I have clocked up more outback kilometres than I can count and I’ve tried every type of touring setup, from rooftop tents to camper trailers to caravans.

I didn’t want to buy a ute and swap the tub for a tray with an overweight and ineffective canopy, so I opted for the Alu-Cab Canopy Camper, and it has changed how I camp. In fact, I reckon it has genuinely shifted the game for ute-based touring in Australia.

Born in South Africa, the Canopy Camper has made its mark here for a straightforward reason: it works. It’s fast to set up, tough enough for serious tracks and gives the flexibility to go further without dragging a trailer behind. After a couple of months of using it on the road, I can safely say it’s one of the most efficient and enjoyable touring setups I’ve had.

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Why I chose the Alu-Cab Canopy Camper

Like many other adventurers, I juggled multiple systems depending on the trip – a rooftop tent for short stints and a camper trailer for extended stays. But the constant packing, setting up and trailer drama were getting old fast. I wanted something more streamlined, reliable and capable of keeping up with remote solo travel.

That’s when I started looking at the Alu-Cab Canopy Camper. It offered a promise of simplicity – no towball, no poles, no canvas bag fights in the dark – just a lightweight, hard-wearing, all-in-one camper that bolts straight to the back of my D-MAX X-Terrain. More importantly, it provides an internal habitat to escape inclement weather and pesky flies. 

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Alu-Cab Canopy Camper: Key features and build

The Canopy Camper is a fusion of three concepts: a ute canopy, a rooftop tent and a compact camper body. It’s a pop-top, aluminium camper shell that fits most dual-cab, extra-cab, and single-cab ute tubs. The roof lifts with gas struts to reveal an integrated sleeping platform and mattress, while the rear door opens into a walk-in interior with full standing room.

The structure is made from powder-coated aluminium and is lightweight, tipping the scales at only 240kg with the spare tyre fitted. It is also incredibly strong and built to handle the worst corrugations and dust the outback can throw at you. It’s properly sealed, secure and weather-resistant. Think of it as a touring pod that turns your ute tub into a fully self-contained travel rig.

The Canopy Camper comes pre-wired, which is very handy and tidy. Protected in corrugated tubing, there’s wiring for the solar input on the roof of the camper, the five cabin lights, two stalk lights in the tent, and 12v power and USB ports in the tent. 

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How professional installation works

The guys at Get Off Road 4×4 here in Wodonga installed the Alu-Cab Canopy Camper Deluxe on my D-Max X-Terrain, which I dropped off to them on the day I picked it up from Blacklocks Isuzu with just 10km on the clock.

The first step was to remove the roof rails, sports bar, hard tonneau cover and tailgate before cleaning the surfaces and preparing them for Sikaflex. Watching the camper swinging from a forklift as it was slowly lowered into place was nerve-racking. The team at Get Off Road 4×4 then spent the next three days bolting the unit to the tub, installing the vehicle-specific infill plates on the rear, the 50L water tank, 270° Shadow Awning and the Shower Cube before sealing the gaps with Sikaflex. 

Sealing the tub from dust and water ingress was more extensive than anticipated. Since each brand and model of 4×4 tub is different, identifying all the holes can be difficult. Even a smoke bomb didn’t reveal all the tiny holes that let dust in. It has taken me three tubes of Sikaflex to seal the tub thoroughly, so I’m confident it is dust-free and waterproof. Another critical point is the tub and Canopy Camper flex, so if a seal is defective, it might crack or split, allowing dust to penetrate, so I still carry a small tube of Sikaflex with me… just in case. 

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Set up camp in under a minute

I can’t overstate how good it feels to pull up to camp and be set up in less than 60 seconds. No lie – I park and level up the D-MAX, open the rear door, unlatch the roof, and give it a push, climb inside and lift the bed. I then fold out the Alu-Cab Shadow Awning and I’m done – no ropes, pegs or climbing a ladder with a torch between my teeth.

The bedding stays in place, the mattress stays dry and I’m off the ground and out of the weather. If the skies are angry or it’s late and I’m wrecked, I can still be in bed before the billy boils. In the morning, pack-down is just as easy – I leave my sleeping bag in place, close the roof, latch it shut, close the awning and I’m back on the road.

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Built tough for Australian conditions

The more time I spend with the Canopy Camper the more impressed I am with its resilience. It handles the heat in the Top End, the cold of the High Country and the dust of the outback… like a pro. The roof is insulated, the seals are solid and the powder-coated finish shrugs off chips and scratches. 

The tried-and-tested ripstop canvas tent offers durability and protection from the elements. It combines a robust canvas material with a reliable waterproof layer, providing a comfortable and secure environment. Whether you’re setting up in rainy conditions or hot sunny weather, this tent is designed to meet your needs and offer an enjoyable outdoor experience.

The fact that everything is contained within the tub footprint means I retain full off-road capability. No trailer means I can reverse the D-MAX down tight tracks, drive over soft sand without sinking and climb rutted hills without a second thought.

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Modular design for serious touring

One of the Alu-Cab Canopy Camper’s greatest strengths is its modularity and lightness. You’re not locked into a set design. The interior is a blank canvas, ready for you to kit out however you like. The basic shell’s starting weight is a mere 210kg. There is a difference between the base model and the Deluxe model.

Deluxe:

• Internal storage bags on the tent roof 
• Power: Internal USB and Type-C power points
• Lighting: Internal lighting (5x National Luna dual colour lights, white/red)
• Wiring for solar panels
• Canvas mesh bags on the rear internal panels
• Canvas bags on the rear door 
• 2 x Molle Plates on the rear externally
• 270° Shadow Awning and Awning deflector fitted
• Midgee nets on the side doors
• Fitment Kit

Tent Structure & Materials:

• Fabric: Double-layer 400gsm UV-resistant ripstop canvas with sealed seams
• Rooftop Load Rating: 50kg

Shadow Awning Structure & Materials:

• 2600mm length when closed, weighs 24kg
• 270° self-supported awning provides 10sqm of shade
• 315gsm 100% polyester base cloth impregnated with an acrylic-based resin
• Reflective ripstop material, the awning casts a noticeably lower shade temperature
• Four heavy-duty aluminium arms
• A single leg is available for windy conditions, and four tie-down ropes are integrated into each arm
• Extra legs, storm kit and awning walls can be purchased separately

Interior & Comfort:

• Mattress Material: 70mm high-density foam with a zip-off cover, to which I added a condensation mat underneath and a mattress topper to suit my preferences
• Canopy Access: 3-point access with gas strut supported lift-up side doors and full vertical rear door
• Tent Access: 3-point external access, one internal access point
• Tent Insulation: Top and bottom foam insulation

To the deluxe model, I added:

• Spare wheel bracket for the rear door
• 50L food grade UV stabilised LLDPE water tank and canvas pocket kit (includes breather assembly and outlet fittings with a lockable tap)
• Canopy Camper Table Slide and Alu Table
• Midgee net for the rear door
• Alu-Cab Shower Cube
• Jerry can holder
• Shadow Awn Gutter Kit
• Roof Rack Tray
• Push Button Lock Covers
• Get Good Gear Molle panel on a side door
• Razed Products Flush Mounting Kit for TRED Pros

Stage Two of the build will include fitting out the internal space with Goose Gear Modular Cabinetry, a Projecta Power Management System and battery, Projecta solar fixed solar panels, Duoetto 10L hot water, an EGON Water Hub, an Alu-Cab ModCAP Kitchen and a Travel Buddy. This setup will give me enough to stay off-grid for a week and to move quickly between camps without having to rely on caravan parks or powered sites.

