva designs and develops its LED driving light range in-house, including its Ultima 215 MK2 LED. The 215 MK2 utilises 33 x 5W Osram LEDs for 165W of light at a claimed 21,780 raw lumens, which Narva says is 30 per cent brighter than the original Ultima 215.
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The LED chip sits within a die-cast housing supported by a tough stainless-steel mounting bracket, locked down via three stainless-steel bolts with nyloc nuts. The 3.2kg lamp is IP66 and IP67 rated and features Narva’s Active Thermal Management System, an integrated DT Connector, a Nitto breather vent and a polycarbonate, hard-coated lens and lens cover.
Pros
Weu2019ve tested them on multiple vehicles without any reliability issues
All round driving lights, including the Genesis and HTX Hybrid, are designed, manufactured and tested in-house at Lightforce’s Adelaide HQ.
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The LED bars are designed in Australia but made in China to strict specifications. The 75W Venom LED has a 150mm diameter and can light up 1 Lux at 850m; while the 140W Genesis LED reaches a distance of 1 Lux at 1053m. Marketing manager Mark Gamtcheff told us: “All our lights go through the Lightforce Design Verification Plan & Report testing procedure. All photometric, ingress protection and CISPR testing is independently third-party verified. All claims on the box are independently tested.”
Great Whites are manufactured abroad, but are designed to suit Australia’s conditions, and all Great Whites are comprehensively tested in Australia before going on sale.
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“Once we have samples in Australia, we then proceed with real-world testing on heavy and light vehicles as well as in-house environmental testing,” said Great Whites’ Steve Mitchell. “All (Attack) lights are equipped with polycarbonate lenses, environmentally sealed fly leads with genuine Deutsch plugs and virtually unbreakable bracketry.”
Pros
Made for the trucking industry, so you know they are tough
All of Ultra Vision’s electronics are designed and manufactured in Australia, and prototypes are checked in the test facility and then road-tested to ensure they perform in harsh environments.
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“Ultra Vision has focused their efforts on manufacturing in Australia for the past four years and currently over 90 per cent of the range is produced locally,” said Ultra Vision’s Brett Tunley. “By keeping up to date with manufacturing techniques and equipment, along with constant investment in innovation and R&D, Ultra Vision has proved that we can produce products that are top performers, compared to anything available internationally.”
Ultra Vision uses powder-coated aluminium for the housings, polycarbonate for lenses and lens covers, and stainless steel for brackets and fixings. Tests include submersion in water, various electrical and EMC checks, as well as performance at high temperatures to simulate idling with high beams (setting up camp).
TJM recently released the TJM Narva Ultima 215 driving lights, which are designed and engineered in Australia.
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These lights are in effect exactly the same as the Narva Ultima 215s, save for the coloured ring and branding. The benefit is, TJM asks for less for a pair, and that includes the wiring harness. As such, the lights feature Cree XP-G2 chip technology, with an output of 8500 effective lumens and 165W of pure white light – to illuminate the track up to 900m ahead. Each light weighs 3.2kg and measures 215 x 235 x 112mm, and the units are IP66 and IP67 rated.
Ironman 4×4’s range of LED lighting solutions, including light bars and spotlights, utilise CREE technology for increased lifespan, improved light brightness and outstanding efficiency.
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The Aussie brand’s spotlight range – 7-inch Blast Spot, 7-inch Blast Combo, 7-inch Comet, 9-inch Comet and 9-inch Meteor – are powder-coated and made out of die-cast alloy housings and feature polycarbonate lenses. They’re IP67 and IP69K rated, so you’ll have no issues attempting Cahills Crossing.
Pros
Well-priced
Excellent support network
Good range of options
Cons
Output figures arenu2019t the brightest on the market
The Dobinsons Zenith 155W LED driving light is designed and tested in Australia.
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The 155W light features 4x20W extra deep dish long-distance LED chips and 15x5W spread LED chips, for a total of 12,700 raw lumens per light. The 8.25-inch multi-fin alloy housing combined with a heavy-duty steel mounting bracket and polycarbonate lens ensure the light will perform in harsh terrain. The unit has an IP68 water- and dust-proof rating.
ARB’s Intensity LED light bar – combo and spot – uses the same patented lens/reflector technology as the existing Intensity lights.
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The unit features a polycarbonate lens; a powder-coated, extruded aluminium body with pressure die-cast end caps; and moulded polycarbonate covers, hard-coated for scratch and UV resistance. With 40 LEDs, the unit has a maximum power of 115W and pushes out 9200 raw lumens.
