With four-wheel drive vehicles consistently occupying the top of sales charts, and with plenty of those owners taking them to all corners of the map, off-road driving is now an incredibly valuable skill for anyone wanting to work in the automotive media landscape in Australia.
A great way to get started is by signing up to a driver training course. In my case, I was fortunate enough to receive advice from a professional instructor at the Adelaide Hills 4WD Park at the launch of the updated 2024 Mitsubishi Pajero Sport – prior to this event, I did not have any experience driving off-road.
Throughout this experience, the team provided simple off-road tips and techniques, as well as a better understanding of the mechanical aspects of a four-wheel drive system.
Both four-wheel-drive and all-wheel-drive vehicles will be competent on most unsealed dirt roads, but for rugged terrain, deep mud and steep inclines, a 4WD system is required as it will send power to all wheels, providing more grip and control.
You should also consider a vehicle with a ladder-frame chassis (body-on-frame construction) because the structure of this setup will be stronger and more resistant. This will give the car the ability to flex and provide better ground clearance, making it ideal for off-road use.
Here is a shortlist of new vehicles we recommend that will be very capable for this purpose:
All-wheel drive sends power to all four wheels and, on most cars, is permanently engaged. This set-up is great for wet roads and occasional dirt-road driving, and you’ll find a system like this on vehicles such as the Subaru Forester and Toyota RAV4.
A 4WD setup is primarily set in a rear-wheel drive by default with a selectable transfer box that can engage the front axle and the transfer case, then send power to both the front and rear axles and to all four wheels.
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Selectable four-wheel drive modes (4WD)
2WD High Range (2WD-H)
This is generally used for bitumen roads and drives only the rear wheels
4WD High Range (4WD-H)
All wheels are driven via the transfer case with an open centre differential, improving grip and control when the terrain gets loose. This will provide more traction during wet conditions and mild off-roading
4WD Low Range (4WD-L)
This function provides maximum grip for low-speed control. You should engage this setting for sand, deep snow, rocky terrain, or going up a steep slope
It is also worth pointing out that If the configuration takes time to engage, slowly move forwards or backwards.
Additional off-road functions
Differential lock
A diff lock allows all the wheels to spin at the same speed instead of a wheel spinning free on the axle, regardless of traction. As a result, this will help forward momentum and prevent wheelspin.
Off-Road drive modes
Most modern four-wheel drive vehicles are equipped with selectable off-road specific modes, where you can select a certain mode with a dial to automatically set the system up for you: Dirt, Sand, Rock, etc.
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Hill descent control
Descent control automatically applies the brakes on individual wheels, allowing the vehicle to maintain an adjustable set speed. This also eliminates the risk of locking up your brakes and losing steering control.
Paddle shifters
By cycling through gears manually you will gain more control over engine speed, allowing you to move along at a steady pace on an unsealed surface.
A great idea for a beginner is to travel in a convoy with other vehicles, or at the very least with a passenger. There is also the possibility you might get bogged or encounter mechanical or equipment failure and need a tow. So bring recovery equipment, ensure you have a full-size tyre, and go with somebody experienced, especially for the first time.
Have you checked your tyres? Most regular vehicles are fitted with highway-terrain (H/T) tyres, which are next to useless when off-road, so make sure your car is fitted with appropriate tyres. A set of all-terrains (A/T) are good on-road and capable of driving over sand, light snow, rocks and uneven terrain.
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Also consider underbody protection. While most manufacturers include their own versions, a trip to an aftermarket shop is advisable to prevent serious damage to vital components.
For the correct pressure, it is best to consult with the vehicle manual for the factory setting. However, our off-road instructors advised that, as a general rule, you should lower tyre pressures by around 16psi for sand and mud. For more rugged terrain such as rocks or sharp objects, 24psi is a good level to sit at to prevent punctures and maintain a level of grip.
Mechanical integrity
Ensure vehicle service intervals are up-to-date or at least maintained. Plus, check tyre condition, engine fluids and keep an eye open for anything out of the ordinary, especially if the car is older than three to five years.
Seating position
Our instructors advised us to put our left foot on the footwell rest, both shoulders on the backrest of the seat, and hands at nine and three on the steering wheel. To ensure you’re maintaining a level of control, you can place your right arm on the top of the steering wheel without leaning forward.