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How it changed my remote travel

Before fitting the Canopy Camper, I debated whether to take the camper trailer or deal with the rooftop tent. Trips were slower, setup was a chore and I often avoided specific routes because I didn’t want the hassle. If the weather was bad or the flies were annoying, I was stuck outside with no respite.

Now I can travel lighter, further and more confidently. I no longer plan trips around campsites or trailer-friendly tracks. I go where I want, from remote desert tracks to high country ridgelines, and I know that camp is only a minute away at day’s end.

At camp, I know I can escape bad weather inside the Canopy Camper, with the insect screens covering the sides and rear door to prevent bugs from entering. I can even drop the access panel for the bed and use it as a workspace. At night, I’m safe knowing I can lock the rear door internally so that no one can open it from the outside, nor can they lock me in. 

There’s also a psychological shift: the simplicity makes touring more enjoyable, there is less gear to manage and fewer things to worry about. Everything has a place. Everything works.

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Final verdict: Is it worth it?

The Alu-Cab Canopy Camper isn’t cheap… and it’s not for everyone. But if you’re serious about touring, value your time and you want a setup that works hard without compromise, it’s one of the best investments you can make. It also makes more efficient use of the rear of your ute, unlike a tray with a canopy.

It’s taken the stress out of travel and made the road feel more like home. Whether chasing red dirt tracks or winding through rainforest trails, I know I’ve got a reliable, comfortable and capable setup that can go the distance.

Top 5 must-have mods 

1. 50L water tank: Allows me to stay off-grid for longer.
2. Alu-Cab ModCap Kitchen: The perfect modular kitchen with everything available, just add the stove.
3. Rear Door Midgee Screen: Keeps the bugs out while increasing the airflow by keeping the rear door open.
4. Canopy Camper Table Slide & Alu Table: Perfect storage for a simple-to-set-up aluminium table.
5. Spare Wheel Holder: Holds up to a 33-inch wheel and tyre, freeing up space under the tub.

RRP: From $25,000

When it comes to off-roading, many experienced drivers swear by the toughness and feel of older 4×4 vehicles.

Older rigs like the Land Rover Defender 300Tdi and the ever-capable 80 Series LandCruiser feature long-travel coil spring suspension and live axles – a setup still considered one of the most effective for off-road driving. By comparison, most modern 4x4s now feature independent front suspension (IFS) paired with live axles at the rear, usually supported by leaf springs for load-carrying and durability. A few models, especially higher-end or off-road-focused ones, run coil springs at the rear to improve comfort and articulation.

Tracks that include steep climbs, deep ruts and tricky rock-shelf steps can be relatively easy or quite difficult, depending on the vehicle and its accessories. Vehicles like the Defender and 80 Series cruise up climbs with ease, rarely lifting a wheel or struggling for traction. Engaging air lockers on steep climbs allows slow, controlled progress in low-range first gear, with suspension flexing to absorb obstacles.

By contrast, some modern vehicles – particularly those with IFS and no rear diff lock – may struggle to maintain traction and often rely on electronic traction control. Mechanical issues such as damaged tyre valve stems requiring mid-track wheel changes have been observed in these situations. Long rear overhangs on some newer utes also lead to rear bumpers taking knocks, and alloy wheels may suffer damage on rough terrain.

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On the downside, older vehicles often lack modern comfort features like reliable air conditioning, which can make dusty tracks and long highway drives less comfortable. Engine cooling can become an issue when pushed beyond moderate speeds, and older vehicles may require ongoing maintenance to address wiring and mechanical faults, especially after extended use.

Despite these drawbacks, older 4x4s remain highly regarded for their fun factor and superior capability in challenging bush conditions. Long live analogue 4x4s.

How much water should you carry in the Outback?

We’ve all heard it – “carry plenty of water” when heading into remote country. But how much is plenty? The bare survival rule is about four litres per person per day. That’s enough to keep you alive if things go pear-shaped, but it won’t leave much for cooking, washing up or keeping yourself clean. On a normal trip, you’ll go through more.

Managing water weight on remote trips

Some travellers load up with hundreds of litres. That’s peace of mind for some, but remember – water is heavy. Weight is the enemy of any vehicle or trailer, especially on rough tracks. For most couples in the bush, eight to 12 litres per day between the two of you is plenty. That allows for drinking, cooking and basic washing, while still giving you a safety margin.

Planning your Outback route around water sources

If you know where reliable water sources are, you don’t need to haul as much. Wells, bores and tanks are scattered across parts of the Outback – some with hand pumps – and can be a lifesaver for topping up.

For example, along the Canning Stock Route, several reconditioned wells provide good water, so starting with 80–100 litres for two people is usually enough. A Simpson Desert crossing from Mt Dare to Birdsville, which can take four to seven days with no water available, might call for 60–80 litres for two people.

Practical ways to save water when camping

• Dishes: Use paper plates on short trips, or clean lightly soiled utensils with a spray bottle and detergent. For pots and pans, wipe out leftovers with a paper towel before using minimal hot water.
  
• Showers: Keep them short – wet down, turn off the water, soap up, rinse. If you’re really tight on supply, a 1.5–2-litre bottle with holes in the base makes a surprisingly good bush shower.
  
• Clothes washing: Save the big laundry jobs for when you reach a roadhouse or other good water source.
  

Final tips for carrying water in the bush

Water equals weight, and excess weight is hard on your gear and fuel budget. Carry enough to cover your essential needs, know where you can restock, and don’t go overboard. For most travellers, more than 15–20 litres a day for a couple or small family – even on a long desert run – is more than you’ll realistically need.

Ford is investing approximately $5 billion to develop a new midsize electric pickup and produce advanced lithium iron phosphate (LFP) batteries at its Louisville Assembly Plant in Kentucky and BlueOval Battery Park in Michigan.

The first vehicle built on this platform will be a midsize four-door electric pick-up, expected to arrive in showrooms by 2027 with a starting price near US$30,000.

Central to this effort is Ford’s new Universal EV Platform, engineered to simplify production by cutting complexity. Compared to typical vehicles, this platform is said to reduce the number of parts by about 20 per cent, cut fasteners by 25 per cent, and decrease the number of workstations in the plant by 40 per cent. As a result, assembly time is around 15 per cent faster.