The Intensity AR32 V2 LED driving lights – available in spot and flood beams – feature 32 LEDs and are designed to withstand harsh corrugations. They’re also submersible to three metres. With 165W, the units have a maximum output of 20,000 raw lumens.
“The majority of LED driving lights use aluminium housing – light weight, excellent heat conductor – and polycarbonate lens – very strong, high resistance to stone chips and scratching,” Shannon Diedrich, ARB’s PR and comms co-ordinator, told us.
Bushranger’s Night Hawk Variable series is all about providing options, with three different light options available in the range. The first being the original Variable Light Intensity (VLI).
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The VLI has the ability to change light intensity with the turn of a dial. This means you can adjust how bright the lights are, to best suit the conditions you are driving in. Next up in the Night Hawk Variable range is the Variable Colour Temperature or VCT for short. Not only can you adjust the intensity output of this light, you can also change the colour temperature of the light output.
There are eight colour settings to choose from, ranging from a warm 300K right up to a bright white 6000K, making for a versatile light in a range of conditions. The third light offered by Bushranger in the Variable Series is the Variable Beam Pattern (VBP), which has been designed to allow you to adjust the beam pattern from full spot pattern to full flood beam. The VBP series also has the ability for you to control the light output, from low to high with eight stages of adjustment.
There are three LED driving lights in the Stedi X-range, but Stedi also offers a wide variety of LED lighting including work lights and light bars.
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In the Type-X portfolio, there is the top-of-the-line Type-X Pro, the 8.5-inch Type-X Sport and 7-inch Type-X Sport. As the names suggest, the 8.5-inch Type-X Sport and 7-inch Type-X Sport are either 8.5-inch or 7-inch in size so you can best pick the light that suits your available fitment space.
The Type-X Pro offers a claimed colour temperature of 5700K, an amp draw of 10.4amp at 13.2V and raw-lumen output of 26,270 per pair. Looking at the 8.5-inch Type-X it also has a claimed colour temperature of 5700K, however uses less power at 9.8amp at 13.2V and a raw-lumen output claim of 20,780 per pair. The smaller 7-inch Type-X uses a claimed 6.4amp at 13.2V, shares the 5700K colour temperature and a claimed output of 16,640 raw lumens per pair.
Fitting driving lights, a light bar or a set of spotties to the front of a 4×4 is essential for anyone wishing to avoid kamikaze kangaroos and wayward wombats once the sun has disappeared, and there are now a plethora of options available to stick to your roof racks or on your bullbar.
There’s no better option than a set of LEDs, with the technology evolving to a point where manufacturers have optimised performance, with units now packing more lumens into even smaller packages.
Jo Banks, Narva’s production development manager, explained: “There have been many areas of improvement over the last few years, the biggest being lumen output and package size. The lumen output per Watt of power has been improving steadily, so now we get more lumens (or volume of light) per Watt of LED.”
Banks also explained that LEDs are now smaller but no less effective. “We now get five Watts in a three-watt chip, 10 Watts in five-watt chip package, and so on.” This means makers can now utilise the same lamp design but adopt a more powerful LED to maximise beam output.
“As a result of the smaller LED chips, lumen intensity (brightness per mm of LED surface) has increased considerably. This makes it possible to focus more for a much longer beam,” Banks added.
Mark Gamtcheff, from Lightforce Australia, explained another benefit of LED technology is the increased thermal efficiency of modern driving lights, which reduces heat and improves output.
“Lightforce has taken advantage of these improvements in LED technology to design lights to be slimmer and lighter, as a smaller heat sink is required to dissipate the heat created,” he said.
“Lightforce has also been able to achieve a warmer colour temperature of 5000 Kelvin, lower than many other LED lights, reducing glare. This reduces eye fatigue and provides more clarity to objects you see on the road.”
Steve Mitchell, lighting specialist at Great Whites, then added: “With LED driving lights you have the ability to achieve a higher Kelvin temperature rating, which allows for a whiter and brighter light output. This helps to reduce strain on the driver’s eyes and can help to combat drowsiness when driving.”
Due to the ongoing development, manufacturers are now finding ways to maintain optimal efficiency yet reduce the weight of the units significantly. Ultra Vision’s Brett Tunley explained: “With the LEDs becoming more efficient, we have been able to reduce the weight significantly.”