Doing this means the wheels will remain on the ground, making it less likely to lose grip and preventing a potential rollover risk.
Before you attempt to drive over or through something, have you set up the car correctly?
Whether you’re about to climb a tall mountain or drive through a deep water crossing, understanding what off-road setting to engage is crucial. So, before you tackle any challenge, set up the vehicle for the correct scenario. Go back to Step 2 to better understand what to use to prevent getting stuck.
Maintain a safe and steady pace
When driving on an unsealed road or a wet surface, the vehicle’s ability to brake, steer and accelerate is reduced, which means there is a greater probability you will be going too fast to adjust to unexpected bumps, rocks or potholes coming your way.
I’m not sure how I ended up at Pannawonica, in Western Australia’s mid-north, but I know I was on my way into the vast and often underrated Pilbara area.
After fuelling up I did the usual drive around town to find out what goes on there, but soon realised it was a mining town. Owned by Rio Tinto, it is regarded as a ‘closed’ town that services the local mines, but it does sell fuel to the passing public. Several large iron ore mines operate 50km out of town and the majority of the ore is transported by rail to Cape Lambert, near Wickham some 200km away.
Permission was given to drill in 1948 and 20 years later the world’s biggest ore contract was signed in Japan, and for the next 76 years the ore continues to be processed from the area. Even though the town has had a refurb, it still has a 70s theme.
Pannawonica Hill is a popular spot for locals and it’s claimed that the town’s name came from here. The word ‘Pannawonica’ means the hill that came from the sea. Local legend says that two tribes were arguing for the rights to the hill when it was beside the ocean, and when the sea spirit saw this it dragged the hill to where it is today. The path that it was dragged along became the Robe River.
Heading near due east, my next stop was Millstream NP about 130km away through the Pilbara region, where the roads were in pretty good condition due to the mines in the area.
About halfway to Millstream I encountered one of the massive ore trains heading to Dampier on the coast. If you are lucky like me, you will get to see the entire length of the train as it passes; it has three massive engines (two up front and one in the middle) and hauls around 240 carts of iron ore, weighing in at an impressive 30,000 tonnes and measuring almost 3km long.
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Each train has a turnaround time of 28 hours… and they run 24 hours a day. Trying to count all the rail carts will have your eyes spinning.
I had another 60km to go before I reached the entry to Millstream NP, where I had booked a site at Stargazers Campground. These are pretty basic sites but provide a good base to explore this area of the park. It’s only a short stroll to Millstream House where you can learn about the Ngarluma and Yindjibarndi people’s indigenous history.
Millstream Station was a pastoral lease set up in the 1800s, but the current house wasn’t built until 1901. Out the back are old bore drilling rigs and other outdoor tools. For walkers, there’s the wetland walk and the longer Warrungunha Trail out through grasslands to a clifftop lookout.
Not far from Stargazers Camp is Deep Reach Pool, which is a long waterhole where you can swim, kayak and relax. It is also home to the Warlu serpent of Yindjibarndi people. With this being a permanent water source, it’s the perfect place to spot birds, kangaroos, Pilbara dragons, goannas and snakes.
Leaving Millstream out to the Roebourne-Wittenoom Road, I headed to what I was told was a very special place called Python Pool. Here, during the wet season, water tumbles from the rocks above, which has left a near-permanent waterhole over millions of years. It’s a great place to spend some time out of the blazing heat.
For history buffs and hikers, the nearby Cameleers Trail that was used by camel and bullock teams heads across to Mt Herbert and McKenzie Spring. The historical 8km return trail features some of the first camel-emblazoned markers.
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One of my goals was to head out to the remote George River campground and explore the isolated outer reaches of Millstream. The turn-off to the camp is signposted as a simple remote warning sign, and from here it took nearly two hours to reach the campground just 10km away. The track becomes rough as it heads into the remote outer reaches, passing old waterholes and through tree-lined dry creek beds.
Heading across the last spinifex plain, I was doubting the magic that I had heard about George River, but when the track swung into a gorge with a freshwater pool below towering cliffs, I struggled to swallow the lump in my throat that developed when I first saw this beautiful place.
With no one else around I picked the prime spot and just stood there, looking up at the red ochre cliffs in amazement, and as the afternoon sun sunk below the plateau the whole sky turned a mix of soft pinks and a hazy purples.