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Ford has also significantly streamlined components like the wiring harness in this new truck, making it over a kilometre shorter and about 10kg lighter than that used in the company’s first-generation electric SUV. The pick-up is expected to offer more passenger room than the latest Toyota RAV4, as well as cavernous storage in both the engine bay and truck bed.

“We took a radical approach to a very hard challenge: Create affordable vehicles that delight customers in every way that matters – design, innovation, flexibility, space, driving pleasure, and cost of ownership – and do it with American workers,” said Jim Farley, Ford President and CEO.

To achieve this, Ford revamped its manufacturing with the Universal EV Production System. Instead of the traditional moving assembly line, it uses an “assembly tree” process where the front, rear, and battery sections are built separately before being joined. Farley said, “We tore up the moving assembly line concept and designed a better one.”

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The platform’s cobalt- and nickel-free LFP battery packs play a key role. These prismatic batteries are integrated into the vehicle floor, acting as a structural sub-assembly that lowers the centre of gravity. This design improves handling, creates a quieter cabin, and frees up more interior space. It also delivers durability, cost savings and weight reductions.

The Louisville Assembly Plant is receiving nearly $2 billion in upgrades to prepare for production, while BlueOval Battery Park in Michigan will begin producing the LFP battery packs next year.

Confirmation of this new electric pickup as an Australian export is pending.

Suzuki Australia has reportedly cancelled all outstanding orders for the Indian-built Jimny XL five-door, returning deposits in what is typically an unprecedented move in the industry. 

The company hasn’t officially outlined the exact reason for the cancellation, but customers do have the option to keep their place in the queue and wait – indefinitely – for the issue to be resolved.

This follows a stop-sale order from July 2025, when deliveries of the XL were paused by Suzuki’s head office in Japan. Dealers were instructed to halt handovers of all five-door models – including showroom stock and customer allocations – amid what was believed to be a quality control issue. Suzuki said the problem wasn’t safety-related, and owners could continue driving their vehicles without restriction.

While there’s still no clear word on what the issue is, cancelling existing orders marks a significant step up from the earlier pause. Refunding deposits – which are usually non-refundable – shows Suzuki is trying to maintain customer goodwill while things remain uncertain.

The Jimny XL builds on the three-door’s tough, go-anywhere reputation but adds practicality with a longer wheelbase and rear doors. Demand was already strong and supply limited, so this delivery pause and cancellations will only add to delays for buyers. The Japanese-made three-door Jimny remains unaffected.

Launched in early 2024, the XL stretches the Jimny’s wheelbase by 340mm and adds a second set of doors for easier access to the rear seats. Mechanically, it’s the same as the short-wheelbase model – a 1.5-litre petrol engine with part-time 4WD and a low-range transfer case. Off-road specs include a 36-degree approach angle, 47-degree departure angle, 24-degree ramp-over, 210mm ground clearance and a wading depth of 300mm.

Pricing starts at $34,990 for the manual, rising to $37,490 for the automatic. Suzuki also offers a Heritage Edition at $36,490, featuring retro decals and a colour-coded roof.

Ask two 4WD diehards to name the greatest off-roader ever built and you’ll get two different answers. Ask six, and you’re bound to start a full-blown campfire debate.

So, to settle it once and for all, we handed the job to the 4X4 Australia inner circle – a panel of seasoned experts who’ve been testing, breaking, fixing and exploring in four-wheel drives for decades. Our six judges – Matt Raudonikis, Ron Moon, Dean Mellor, Ian Glover, John Rooth and Fraser Stronach – bring more than 260 years of combined 4×4 experience to the table. If they can’t settle the score, no one can.

Each submitted their personal top 10. Points were awarded in classic countdown style – 10 for first place, down to one for tenth – and after crunching the numbers, we landed on the definitive verdict: the 10 most significant 4x4s of all time, ranked by the people who know them best.

Let’s count them down – from trailblazers to timeless legends, here are the greatest 4x4s ever made 👇

10: Toyota LandCruiser 80 Series – The ultimate all-rounder

With strength, durability, and all-coil suspension, the 80 Series is considered by many to be the best-ever LandCruiser.

Roothy reckons, “All LandCruisers are good, but the 80 Series is the best of the lot.” And he won’t find any argument with Ron, who says the 80 Series “was the best LandCruiser wagon ever built – they’ve gone downhill from that pinnacle! The latest might be smoother, faster and more refined, but they are far less a real 4×4.”

The 80 Series arrived in Australia in early 1990 with considerable fanfare. Seemingly caught ill-prepared by the 1987 release of Nissan’s GQ Patrol, Toyota was keen to replace its veteran 60 Series due to poor sales against the more sophisticated all-coil GQ. Some say the 80 was rushed onto the market, such was the concern over Nissan’s success.

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The 80 Series represented a giant leap forward from the 60 Series thanks to the introduction of coil-sprung suspension and the availability of a full-time 4WD system.

At launch in Australia, the 80 came in a 10-model range, two of which retained part-time 4×4, courtesy of the 70 Series. The rest, significantly, came with full-time 4×4. The part-time 4×4 base models also came with vertically split (barn) rear doors rather than the horizontally split tailgate used in the rest of the range. And, of course, all 80s rode on coil springs.

Two entirely new engines, the 1HZ diesel and 1HD-T turbodiesel, debuted with the 80, while the old 3F petrol six from the 60 and a fuel-injected version of the same (3F-E; auto only) made up the range. Just two years later, the 3F and 3F-E were replaced by the new 1FZ-FE; a thoroughly modern (at the time) 4.5-litre alloy-head twin-cam four-valve inline six. In 1995, the somewhat troublesome 1HD-T engine was replaced by the multi-valve 1HD-FT turbodiesel.

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In terms of sophistication, the 80 Series represented a giant leap forward from the 60 Series thanks to the introduction of coil-sprung suspension and availability of a full-time 4WD system.

With the benefit of hindsight, it’s fair to say the transition from 60 to 80 was far more significant than the transition from the 80 to the 100 Series. While the 80 was a far more comfortable and sophisticated 4×4 than any Land Cruiser before, it retained the legendary toughness and go-anywhere ability of its predecessors.

As Roothy says: “Get a good one and play in the dirt forever!”

8 (tied): Land Rover Discovery 3 – Trailblazing tech

Land Rover’s third-generation Discovery was a game-changer for hard-core 4×4 technology.

Despite a name that suggests evolution rather than revolution, the Discovery 3 owed nothing to the 1990 original Discovery or the updated (1999) Discovery II. Both of those vehicles had live axles front and rear and were based heavily – chassis and body – on the first-gen Range Rover.

The Discovery 3 story starts with Ford’s purchase of the Land Rover brand in 2000. Ford was keen to address Land Rover’s sales decline, given the second-gen Discovery – then Land Rover’s best-selling model – was getting very long in the tooth.