He then discussed how light output has developed substantially: “Getting a distance of 1.2km with a 140W lamp wasn’t on the horizon three years ago.”
ARB’s PR and communications co-ordinator, Shannon Diedrich, added the “use of reflectors to aim the light in the direction required (spot vs flood pattern)” has also improved. In addition, there’s now a wide range of LED construction types available to suit a variety of different tasks.
For example, some LEDs produce a greater lumen output but have less concentrated light (intensity) and are suitable as wide-beam driving or bar lights; while others have high intensity, making them great for applications requiring high focus – spot beams and long-range driving lights.
“These improvements in LED design and performance make it possible to build lights with almost any beam pattern and with very high lumen outputs. It is also continuing to reduce the cost of LED lights, especially in the dollars versus output,” Banks said.
In today’s market, punters can get better bang for their hard-earned, however that doesn’t mean quality-made units are cheap, but prices are lowering due to competition and increased demand.
Gamtcheff agreed that the cost of LEDs has softened in recent years, with a huge range of LED lights available in different configurations and of different quality.
“In general, you get what you pay for,” he added. “Pay a bit more for Lightforce and you get the benefit of our expertise built into every light.
“Knowledge in applying high-tech electronics to make them run more efficiently has helped us lead the way in the LED driving-light market. We now have an LED product in the Genesis which is capable of producing 1 Lux at over 1km beam distance.”
Steve Mitchell from Great Whites added: “Quality products will always come at a price, and driving lights are no exception. Great Whites are renowned for high-quality construction and making it through some of the world’s harshest conditions.”
Drawbacks
As well as a lowering-but-still-pricey cost, a drawback of LEDs is that, due to an increase of power, current draw can be excessive. “The larger the LED (Wattage), the likelihood of more power being consumed,” said ARB’s Shannon Diedrich.
But that’s an easy fix, according to Jo Banks: “That’s not hard to fix with a suitable quality harness. This is one of the reasons Narva offers a harness specially designed to power our 215 LED lights.”
Another issue is the Colour Rendering Index of an LED. Lightforce’s Mark Gamtcheff said: “This means you will find a saturated market of underperforming LED product. (So) it’s important that distance and colour temperature are engineered into the design of LEDs.”
As with most aftermarket solutions, an unfortunate but all too common dilemma is brands that cut costs during the manufacturing process – for example, by minimising heat sinks and fins on the light housing.
“Unfortunately, these alterations result in inefficiency in heat dissipation when the vehicle is not in motion, increasing the overall temperature of the light which can lead to premature failure of LEDs. If you run your finger over the fins of a driving light and it sounds tinny, the light is likely a victim of this cost-cutting approach,” said Great Whites’ Steve Mitchell.
Another problem with LED tech is when a light blows. If a HID or halogen bulb blows it’s an easy fix, but if a light in an LED blows, then replacing it is a tedious process. “If an LED blows, the lamp has to be replaced rather than just a bulb,” Ultra Vision’s Brett Tunley explained.
Off-road we go
Heading to a remote campsite is more often than not going to involve treacherous, gnarly terrain, and it’s a reason why a solid, well-constructed LED is of vital importance.
“The greatest benefit of the LED is its durability. One of the main killers of HID and halogen lights is vibration. Driving on corrugated and poor quality roads can drastically reduce the lifespan of these lights, which, when fitted to a 4×4 can present a pretty serious problem,” said Steve Mitchell from Great Whites.
“Good quality LED driving lights are designed to withstand vibration and high-impact scenarios.
“Great Whites were originally designed for the trucking market and as such are built to handle some of the toughest conditions for extended periods of time.”
Ultra Vision’s Brett Tunley enforced that point: “Being a solid-state technology, the electronics don’t have issues with vibrations, like the old halogens. It is also more stable and long-lasting than the HID, which has proven temperamental.”
As well as the obvious benefits – a bright spread of light, long lifespan and reliability – LEDs provide instant bright light, as opposed to HIDs which, despite reaching huge distances with a penetrating beam, take time to warm up.
“That’s why Lightforce engineered the groundbreaking HTX hybrid, which combines the instant brightness of LEDs with the distance and colour temperature of HIDs,” Mark Gamtcheff said.
Life expectancy
It wasn’t all that long ago when traditional HID or halogen lights were guiding four-wheelers to their hidden overnight digs on dark, secluded tracks, but the progression of LEDs is due to many reasons, none more critical than longer life expectancy.