The morning light was just as spectacular as the Pilbara landscape lit up in the golden hour. George River really is a special place – calming yet it feels as though there’s a presence there.
I visited Millstream NP in winter at which time the days were warm and nights were cool. During summer this area would be unbearable, and the pools would be overgrown with algae and stagnant water. Unlike the main camping areas, George River camp is free, but can only be accessed with a 4×4. There’s no phone service, no bins, nothing here… just peace with the Pilbara and being on Country.
My time at Millstream had come to an end and I made my way back out to the Roebourne-Wittenoom Road for the solid two-hour trip back to Karratha.
Millstream is a small pocket tucked in the massive Pilbara region, but it provided me with a huge surprise with its history, cultural heritage and its absolutely stunning landscape.
Fast facts
Where is it
Millstream NP is an hour east of Karratha in the beautiful yet vast Pilbara region of WA.
What to see
Millstream NP is like an oasis in the desert, a go-to area for those exploring the Pilbara with intriguing history, waterholes, walking trails and remote camping. Millstream House has an array of literature, Aboriginal artifacts, pastoral relics and more.
How, when and where
A 4×4 vehicle is needed to explore the whole of Millstream NP. While there are no extreme off-road sections, the roads and tracks surrounding the park are not sealed. Summertime temperatures are pretty much unbearable so the best time to travel is between May and August. Trails to places like the George River remote camping area are not maintained and change each year after the wet season. Other roads around the park are used by mining companies and are generally in good condition.
Cast iron cooking pots, pans and camp ovens are amongst man’s oldest cooking utensils and they are still popular with outdoor enthusiasts and in bush kitchens.
The pioneering Germans, who carried them into the US, told the locals that they were ‘Deutch Landers,’ but it was misunderstood, as the Americans thought they were Dutch, hence the name Dutch ovens.
When our founding fathers sailed into Botany Bay they carried these same Dutch ovens, known as camp ovens. A true Dutch/camp oven has an inverted lid (which acts as a frypan) and three tripod legs. If it does not have that, it’s an iron cooking pot and not a true camp oven, although it can be used as one. Camp ovens are no lightweights; they are heavy and the pioneers hung them under their wagons from the deck-support struts while travelling.
Camp ovens cook amazing meals, if you do your part, as they distribute and retain heat evenly. There is no better device to sear and slow-cook tasty meals, no matter what the ingredients are.
Most camp ovens come in various sizes ranging from 8-inches to 16-inches in diameter, although I have seen some as big as 36-inches in diameter that were used by station cooks on the Barkly Tableland, where some properties had 50 men in mustering camps.
Transporting an oven with tripod legs is difficult. It’s best boxed or the legs may rattle holes in your vehicle’s floor on corrugated roads and bush tracks. These days many camp oven kits sold in camping stores are cased in strong timber storage boxes.
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Some people grind the tripod legs off camp ovens for better carriage, but this detracts from their versatility because the legs allow airflow under the oven for better heat distribution when cooking on a bed of coals.
While the camp oven is often described as being foolproof because it won’t burn food, this is incorrect; it will and can burn food if there is too much heat during cooking, or when left too long on a hot fire. You need to keep an eye on it when cooking quick meals.
The oven is best when used to cook slow meals, using proper distribution of hot coals on the lid and under the oven itself. You learn from experience how much heat and time is needed to cook a roast, which may take all day.
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When I worked in mustering, fencing and ringbarking camps as a youth, we used to place a lamb roast in one oven and spuds and pumpkin in another. Both were set on small beds of coals, including some on the lid.
The amount varied between the two pots with more heat required for the roast. We went to work for 8-10 hours and on return the food could be smelled a mile away. It tasted so good after a long day in the bush, though I tired from daily lamb roasts and often went hunting for ducks, emu, bustard and kangaroo, all which tasted amazing when cooked in the ovens, especially black duck stew and corned emu. You’d end up in jail for that now…
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We often use the same cooking process on our fishing and hunting trips, though care must be taken to avoid bushfire risks.
But that is an easy fix: dig a hole, toss some hot coals in the bottom of it and place the oven on the bed to cook and simmer all day. I carry a 50x50cm section of galvanised iron to place over the hole. It retains the heat and prevents sparks from escaping. Only a little heat is needed to cook in pits as they retain so much heat.