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What Ford did was throw bucket-loads of money (reportedly A$600 million at the time) at Land Rover to produce a completely new clean-sheet design. Nothing was to be carried over from the previous Discovery.

Aside from a brilliantly clever, spacious and versatile cabin, the Discovery 3 introduced many significant new technical features, led by fully independent suspension with height-adjustable air springs on up-spec models. This was an elegant solution to the age-old on- and off-road ride-height compromise that has plagued 4x4s for decades.

The Discovery 3 also introduced what was the first of the new-generation high-output turbodiesel engines to appear in a serious family 4×4: a superb 2.7-litre V6 with no less than 140kW and 440Nm. It was backed by the option of a super-slick six-speed ZF automatic. This powertrain combination – modern V6 turbodiesel and ZF auto – was, at the time, a huge leap forward for family 4x4s. And if diesel wasn’t your go, you could always have the very sweet 4.4-litre petrol V8 or the budget-priced Ford-sourced 4.0-litre V6.

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The Discovery 3 also introduced Land Rover’s brilliant, and now much-copied, Terrain Response system. Terrain Response linked control of the engine, gearbox, height-adjustable suspension, electronic differentials, and all the electronic chassis systems – like traction and stability control – into a number of driver-selectable modes to improve performance on different terrain.

The Discovery 3 was so far ahead of its time that the Discovery 4, which arrived in 2009, was essentially a makeover, retaining all of the Discovery 3’s essential design elements, from seating to suspension.

8 (tied): Toyota LandCruiser 70 Series – Keeping it simple

The LandCruiser 70 Series is proof that good design stands the test of time.

Matt Raudonikis owns a 1985 70 Series and is a big fan of this basic, brick-dunny-tough, no-nonsense 4×4. He calls it “an enduring workhorse that has been with us for more than 30 years now and is still the toughest 4×4 workhorse available today.” He’s unlikely to find anyone who’ll argue that.

The 70 Series arrived in 1984 as a replacement for the hugely successful 40 Series, so it had very big shoes to fill. Overall, it’s bigger than the 40, though the 70 retained some of the 40’s styling cues and, of course, a ladder-frame chassis with front and rear leaf-sprung live axles.

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At launch, it came in a mind-boggling array of models with different bodies (wagon, ute, cab-chassis, and TroopCarrier) on three different wheelbases (short, mid, and long) and a number of engines. There was also a largely unloved coil-sprung short-wheelbase version called the Bundera.

Right from the start, the cab-chassis and TroopCarrier variants, both built on the long wheelbase, proved most popular. In the early ’90s, the model range was slimmed down, and by 1993, the short- and mid-wheelbase models had disappeared.

The first major upgrade came in 1999 when coil springs replaced leaf springs at the front, and the rear leaf springs were lengthened to improve unladen ride quality. The ute’s cab also gained some much-needed length behind the seats. What some consider the best engine ever to grace a 70 Series arrived in 2001 – the 1HD-FTE 4.2-litre six-cylinder turbodiesel (from the 100 Series but non-intercooled).

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The 70 Series range we know today arrived in 2007 with the then-new 4.5-litre turbodiesel V8, now the only engine available across the range. The 76 four-door wagon – new to Australian buyers but previously available overseas – joined the 78 Troop Carrier and the 79 Cab Chassis at that time. Since then, driver and passenger airbags and ABS have helped ramp up the 70’s safety credentials. In 2012, the 79 Series Double Cab joined the line-up.

Of the 70 Series, Ron says: “At a time when real tough and relatively basic 4x4s are becoming ever harder to find in the new-vehicle marketplace, the 70 remains a beacon of light … and hope!” Amen to that!

7: Toyota LandCruiser 60 Series – Family-friendly off-roader

The 60 Series LandCruiser added family-friendly comfort to Toyota’s industrial-grade toughness.

Toyota started planning the 60 Series in 1976. The idea was for a bigger, family-style 4×4 that could hopefully gain a foothold in the growing US market sector led by the Jeep Wagoneer. Like the Wagoneer, the 60 Series needed to have more of the feel of a passenger station wagon, with a comfortable ride and a more luxurious, better-equipped interior.

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Consideration was given to independent front suspension for the 60, just like the Wagoneer, but this was rejected in favour of a modified version of the live-axle leaf-spring setup of the earlier FJ55. Apparently, there was no consideration of coil-sprung live axles, as per the Range Rover – something that would come with the 80 Series a further decade down the track.

The 60 wasn’t Toyota’s first station wagon. Before the 60 there were long-wheelbase wagon versions of the 40 (45 Series) and, more significantly, the FJ55. However, neither the 45 nor the 55 were designed specifically for the recreational market, as was the 60.

In 1982, the popular HJ60, with its bigger six-cylinder 4.0-litre 2H diesel engine, was introduced. In many ways the HJ60 was the defining vehicle of the 60 Series range. As well as its bigger engine, the HJ60 also featured a five-speed transmission, an optional sunroof, power mirrors and other luxury features.

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“The 60 might have used leaf springs, but it’s a purposeful, functional off-road wagon that was the right size, the right shape and has stood the test of time.”

As Matt Raudonikis says: “The 60 might have used leaf springs, but it’s a purposeful, functional off-road wagon that was the right size, the right shape and has stood the test of time.”

For Toyota, the 60 Series brought a split in the LandCruiser family between commercial and recreational 4x4s. Where the 40 gave birth to the 50 Series and was eventually replaced by the enduring 70 Series, the 60 started the line that progressed to the 80, then the 100, the 200 and now the 300.

6: Nissan Patrol GQ – Coils for the win

After playing second fiddle to Toyota, Nissan surged ahead of its long-time rival with its coil-sprung GQ Patrol.

“Not only was the GQ Patrol more comfortable on the road than the leaf-sprung LandCruiser 60 Series of the day, it also offered better off-road performance thanks to its long-travel coils,” Mellor says glowingly of this breakthrough vehicle from Nissan, launched in 1987.

However, the GQ wasn’t Nissan’s first recreational or family 4×4. That honour goes to its predecessor, the MQ, which marked the first significant change of direction for the Patrol.

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Nissan actually produced its first Patrol around the same time as Toyota made its first LandCruiser – and for the same reason: answering a call from the US military for a light 4×4 that could be quickly and easily produced after war broke out in nearby Korea in 1950. Like the original Land Cruiser, the first Patrol also looked very much like a WWII Jeep.

Fast forward to 1979 and the far more sophisticated MQ was, according to Glover, “extremely capable off-road and also boasted the best on-road dynamics of any Japanese 4×4”. It proved a great basis for the even better GQ.

The GQ, with its coil-sprung live axles, may have arrived 17 years after the Range Rover was launched with coils, but it was the GQ – rather than the Range Rover – that really consigned leaf-sprung recreational 4x4s to history once and for all.