“Premium LEDs have an operating life of up 50,000 hours, so they may well outlast the rest of the lamp!” Narva’s Jo Banks explained. “(But) it is important to note that an LED will only achieve this impressive life if driven by quality electronics and its heat is correctly managed.
“With the cost of LEDs coming down, the driver and heat management are becoming a bigger factor, with some cheap lights taking a few shortcuts that can effect the life of the lamp.”
Mark Gamtcheff backed-up that figure: “The predicted life of an LED chip is 50,000 MBTF hours (Mean Time Between Failures), versus 2000 MBTF for a HID, or up to 1000 MTBF for a halogen globe.”
Just how popular?
LED technology may have evolved to fill a pocket left open by halogen and HID technology, but does this translate to higher sales?
“Here at Lightforce, we’ve found that our hybrid HTX, with the combination of both HID and LED technology, sells the best,” Gamtcheff told us. “Whilst the popularity of LED is definitely increasing, halogen and especially HID still have a strong market share.
“Halogen lights are competitively priced and retain a warmer colour temperature of about 3300 Kelvin, which some drivers prefer. HID lights will always produce the longest beams (over 1 lux at 2km with a Lightforce XGT), which some drivers value.
“LED, however, seems to be filling a gap in the market – whether it be a flood beam for broad close-range lighting, or a driving beam for forward lighting, LED is a technology that is growing in popularity.”
Great Whites’ Steve Mitchell told us that since the introduction of its first LED driving lights in March, 2012, the sales of HID and halogen lights have seen a steady decline in Australia. “This effect can be seen across the board from trucking and four-wheel drive applications, to work lights in the mining and industrial sectors,” he said.
Brett Tunley at Ultra Vision reckons, across the industry, HID and halogen sales have dropped 40 per cent per year for the past three years. “This seems to have levelled off now, but overall the market has expanded with many people buying light bars for smaller vehicles that would never have run halogens,” he told us.
DIY
All of the manufacturers agreed that fitting a set of lights is a pretty straightforward affair for those handy with tools, but it’s recommended that the average punter get the LEDs fitted by a qualified auto electrician – especially when it comes to the wiring.
“The fitment of the physical lights themselves is definitely something the end user can do without the need for an expert fitter,” Narva Australia’s Jo Banks said.
“The wiring up of LED lights is no harder than other lights. Many leading lighting companies supply a range of Plug and Play Wiring Harness which makes the job nice and easy. We supply premium quality harnesses that are tagged for easy installation, A goes to B etc.”
What’s a CREE?
CREE is a leading LED manufacturer and, by producing the technology which achieves increased lumens per watt and greater light intensity, has played a big part in the evolution of the LED. Steve Mitchell explained how Great Whites’ new Attack range utilises this technology and how it produces a greater volume of light using fewer LEDs and less current draw.
“The (Cree) ‘XPL HI LED’, developed in conjunction with Great Whites, is capable of outputting 1250 lumens per LED at an operating temperature of 85°C. This enables the Great Whites Attack LED driving lights to achieve superior performance.”
Ultra Vision, on the other hand, explained how CREE’s dominant position has been weakened by other brands producing excellent alternatives. Strong competition breeds excellence.
4X4 Australia has been reviewing four-wheel drive vehicles, aftermarket products and camping gear for more than 40 years. When looking for the best swags in Australia there are some things that are essential to ensure you sleep soundly under the stars.
When we compared each of the swags in the list with hundreds out there we looked at the size, weight, durability and price. We also searched for additional features that make these swags stand out from the rest.
We looked at hundreds of user reviews and drew on our own experience sleeping in swags to make sure our recommendations are for the best on the market.
Disclosure: When you buy through our links, we may earn a commission. We also include products that we do not earn a commission from.
The 2024 LDV T60 Max dual-cab ute line-up has expanded with a new flagship variant – the Plus – adding new safety, technology and mechanical features.
Priced from $45,990 drive-away – up $4500 over the now mid-spec T60 Max Luxe for ABN holders – the Plus automatic adds potentially life-saving autonomous emergency braking (AEB), which will be mandated for all new cars sold in Australia from March 1, 2025, for detecting possible collisions with other vehicles.
LDV has not added AEB to the manual Plus, lower T60 Max variants or the circa-$100,000 drive-away eT60 electric ute, with further updates required to continue selling those models from March 2025. An all-new LDV electric ute is due in Australia sometime in 2025.