Southern Metal Spinners makes a cover that can be placed over a camp oven or iron cooking pot, which makes it possible to cook on gas burners. Trust me, you won’t be able to tell the difference between gas and coals.
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Seasoning and Cleaning
Iron cookware must be seasoned before cooking with it. My method is to wipe a new oven/pan with vinegar and allow it to soak a little.
This gets rid of any rust and debris. Next I toss a lot of lard in it, along with animal fats trimmed from meat, cook it for an hour and stir it about the whole oven and lid, but I never let it burn. When done I toss the stuff out, wipe the oven clean with paper towels and it’s ready for cooking or storing.
Food can stick to the oven if there is too much heat. A little hot water and soap will normally clean it off but be careful not to remove the layer of seasoning embedded in the porous metal. Some people won’t use soap on a camp oven, but it does no harm to it. You may also need to use a plastic scraper or a scrub pad.
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When packing camp, I wipe the oven out with paper towels. I then pour boiling water in it and turn it upside down. The water evaporates and leaves the oven spotless. You can also place it on a fire for a few minutes to get rid of any moisture. Don’t leave any water in it or it will rust.
Once dry, coat the inside with cooking oil, toss a few pages of crumpled newspaper in the oven, and store it with the lid on until needed. The newspaper soaks up moisture. It’s an old bush trick, long forgotten.
You can even clean a badly rusted oven with vinegar; soak it in vinegar for a while but keep an eye on it or the acid will eat the oven away if left overnight. You can treat lightly rusted surfaces by brushing/wiping vinegar on the area, but make sure you wash it off after the rust has dissolved.
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Bedourie Camp Ovens
Years ago, aluminium ovens were popular but many people lost interest in them following rumours of stained food taste.
But some are still about and should be treated the same way as iron ovens. Acidic foods like tomatoes should not be cooked in aluminium ovens as it adheres to the porous metal. Stainless steel ovens have the same problem. Both can be restored with a vinegar soak which removes built-up crud and the lingering aftertaste of acidic foods.
My favourite ovens are sprung-steel Bedourie ovens. They are lightweight and easily transported. They have no legs, so they are really cooking pots, though the lid serves as a frypan. You can cook with them on gas stoves or use the traditional ‘coal on the lid’ method and place them on a coal bed. Due to their light construction, they cook food much faster than iron pots, so you have to keep an eye on them to avoid burning food.
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Oven Aids
There are many accessories available for ovens including lid lifters (or use welder/barbecue gloves), storage bags and boxes, and more.
Many first-time users make the mistake of placing the lid on the ground while checking or stirring food; when it’s placed back on the oven, grit and dirt that has stuck to it ends up in the food. To avoid this, place two small lengths of clean timber alongside the cooking fire and place the oven lid on them, or make a proper grid mesh for the lid.
I have been using Campfire products recently to clean my ovens. Campfire Cast Iron Scrub can be used to remove stubborn food particles from ovens. Just pour three tablespoons of it into the oven and use a clean cloth in a circular motion to rid it of any food residue. Rinse with hot water and it’s job done.
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Campfire Cast Iron Seasoning is, as the name suggests, used to season ovens. It contains natural oils, a combination of coconut, rosemary and lemongrass oils. After cleaning, wipe the inside of the oven with Iron Seasoning for storage to prevent food from baking on the surface the next time you use the oven.
And don’t forget to oil the outer surface of ovens before storing or they will rust over time.
Cooking with camp ovens is simple and almost foolproof, while caring for them is common sense. Ovens are amazing camp aids, do not miss out on the joys of cooking with one on a friendly campfire.
The US-built Toyota Tundra full-size pick up truck goes on sale in Australia on November 19, but it has been a staple of the American market for generations.
Toyota USA is the official partner of the NFL football competition and for this SEMA Show concept they created what it calls the ultimate Tailgating Truck.
Tailgating is an American tradition that sees fans without a ticket to the game, gather in the carparks outside the stadium and watch the game on screens on the tailgates of their pick up trucks. It’s usually accompanied by barbequing food, drinking beer and a general party atmosphere.