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The GQ was a huge coup for Nissan in a market dominated by Toyota. In fact, the GQ hurt Toyota so much that the 80 Series was rushed into production in 1990, ahead of the original schedule. As a result, it was somewhat compromised. It remains a pinnacle for Nissan 4x4s, as its subsequent 1997 GU (and later variants) have failed to keep pace with Toyota’s later models.

As Roothy put it: “Wherever people are playing off-road you’ll find plenty of jacked-up, big-wheeled Nissan GQs. It’s still the best starting point for anyone hanging out to build their own super capable off-road weapon.”

5: Toyota HiLux – Australia’s favourite workhorse

From humble beginnings, the Toyota HiLux has become a 4×4 with universal appeal.

According to Mellor: “There was really nothing remarkable about the HiLux – it was a pretty basic vehicle – but as the years went by it became available in a variety of body styles including single, extra and double cab, with pick-up or tray, and that made it appealing to a wide audience.”

The first HiLux appeared in 1968 as a 4×2 only. It was slightly smaller than the Toyota Stout light truck of the day and in some markets it replaced the Stout, while in others it sold alongside it.

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The second-generation HiLux arrived in 1972, but was again 4×2 only. Buyers would have to wait until a year after the third generation launched in 1978 for the first HiLux 4×4. Unlike the 4×2 models, it featured live axles and leaf springs at both ends. At the time, it was only available as a single cab, with dual-cab models not appearing until 1982.

The HiLux wasn’t the first dual-cab ute – Toyota had a dual-cab version of its Stout as early as 1960, and there were others before that. However, there’s no doubt the HiLux 4×4 double-cab of 1982 was the vehicle that began the world’s love affair with dual-cab 4×4 utes.

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Today, the modern dual-cab – with its sophisticated powertrains and equipment – is very much a match for most 4×4 wagons in terms of performance and safety. It also beats a wagon hands down for versatility. The dual-cab ute is the default 4×4 for transporting a family and for recreation in Australia. Various Toyota HiLux models seem to populate the roads of nearly every country in the world.

According to Moon: “The HiLux just delivers on good levels of features, ride and performance; all backed up by Toyota’s reliability and wide-ranging service network. There might be a lot of players in this ever-crowded field, but the HiLux has been, and still is, the king!”

It’s simply impossible to imagine a world without Toyota’s HiLux.

4: Range Rover (1970) – Luxury meets capability

With all-coil suspension and full-time 4WD, the first Range Rover brought comfort and technology to the 4×4 world.

Ron Moon is right when he says: “Surprisingly, as it may seem today, [the Range Rover] was never designed as a luxury vehicle.” The original 1970 Range Rover was the brainchild of Charles Spencer King, Rover’s chief of new vehicle projects at the time, and was simply conceived as a passenger 4×4 rather than a work 4×4 like the Land Rover.

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Despite its eventual success, not everyone at Rover was convinced that Spen King (as he was known) was on the right track at the time. As Glover points out: “Spen King came at 4×4 design from a totally different [design] direction – namely, all-coil suspension – after he drove a Rover sedan over a freshly ploughed field.”

Even Land Rover’s chief engineer of the time, Tom Barton, wasn’t convinced of the concept, especially the radical change from leaf to coil springs for the Range Rover’s live axles. Rover’s sales department also thought the whole Range Rover idea was stupid. “What! A Land Rover costing 2000 pounds – you must be mad!” was its reaction.

At the launch of the second-generation Range Rover in 1994, Spen King recalled of the original: “We did it off our own bat. It wasn’t management saying ‘do this’; we did it ourselves because we thought it was a worthwhile thing to do.”

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The Range Rover introduced full-time four-wheel drive. “You have the rotating machinery at both ends so you may as well use it,” King said. “It saves on tyre wear and fuel and it confers better grip – a prime safety factor. The security on slippery, nasty roads is just wonderful.”

The Range Rover was an instant success worldwide and remained in production virtually unchanged for more than 10 years, until the four-door model was introduced in 1981. With various updates, it continued until 1996 – two years after the launch of the second-gen Range Rover.

According to Glover: “The Range Rover was simply a masterpiece and it remains a delight to drive today.”

3: Land Rover – The original adventure machine

The Land Rover was created as a stopgap model, but its role in expeditions helped open up the planet like no other vehicle.

The Land Rover reinforces the significance of the Army Jeep, because just like the 40 Series Toyota, it has Jeep in its history. In fact, a WWII Jeep, owned and used by Rover’s technical chief Maurice Wilks on his rural property in Wales, UK, was the 1947 inspiration behind the original Land Rover.

At the time, Rover badly needed a new model to stimulate sales, given the limited demand for its upmarket saloons in a depressed post-war market. Wilks’s war-surplus Jeep was proving just the thing on his farm and had him wondering if such a versatile, simple and robust vehicle, aimed at farmers rather than the military, could be the thing to help the ailing Rover on the path to recovery.

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Within months, even before the first prototype was built (on a Jeep chassis, no less), the idea got the go-ahead from Rover management. Given it was seen as a stopgap model, the priority was to produce the Land Rover as quickly and as cheaply as possible. That meant the use of flat body panels made from war-surplus aluminium alloy, as steel was in short supply. It also meant an absolute minimum of tooling.

Working at an incredible pace, Wilks’s team had the Land Rover ready for its public debut at the Amsterdam Motor Show in April 1948. As Glover says: “Wilks kept it simple and useful with uncomplicated engineering and barebones comfort levels. It worked, and popularised the idea that having a four-wheel drive made sense.”

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But the Land Rover’s success was not just due to the vehicle’s attributes. Britain’s extensive influence through its Commonwealth and former empire meant ready access to export markets in Africa, the Middle East, Southeast Asia and Australia – all regions where a simple and robust 4×4 was more than useful.

While the Land Rover was initially aimed at rural buyers, as Dean Mellor explains: “It soon found favour with a new breed of intrepid off-road adventurers who used the vehicle to explore the world and, in the process, open up vast areas to civilisation.”

Over the years the Series I evolved into the Series II, Series IIA and Series III that lasted until 1985, but all the while retaining the key attributes of the 1948 original – including leaf-sprung live axles, just like the WWII Jeep.

2: Toyota LandCruiser 40 Series – Toyota’s legacy

The 40 Series LandCruiser laid a solid foundation for Toyota’s – and Japan’s – international success.

Interestingly, there’s a fair bit of Jeep, and even US military, in the birth of the LandCruiser – though the 40 wasn’t the first. Travel back to 1950, just five years after the war’s end, and Japan was effectively under US military occupation, as the Americans tried to reshape Japan’s commercial and social fabric and disband its military. What new military equipment Japan was allowed to procure for its self-defence force was of American origin.

That changed when war flared in nearby Korea in 1950 and US military production came under pressure. As a result, the Americans asked Japanese car companies to design light 4x4s (among other vehicles) that could be built quickly and in large numbers.