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The LDV T60 Max Plus is based on the updated Chinese-market Maxus Interstellar H unveiled in 2023, with other safety additions including lane-keep assist, adaptive cruise control without stop/go functionality, and a driver fatigue reminder.
Inside, the T60 Max Plus features a new panoramic display with a 12.3-inch infotainment system – up from 10.25-inch – and a 12.3-inch digital instrument cluster replacing analogue gauges with a small LCD monochrome display.
The larger touchscreen runs on a new infotainment system with wireless or wired Apple CarPlay and Android Auto support, improved graphics, and visual representation of its new active safety features.
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It is the first T60 model to support Android Auto functionality – and the second LDV in Australia after the E-Deliver 7 electric van – with vehicles from the brand previously limited to Apple CarPlay.
A steering wheel column-mounted gear selector replaces the traditional shifter found in lower T60 Max variants, with a raised wireless phone charger added to the centre console, along with revamped four-wheel-drive controls.
Other additions for the T60 Max Plus include more sound-proofing material between the engine and bulkhead, updated touch-sensitive air-conditioning controls, and an electronic parking brake.
Mechanical improvements include multi-link rear coil suspension – instead of leaf springs found in lower T60 variants and most other utes – and electronic power steering.
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The payload for the T60 Max Plus has increased to 840 kilograms for the manual, 830kg for the automatic and 800kg for the automatic Megatub, compared to 750kg for the Luxe manual and auto or 730kg for the Luxe Megatub.
The Plus also adds front parking sensors, heated auto-folding side mirrors, a lockable tailgate, and gloss black trim for the grille, door handles, side mirror caps, side trim and rear bumper.
As before, the 2024 LDV T60 Max line-up features a 160kW/500Nm twin-turbo 2.0-litre four-cylinder diesel engine, matched to a six-speed manual or a ZF-sourced eight-speed automatic transmission, with part-time four-wheel drive and low-range.
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Fuel consumption is listed as 9.2L/100km for the manual and 9.3L/100km for the automatic, while braked towing is rated at up to 3.0 tonnes.
All LDV T60 Max variants are covered by a seven-year/200,000-kilometre warranty and five years of roadside assistance.
The value-focused LDV T60 is a rival to other Chinese-built utes, such as the GWM Ute and recently-launched JAC T9, and the Korean-built Ssangyong Musso.
2024 LDV T60 Max pricing
Variant
Pricing
T60 Max Pro manual 4×4
$36,990
T60 Max Pro auto 4×4
$38,990
T60 Max Luxe manual 4×4
$41,490
T60 Max Luxe auto 4×4
$43,490
T60 Max Luxe Megatub auto 4×4
$44,990
T60 Max Plus manual 4×4
$45,990
T60 Max Plus auto 4×4
$47,990
T60 Max Plus Megatub auto 4×4
$49,490
All prices are drive-away for ABN holders.u00a0
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2024 LDV T60 features
2024 LDV T60 Max Pro features
17-inch alloy wheels
Heavy-duty suspension (rear leaf spring)
10.25-inch infotainment system
LED headlights and DRLs
Wired Apple CarPlay
Single-zone climate control
Six-speaker audio system
Stainless steel sports bar
USB-A charge ports (x2)
Rear parking sensors
Analogue instrument cluster dials with central LCD display
Rear-view camera
Black cloth upholstery
Rain-sensing wipers
Part-time four-wheel-drive system
Tyre pressure monitoring
2024 LDV T60 Max Luxe features
In addition to Pro
19-inch alloy wheels
Keyless entry and push-button start with two key fobs
Black leather-accented upholstery
Auto-folding side mirrors
Heated front seats
Auto-dimming rear-view mirror
Six-way power-adjustable driver and passenger seats
In the May 2024 issue of 4X4 Australia, we incorrectly listed Opposite Lock’s Premium bull bar for the 2023 VW Amarok with a price of $1999. The correct price is $2799 – apologies for the error.
The OL bar to suit the VW Amarok offers maximum frontal impact protection and is designed and engineered in Australia to complement and enhance the Amarok’s original aesthetics. Opposite Lock engineers have packed the bull bar with features to allow the personalisation of the vehicle, ready to be equipped with a wide range of off-road accessories.
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Key features of the bull bar include driving light mounts, Hi-lift jack points, rated tow points, and three CB aerial mounts. All Opposite Lock bull bars have been tested in Australia for airbag compatibility, are ADR compliant and carry a two-year warranty.
The bull bar is available now nationwide. Head to your nearest store, call 1800 624 444 or enquire online.