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With The Tundra Tailgater, you’ll always be the life of the party. At the push of a button, a custom-built staging shell rises from the bed of the truck on four electric actuators, revealing five 55-inch weatherproof outdoor screens. These screens are positioned to provide a clear view of the action from any angle. To keep the glare of the sun at bay, a rack-mounted 180 Dual + R-Filler canopy provides 185 square feet of shaded space and game-time ambiance.
A bespoke audio system based on the JBL® Club Marine Series and engineered to endure the elements complements the visual experience. A Club Marine A5055 amplifier provides a signal to four Club Marine tower speakers while a Club Marine 600 amplifier drives a pair of 10-inch subwoofers, providing rich, dynamic, and immersive audio. An on-board satellite Wi-Fi system provides the connection to the channels broadcasting the games while a generator quietly delivers the power for this mobile entertainment vehicle, making the Ultimate Tailgate Tundra entirely self-sufficient.
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The Tailgater is built on the 1794 Edition Tundra which is the heigh specification model in the Toyota USA line up. Toyota Australia is initially launching Tundra here in just the Limited model specification but has said that a higher-spec model will become available in 2025 and this would be the Platinum or the 1794 Edition.
Toyota Australia has for many years been a leading sponsor of the AFL competition with a huge presence at the end of season grand final. Could we expect to see a right-hand drive Tundra Tailgater parked outside the MCG come grand final time in ’25?
An all-new Prado wearing a selection of ARB modifications has taken to the stage at the 2024 SEMA Show in Las Vegas.
Just to get us all a little bit more giddy in anticipation for its Australian arrival, the ARB Prado is running an Old Man Emu BP-51 suspension kit, which increases the ride height and allows a set of 17-inch Method MRW beadlock wheels inside 35-inch Nitto Trail Grappler mud-terrain tyres to slot in.
A specifically designed Summit MKII bull bar hosts Intensity IQ driving lights and a Zeon 10S winch. Summit side rails with integrated side steps blend nicely with the front end.
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To maximise storage, an ARB Base Rack sits up top, with an awning and a set of Nacho Quatro lights attached to it. Interior kit includes an ARB Zero fridge/freezer, a Twin Air Compressor, and a LINX accessory interface and Pressure Control Unit.
The ARB Prado joins the Prado ROX concept and 4Runner TRD Surf Concept, which are both on the Toyota stage at this year’s SEMA Show. The 2024 SEMA Show will run from November 5 to 8 in Las Vegas, Nevada.
The all-new Prado is set to launch imminently in Australia, with a starting price of $72,500 for the base-spec GX.
Kia has pulled the covers off its new Tasman midsize 4×4 ute and it appears not everyone is keen on the styling.
Since the curtain dropped at the big reveal in Saudi Arabia, with a smaller unveiling in Tasmania, the online comments about the look of the ute have been less than positive.
Get past the blunt front-end styling with its long, thin LED headlights on the outer edges, and you’ll find that Kia has otherwise stuck to a proven formula for such vehicles, just like the category stalwarts such as Ford Ranger, Toyota HiLux, Isuzu D-MAX and Mitsubishi Triton, among others.
A ladder frame chassis with wishbone IFS and a live-axle rear with leaf springs is standard on all 4×4 utes, as is a choice of single- or double-cab passenger cabins and cargo tub or cab-chassis variants.
A diesel engine driving an automatic transmission with a part-time dual range transfer case mimics the drivelines of the established players that Kia is hoping to challenge with this latest offering. The Korean brand that has grown rapidly in Australia with a strong portfolio of passenger cars and SUVs hasn’t broken the mould and created something all-new, preferring to stick with the status quo and join the pack.
But it’s not just its styling that will set the Tasman apart when it hits the roads in Australia midway through 2025. Kia’s first foray into the ute market will bring a vehicle that has a bigger cabin that is very well equipped and laid out, and it will have a host of clever inclusions that you won’t find on other products in the segment.
The Tasman will arrive in five variants including the single-cab and 2WD model. There will be no extra-cab offered as these are not popular in Australia. The popular 4×4 double-cab variants will come in Baseline, X-Line and X-Pro model grades, and all will be driven by Kia’s 2.2-litre diesel engine that produces a claimed 155kW of power and 441Nm of torque.