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To cut a long story short, Toyota’s first effort looked very much like a US military Jeep. Like the Jeep, it had live axles and leaf springs at both ends. It was designated the BJ – ‘B’ for its six-cylinder engine, and ‘J’ for Jeep. The new vehicle was initially called the Toyota Jeep until Willys-Overland successfully claimed trademark violation.

In 1955, the BJ became the 20 Series when it was revamped for export, although sales were limited due to patchy reliability. Toyota quickly learned from its early mistakes and launched the 40 Series in 1960. In one form or another, the 40 would remain in production until 1984. It introduced the qualities that would make LandCruiser the dominant force it is today. “This is the vehicle that stole market dominance from the Brits (Land Rover),” Ian Glover says.

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Along with a big jump in build quality, the 40 Series added comfort and convenience features rarely seen in 4x4s of the day. Improved production processes also meant it could be built faster and more affordably. The 40 Series came in a wide range of models – short-, mid- and long-wheelbase; two-door hard-top, soft-top, TroopCarrier and cab-chassis – with petrol or diesel engines.

Its global success was mirrored here in Australia, where you still see plenty working hard or serving as weekend warriors. Ron’s advice: “If you’ve got one, hang on to it!”

1: WWII US Army Jeep – The Godfather

The US Army’s WWII Jeep was developed for a specific military role, but it changed the world in times of peace, too.

Most commonly known as the Willys-Overland MB or the Ford GP – after the two companies that produced the majority of them during the war – the Jeep’s design owed more to the Army than to any single carmaker. Of the several companies involved, Bantam arguably deserves the most credit.

In its early days, it wasn’t even called a Jeep – that name came later. To this day, arguments continue over where the name originated. It wasn’t officially registered until 1950, when Willys-Overland claimed the rights, having built more Jeeps than any other company during the war.

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The Jeep story begins in 1938, when the US military set out to modernise its equipment. It issued hundreds of tenders for new vehicles, including one for a Command Reconnaissance Vehicle. The Army laid down strict requirements for size, weight, power and performance – and it had to be four-wheel drive.

The demands were so tough that the original prototypes from Bantam and Willys-Overland, and later Ford, were all rejected. More prototypes followed, along with claims the Army had secretly shared designs between bidders. After several redesigns, a final design was settled on by mid-1941. At its core was a separate chassis and live axles on leaf springs front and rear – a layout that would shape 4×4 design for decades.

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During the war, the Jeep did far more than reconnaissance. It hauled supplies, carried troops, towed guns and aircraft, and even served as a machine gun platform. In one instance, multiple Jeeps linked together with steel wheels were used to move railway stock when no locomotive was available. But most famously, as Roothy puts it, the Jeep “was absolutely incredible off-road.”

That wartime reputation ensured its civilian success in post-war America, with returning soldiers singing its praises. In the words of Ron Moon: “The Jeep began the world’s love affair with lightweight 4×4 vehicles.”

What is the most reliable 4×4?

It’s hard to look past the 70 Series LandCruiser for its tough, no-nonsense appeal that has carried over through its generations. Its simple yet tough design has meant it has become a much-loved 4×4 since its arrival in Australia in 1984. In saying that, every model listed above wouldn’t have made this list if reliability wasn’t at the core of its DNA.

Embarking on a 4×4 adventure across Australia’s vast landscapes is exhilarating, but the unpredictability of remote terrains underscores the necessity of a reliable roadside assistance package. 

Whether it’s a dead battery at a bush campsite, an overheating engine on a remote track, or a snapped fan belt hundreds of kilometres from help, the right support can be the difference between a minor hiccup and a major ordeal.

Modern 4x4s are tough, but no vehicle is immune to mechanical failure, especially when pushed to the limit in rugged environments. And unlike the city, a breakdown in the bush doesn’t come with the convenience of nearby service centres or fast tow trucks. This is where the right roadside assist package proves its worth – not just for peace of mind, but potentially for your safety and survival.

Choosing the right level of cover isn’t just about ticking a box when you buy your vehicle or insurance; it’s about ensuring you’re protected wherever you travel, and no matter how far off the beaten track you roam.

JUMP AHEAD

• Why you need roadside assistance
• Levels of coverage
• State auto club plans and pricing
• Why 4×4 owners should go top-tier
• Final word
• Case studies

Roadside assistance for 4×4 and off-road travel

For 4×4 owners, roadside assistance is often seen as a safety net, something you hope you never need but can’t afford to go without. While many people assume it’s mainly for city slickers with flat batteries or locked keys, the reality is very different when your vehicle is a fully loaded 4×4 heading deep into the bush.

At its core, roadside assistance is a support service designed to help drivers when their vehicle becomes inoperable. Typical services include towing, battery jump-starts, fuel delivery, lockout help and minor mechanical fixes. For urban drivers, basic packages often suffice. But for those who own a 4×4 and use it the way it was designed – off the bitumen and into remote or rugged country – the stakes are much higher. Breakdowns in the city can be inconvenient. Breakdowns in the bush can be dangerous.

Imagine you are days into a High Country trip and your alternator fails. Or you’re crossing the Simpson Desert when your engine overheats. Out here, it’s not just about waiting for a tow truck, it’s about where that tow truck is coming from, how far it’s willing to take you and what happens to you, your passengers and your gear in the meantime.

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Many basic roadside assistance packages only cover towing for short distances – say 20km to 50km. That might get you to a mechanic in town, but it’s useless if you’re broken down 200km from anywhere. Some providers also limit coverage to sealed roads, meaning if you’re stuck halfway along the Anne Beadell Highway or deep in the Pilbara, you’re entirely on your own.

This is where understanding the fine print of your roadside assistance plan becomes crucial. If you’re a 4×4 owner who loves touring, camping or off-grid travel, you need a service that goes beyond the basics. That means looking for packages that:

• Offer long-range or unlimited towing
• Provide emergency accommodation and alternative transport
• Cover caravans, trailers and even pets
• Include support in regional and remote areas
• Are person-based, not just vehicle-based, so you’re covered no matter what 4×4 you’re in

Another point many overlook is the importance of having multiple callouts each year with minimal exclusions. Some lower-tier plans restrict how often you can request assistance or impose extra charges for anything beyond one or two callouts. Others might not help recover your vehicle if it’s off-road, even if it’s a legally accessed 4×4 track.

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As a 4×4 owner, you’re more likely to encounter harsh terrain, long distances between towns and mechanical issues brought on by heavy loads, corrugations, water crossings or extreme temperatures. That makes robust roadside assistance not just a luxury, but a key piece of your touring toolkit.

The bottom line? If you’re going to invest tens of thousands of dollars into your 4×4 build, gear and trips, don’t skimp on your safety net. Make sure your roadside assistance is as adventure-ready as your rig.