While output is no match for the class-leading engines in the HiLux, Amarok and Ranger, it is close to the D-MAX and Triton. Kia says that the performance of Tasman is not about the peak torque figure but the broad usable delivery lower in the torque curve.
This engine is already well established in other models in the Kia range but has been optimised for the Tasman 4×4 with specific features including an upgraded cooling system for better engine temperature control at low speeds and when towing heavy loads. At launch it will be the only engine offered in Tasman in Australia.
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Kia has a broad range of EV powertrains that it uses elsewhere in its model line-up and it will only be a matter of time before we see some form of electrification in the Tasman.
When the Tasman goes on sale in Australia the diesel engine will only be in EU5 configuration which means it won’t need Adblue SCR, but it does meet EU6 standards in other markets and can be updated if and when that standard becomes necessary in Australia.
The transmission is a traditional torque converter driven eight-speed automatic and the part-time transfer case offers 2WD, 4×4 auto, locked 4×4 high range and locked 4×4 low range, much like that found in the current Ranger. The 4×4 driveline is optional on the Baseline model and standard on X-Line and X-Pro models.
The X-Pro is the most off-road focused model thanks in part to its 252mm ground clearance, which is 28mm higher than the rest of the Tasman range. The X-Pro also rides on 17-inch alloy wheels fitted with all-terrain tyres in lieu of the 18-inch wheels paired with highway tyres on other variants. Tasman X-Pro also gets a lockable rear differential while no front locker is available.
Off-road drive modes include Sand, Mud, Snow and Rock settings, while an X-Trek mode gives low-speed cruise control for off road use. Kia quotes the wading depth at 800mm at a speed of 7km/h or slower, and this is enabled by having the engine air intake entering via a highpoint on the inner guard.
Tasman gets a class standard 3500kg towing capacity with up to 350kg on the tow ball. The ute also has configurable settings for different trailers that optimise Tasman’s ADAS systems when towing.
The Tasman isn’t the first – and I’m sure won’t be the last – vehicle that owners say looks a lot better from the inside than out. The interior is spacious and well laid out with dual 12.5-inch wide-screens giving the dash a premium look and keeping the driver informed of all the vitals. The multimedia screen has all the usual phone mirroring and navigational features while oft-used functions like the dual cabin temperature toggles and volume dial are all outside of the screen and easily accessed.
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The sculpted, leather-trimmed seats in the X-Pro model we sampled are comfortable with lots of adjustment and you can feel the extra width of the cabin when you sit in the driver’s seat. This width is also appreciated in the rear seat, as is the ability to slide the seats forward giving more angle on the backrest for passengers.
This was possible with adults in both the back seat and the seat in front of it. Families with teenage kids will certainly appreciate the extra cabin space and versatility of the Tasman over most other utes in this class.
The Tasman has nifty features and tricks all around that add to its versatility and practicality. There are 240V power outlets (GPO) in the cab and in the cargo tub to power and charge your electrical devices, a little glovebox sized lockable storage compartment in the plastic cladding down the driver’s side, and foot holes in the corners of the rear bumper to aid getting in and out of the tray.
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However, we reckon the designers of these steps must have small feet as they barely let your boot in them, so they are not as useful as the similar ones on a Ford Ranger. Lighting in the cargo tub is a useful addition.
The tub measures 1515mm long and 1572mm wide, with 1186mm between the wheel arches, and is 540mm deep. The total volume of 1173 litres is claimed to be class leading. And while most manufacturers like to boast that they can fit a Euro pallet in between the wheel arches, Kia proudly claims that you can fit a wider Australian pallet in the back of the Tasman.
Kia has been testing Tasman prototypes in the harshest environments that it could find around the world, including Australia, over several years and it is says that its ute is now ready for Australia.
We’ll have to wait until next year to confirm this claim with the Tasman planned to hit showrooms in mid-2025.
The Ford Ranger 4×4 is on the verge of passing 50,000 year-to-date sales in 2024, and its closest competitor, the Toyota HiLux, also reached a significant milestone in October.
Ford ended the month with a total of 49,028 YTD sales registered for its Ranger 4×4, which is a 9.2 per cent improvement compared to the same time last year (44,902 sales). The HiLux 4×4 surpassed 40,000 YTD sales in October, which is an impressive feat for a vehicle essentially at the end of its lifecycle.
As always, the Isuzu D-MAX 4×4 was the third best-selling 4×4 ute on both the October and YTD charts. The D-MAX ended October with 1884 monthly sales and 20,233 YTD sales.
The Everest once again gave the Blue Oval a one-two punch, with the big SUV remaining the best-selling 4×4 wagon in Australia. It ended October with 2668 total sales, placing it ahead of Isuzu MU-X (1356) and 300 Series LandCruiser (1190). Proving Australia’s love affair with the Nissan Patrol still exists, is the V8 wagon’s re-emergence on the Top 10 charts, with Nissan shifting 813 units in October – a 10.9 per cent increase compared to this time last year.
Both the Volkswagen Amarok and Nissan Navara slipped out of the 4×4 charts in October, registering just 626 and 620 sales respectively.
GWM’s Ute remained the best-selling budget option in October (586 sales), ahead of the LDV T60 (530) and SsangYong Musso (231). The GWM Cannon Alpha Ultra Hybrid registered 174 sales on debut. The Chevrolet Silverado (including HD model; 331 sales) outsold both the RAM 1500 (258) and Ford F-150 (247).
The Ford Ranger may be dominating the 4×4 market, but Toyota has a stranglehold on total new car sales, registering 18,471 in October 2024. Ford was next best with 8581 sales, followed by Mazda (7656), Hyundai (7086) and Kia (6602). The RAV4 was once again the best-selling vehicle in Australia (4841 sales), followed by the Ranger 4×2/4×4 (4757), HiLux 4×2/4×4 (4523), and D-MAX 4×2/4×4 (2295).
Monthly sales declined in both the SUV and LCV segments – compared to October 2023 – down 5.2 per cent and 13.7 per cent respectively. Plus, new car sales in the PU/CC 4×4 segment dropped by a significant 19.3 per cent. And despite new car sales exceeding one million YTD in October, overall sales have declined 7.9 per cent compared to October 2023.
“While not at the record levels of 2023, the October result is solid,” said Tony Weber, FCAI Chief Executive. “However, we remain concerned about the continuing performance of the private buyers segment which was down 14.2 per cent this month following a reduction of 17.2 per cent in September. This does indicate that economic pressures are a concern for families across the country.”
Also of significance is the introduction of plug-in hybrids (PHEV) in the 4×4 segment. It’s a segment to watch with interest, with order books opening for the BYD Shark at the end of October; and the Ford Ranger PHEV coming in 2025.
“We are now witnessing the introduction of new plug-in hybrid models in the SUV and Light Commercial segments which have previously been dominated by petrol and diesel models,” Weber said. “This is significant given the overwhelming popularity of SUVs and Light Commercial vehicles in Australia.”
Before 2024 rolls to a close and we turn our eyes to an even bigger 2025, we’ve assembled a wealth of 4×4 content in our December 2024 issue of 4X4 Australia.
Out now, the new magazine is headlined by a high-rolling chopped GU Patrol, loaded with a 6.2-litre LS3 V8 engine, 35-inch Mickey Thompsons, Marks 4WD portals, and a long list of off-road accessories. Built to go anywhere and overcome any challenge, this Patrol is as close to perfect as you can get!
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Speaking of big builds, there’s none bigger than this 2024 Chevrolet Silverado HD pieced together by Aussie Destinations Unknown (ADU). With a BDS suspension kit supplied by Big Dog Builds lifting the big rig a total of six inches in the front end and 6.6 inches at the back, this Chev is built to go the distance. It has an all-inclusive canopy, as well as a boat loader for getting the boat up on to the Big Dog Builds rack.
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Closer to home, our Ford Everest Ambiente received a Tough Dog GVM suspension upgrade, increasing its ground clearance, improving ride and handling, and offering more load-carrying capabilities. As the build nears completion, we took it for a touring trip and we couldn’t be happier with how the project has turned out. You can read all about it in this issue.
We also got a bite-sized taste of the BYD Shark, ahead of customer deliveries which are expected to start rolling out in December. The Shark uses a PHEV drivetrain that combines a 260Nm 1.5-litre turbocharged petrol engine with a pair of electric motors, one each for the front (310Nm) and rear (340Nm) axles. After the preview, Matt said the drive showed a lot of promise in terms of its high level of equipment, its performance and its size.