Roadside assistance levels – picking the right cover

Not all roadside assistance is created equal. For 4×4 owners, understanding the different tiers of coverage is vital, especially when you’re venturing beyond city limits and into regions where help can be hours or even days away.

Most providers offer three main levels of cover: Basic, Premium and Ultimate/Total Care. The jump in service between these tiers is significant and the right choice can mean the difference between a quick recovery and being stuck for days in the bush.

Basic cover

Best suited for city drivers or those who rarely venture far from town. This entry-level cover typically includes:

• Towing: Usually limited to 20-50km from the breakdown site.
• Battery jump-starts.
• Emergency fuel delivery (usually at your own cost).
• Tyre change support (if you have a usable spare).
• Lockout service (for when keys are locked inside the vehicle).

Limitations for four-wheel drivers:

• Coverage is often restricted to sealed roads or urban areas.
• No support for trailers, caravans or off-road vehicles.
• The towing distance is too short to reach the appropriate workshops from remote regions.

Verdict: Adequate for urban driving but unsuitable for serious 4×4 touring. You’ll likely pay out of pocket if something goes wrong beyond the suburbs.

Premium cover

Best suited for drivers who frequently travel regionally, occasionally take remote trips or tow a small van or camper. Premium plans build on the basics and usually offer:

• Extended towing distances (typically 100km or more).
• Multiple callouts per year.
• Emergency accommodation allowances (1-2 nights if you’re stranded).
• Assistance for trailers or caravans (with some limitations).
• Coverage in regional areas (depending on provider).

Benefits for four-wheel drivers:

• Helps if you break down in a regional town or within a reasonable distance from one.
• Some plans cover mechanical breakdowns in rural areas.
• Can assist with recovery if your trailer is part of the trip.

Limitations:

• May still exclude unsealed roads or remote tracks.
• Recovery from off-road locations may incur extra charges or be excluded entirely.
• Towing is still capped in distance – may not get you to a capital city for major repairs.

Verdict: A good compromise for four-wheel drivers who stick to the well-travelled routes, like the Great Ocean Road, Flinders Ranges or outback highways.

Ultimate or Total Care cover

Best suited for serious four-wheel drivers, remote travellers and anyone towing off-road campers or vans. Top-tier roadside assistance is designed with remote and off-road touring in mind. Features include:

• Unlimited or high-limit towing distances (often to your nearest repairer of choice).
• Emergency accommodation (up to four nights in some cases).
• Alternative transport options (hire cars, taxis or flights home).
• Coverage for trailers and caravans (sometimes even off-road recovery).
• Personal cover options – you’re covered no matter which vehicle you’re in.
• Recovery from remote or unsealed roads, depending on the provider.

Benefits for four-wheel drivers:

• You’re covered almost anywhere, including far-flung destinations like Cape York, the Kimberley or Central Australia.
• Can include recovery coordination for off-road breakdowns or vehicle extractions.
• Often includes allowances for pets or dependents travelling with you.

Verdict: The gold standard for remote travel. If you’re towing a van across the Savannah Way, tackling the Simpson Desert or exploring the far reaches of the Top End, this is the coverage you need.

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State auto club plans and pricing

_{*Note: Prices are accurate as of May 2025 and are subject to change.}

Six reasons why you should elect top-tier coverage

Owning a 4×4 opens up a world of exploration – remote beaches, outback deserts, alpine tracks and rugged bush trails most vehicles could never reach.

But with that freedom comes responsibility. You’re pushing your vehicle into environments that are harsh, unpredictable and often far from help. That’s why settling for basic roadside assistance is a risk not worth taking. Here’s why top-tier roadside assist isn’t just a nice-to-have for four-wheel drivers – it’s essential.

1. Remote recovery – standard cover won’t cut it

Basic roadside assistance often excludes unsealed roads, and many mid-tier packages won’t come to your rescue unless you’re close to a major town. But Australia’s best 4×4 destinations – Cape York, the Kimberley, the Simpson Desert, the Canning Stock Route – are nowhere near those places.

Top-tier packages are the only ones that offer:

• Remote recovery coordination from rural and hard-to-access areas.
• Towing over hundreds, sometimes thousands, of kilometres.
• Access to services with specialised 4×4 recovery equipment.

Without this, a breakdown could leave you stranded for days, relying on satellite communications to organise a costly private recovery that could easily exceed $5000.

2. Cover that includes your caravan or trailer

Many 4×4 adventures involve towing, whether that’s a camper trailer, off-road caravan or even a boat. If you’re only covered for your vehicle, you might get a free tow, but your trailer is left behind or even worse it could cost you a small fortune to recover.

Top-tier cover often includes:

• Towing for caravans and trailers.
• Emergency accommodation while your rig is being repaired.
• Separate transport for your gear, pets and passengers.

This is invaluable if you’re halfway up the Gibb River Road and both your tow vehicle and trailer need to be relocated.

3. Unlimited towing for long-distance breakdowns

Standard policies might get you 20km to 50km of towing – enough to reach the next mechanic in the suburbs – but if you break down 300km from the nearest town, that won’t cut it.

Top-tier plans typically offer:

• Unlimited towing to the nearest suitable repairer.
• Optional towing to your preferred mechanic – even if it’s back in your home city.
• Multiple vehicle recovery if you’re travelling in a convoy or with family.

This ensures you’re not left negotiating with local towies or being forced to fix your vehicle at a location you don’t trust.

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4. You’re covered no matter what vehicle you’re in

With personal cover included in most premium plans, it doesn’t matter whether you’re in your own 4×4, driving your partner’s rig or riding shotgun with a mate – you’re still protected.

That flexibility is vital for:

• Group trips where drivers rotate.
• Backup vehicles or support vehicles on long tours.
• Hiring a 4×4 for interstate adventures.

It’s peace of mind, even when you’re not behind the wheel.

5. Extra perks – accommodation, flights, hire cars

Breaking down in the bush is one thing, getting back to your life is another. If your vehicle is going to be off the road for days or weeks, you’re going to need more than a tow.

Top-tier packages offer:

• Emergency accommodation – up to 4-5 nights, depending on the provider.
• Vehicle repatriation – they’ll organise transport for your 4×4 once it’s fixed.
• Flights or hire car options – so you can continue your trip or get home.
• Transport for pets, trailers and even gear.

This turns a potential holiday-ending disaster into a manageable detour.

6. It’s a small price to pay for serious protection

The average Total Care package costs between $250 and $320 per year, which is often less than the price of a single tank of diesel in a long-range 4×4 vehicle. In return you receive:

• Coverage anywhere you go.
• Support when things go wrong.
• Confidence to travel further without fear.

Considering a single outback recovery can cost thousands, and a commercial tow from the NT to Adelaide can hit more than $10,000, the investment in top-tier cover pays for itself many times over if you ever need to use it.