On the travel front, Ron Moon battles what is arguably Australia’s toughest 4×4 track, the Canning Stock Route; we venture to Millstream Chichester National Park in the vast Pilbara region of Western Australia; and we shortlist five of the best 4×4 tracks in Victoria.
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Voting for the 2024 Maxxis Custom 4×4 of the Year ends on November 8, so vote now for a chance to win a Maxxis Tyres voucher valued at $1000!
What else is there?
Cooking with camp ovens
TrailMig welder tested
Lazer Sentinel 9-inch Elite tested
Terrain Tamer disc brake conversion
FlashLube pre-filter kit tested
News, prices and more!
The December 2024 issue of 4X4 Australia is out now.
While they are rife in the passenger-car world, the introduction of electric vehicles has been a relatively slow trickle to the 4×4 world.
However, 2025 will bring a swag of electric 4x4s to the local market, particularly the PHEV (Plug-in Hybrid Electric Vehicle) variety. We’ve seen pseudo hybrids like the 48-volt boosted vehicles from Land Rover, Jeep and Toyota, but they don’t offer any real electric driving. More recently we’ve driven the BYD Shark which is a proper PHEV, and soon we’ll have similar vehicles from GWM and Ford… and we can expect a lot more to come.
When it comes to EVs for 4×4 adventuring, PHEVs are the only option that make any sense, and even then it’s limited. Battery Electric Vehicles (BEVs), which have no internal combustion engine back-up, simply do not have the range to travel very far.
A PHEV can switch between EV and ICE motivation; the latest ones use the ICE purely to keep the EV battery charged, with drive to the wheels all coming from electric motors. In this application range shouldn’t be an issue so long as you have access to petrol, diesel or a vehicle charger. So, there is an option for adventurous EV fans.
The bigger problem with 4×4 EVs is the amount of weight they add to a vehicle and the space the systems take up. The battery packs, motors, converters and heavy cabling all add weight, and we all know that weight is the enemy of off-road driving, and we’re already limited by restrictive GVMs that must be adhered to.
At the moment, you’re much better off with huge long range fuel tanks that will carry enough fuel to take you as far as you need to travel than any sort of EV configuration. It’s a different story for city cars but we’re talking 4x4s here, and internal combustion engines are, for now, the only viable solution.
One adventure you’re not going to be taking a BEV on, and one you wouldn’t even want to rely on a PHEV for, is the Canning Stock Route in Western Australia. It’s regarded as one of the longest and most remote tracks in the world, and it’s on the bucket list of most off-road adventurers.
Many years ago, I was on a trip up the CSR in a convoy of Mercedes G-Wagens that all blew out their shock absorbers while crossing the track’s notorious corrugations. The convoy was left stranded for a few days while replacement shocks were flown in from all around Australia.
If this is what Australian bush tracks can do to what is regarded as one of most legendary 4x4s on the market, on a trip backed by the manufacturer, I’d hate to see what it would do to a heavy EV from some Johnny-come-lately mob.
Government approval documents sourced from the ROVER (Road Vehicle Regulator) website have confirmed that a T60 successor is set to arrive in Australia.
In fact, LDV’s Australian website already has a page dedicated to its all-electric eTerron 9 ute, claiming it will arrive early in 2025. “A new generation of ute is coming soon … All-electric performance meets intelligent 4WD technology,” the website says.
The approval documents include a number of variants that consists of the eTerron 9 AWD; eTerron 9 RWD; Terron 9 AWD; and Terron 9 RWD.
The eTerron 9 is powered by either a single 200kW rear electric motor, or dual-motor all-wheel drive for a total combined output of 325kW (200kW at the rear and 125kW at the front). The ICE Terron 9 is powered by a four-cylinder 2498cc turbo-diesel engine that can generate 163.5kW and runs through an eight-speed automatic transmission – torque figures are not included in the report.
All variants measure 5500mm (length), 1997mm (length), 1860mm (height); 3300mm (wheelbase); and 1685mm (front and rear wheel tracks). The electric variants have a running clearance of 230mm, but that drops to 220mm for ICE variants. Variants are listed with a braked towing capacity of 3500kg and an unbraked capacity of 750kg.