Why serious tourers need serious cover

When you head off the beaten track, preparation is everything. You carry recovery gear, spare parts, a first aid kit, extra water and sometimes even satellite communications – because when you’re far from civilisation, self-reliance becomes essential. But even the best-laid plans can unravel. That’s when roadside assistance becomes your safety net. And not just any roadside assistance.

Top-tier coverage is designed with the realities of remote travel in mind. It’s built for the long-haul tourer who might break down 300km from the nearest town. It’s made for the off-roader towing a heavy camper up the Cape or through the Kimberley. It’s for the family taking the road trip of a lifetime, who need a plan B that doesn’t end in stress, danger or a massive credit card bill.

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Basic and midrange plans are not built for this level of adventure. They’re fine for the suburbs and the occasional country road, but they fall apart when faced with the real challenges of outback touring: huge distances, limited infrastructure and the complete absence of mobile reception.

Top-tier packages don’t just offer towing – they offer recovery coordination, emergency accommodation, transport for passengers, pets and trailers, and even repatriation of your vehicle if needed. Most importantly, they give you peace of mind that if something does go wrong out there, help will come, and your journey doesn’t have to end at the side of a dusty track.

For four-wheel drivers who invest in quality gear, capable vehicles and unforgettable trips, upgrading your roadside assistance should be a no-brainer. It’s one of the most important tools in your touring kit, something you hope you never use, but for which you will be incredibly grateful if you do.

So, before your next big adventure, check your coverage. Read the fine print. Ask the tough questions. Then upgrade to a plan that’s as serious about exploring Australia as you are.

Because out there, the right roadside assist isn’t just handy, it’s your lifeline.

Case study – $10k remote tow paid by RACV

Seventy-five kilometres west of Jupiter Well, on the Gary Junction Road, I stopped to take some photos of a stunning landscape. Upon returning to my 2006 Prado, I attempted to drive off, but it turned out to be difficult. The rear wheels were struggling to turn. In an instant, I knew what was wrong.

Earlier in the trip, the Prado was serviced in Darwin. The mechanic picked up that the handbrake wasn’t working and, on closer inspection, discovered that the components had failed internally on the rear wheels. I’d asked that the components be removed from the drum as the handbrake wasn’t needed on the 10,000km journey home. 

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With the wheels now protesting while driving, I was convinced that the mechanic hadn’t followed my request. I finally reached Jupiter Well and pulled into the campground. Once stopped, it was clear that the rear wheels were extremely hot. The nut savers on the wheel nuts had melted, and the hubs were hot to the touch. 

Once Starlink was set up, I called the RACV Total Care hotline and reported my issue to them. Within a couple of hours, the tow truck was on its way from Kulgera, 1220km away. The towing cost was $10,000, which RACV Total Care covered; however, because the cost was so high, they were unable to cover my accommodation upon reaching Alice Springs. If you refer back to the table above, you’ll notice that $10,000 is over what the RACV Total Cover Benefits Value. All I can say is the RACV wasn’t going to leave me stranded in such a remote place.

Within two days of the issue arising, the Prado was in the workshop at ARB Alice Springs. Two days after that, it was back on the road, having replaced the handbrake and brake rotor on one side and the entire hub and handbrake drum assembly with a secondhand one on the other. 

Case study – outback wheel failure, costs covered

Upon reaching Birdsville after driving the Colson Track, Rig Road and WAA Line, I noticed a noise coming from the front driver’s side wheel. Unfortunately, we couldn’t work out where it was coming from, and nothing felt loose. The next day, we departed the Betoota Hotel and headed towards Innamincka via the Arrabury Road before parting ways with the rest of the convoy once we reached the Adventure Way.

Travelling solo, I drove towards Thargomindah, and having just overtaken a B-triple mining truck, I felt a sudden jerk of the steering wheel, so I guided the Prado onto the road shoulder and rolled to a stop. Upon exiting the vehicle, I instantly noticed the problem: the front wheel was jammed under the upper control arm, and the wheel studs had sheared off.

It was Starlink and RACV Total Care to the rescue again. I was 250km west of Thargomindah when the lone tow truck passed me, carrying a broken camper trailer as I talked to the RACV. By 9pm, the Prado was on the back of the tow truck. The legendary driver had chosen to come and pick me up tonight instead of tomorrow morning. 

Just after midnight, it was parked in front of a cabin at the Explorers Caravan Park. By late afternoon, the Prado was fixed; thankfully, the small Toyota dealer in town had spare studs. I was able to head home the next morning, grateful that my choice to pay for the top-tier coverage with RACV meant I wasn’t out of pocket for the tow or two nights’ accommodation.

The Troopy has cruised through a fairly easy patch over the past six months, following a summer stint exploring the stunning Eyre and Yorke peninsulas in South Australia. 

Clocking up 47,000km so far – including trips along the Canning Stock Route and through the Gulf Country – it hasn’t missed a beat, and we haven’t broken anything either, which is a win in my book. Since summer, I’ve been off roaming in my battle-hardened Patrol on a Victorian High Country run, and more recently enjoying the comforts of a well-set-up 200 Series on a Western Deserts trip we’ve just returned from. 

But by the time you’re reading this, the Troopy will be back in action, heading north through Central Australia and into the Gulf once again, helping lead a tagalong tour with Moon Tours, and staying off the blacktop wherever possible.

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In preparation for the trip ahead, I had the team at Outback 4WD give the Troopy a thorough service, including replacing all the wheel bearings. While it was in the workshop, we also fitted a Long Ranger 40-litre underbody water tank. The tank itself is mounted around the middle of the vehicle, with the filler located under the bonnet and the water pump and outlet positioned down at the rear. It was a bit fiddly to install – and I’m glad I didn’t try to tackle it myself.

Those who follow our builds and travels will know we’ve fitted a pair of Sentinel Elite 9-inch lights from Lazer Lamps to the Cruiser. Now that we’ve clocked up some miles behind them, I’m even more impressed. The build quality is excellent, there’s no movement over corrugations, and the light output is outstanding. We’ve just swapped the lens covers to a set of clear ones so we can use the lights without hopping out to remove the black covers – lazy, I know!

We’ve also wrapped most of the bodywork in BushWrapz, opting for the top-tier ‘Advance’ kit, which you can fit yourself. The material is pre-cut to shape, but the Troopy has some big slabs of panel, so expect to be handling large sheets. It’s not particularly difficult to install, but it pays to watch the installation videos. 

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For those big sections, having two people – or at least four hands and long arms – is almost essential. Unless you’ve got experience, set aside more than a day for the job. The Troopy kit costs around $700 and, judging by our experience with a 200 Series Cruiser and a previous HiLux, BushWrapz does a great job of protecting paint from scratches and stone chips.

Sticking with the DIY jobs, I recently replaced the door seals on the front doors. Earlier on, we’d fitted Car Builders soundproofing to the floor, roof, doors and side panels – which made a big difference, but also highlighted the wind noise coming through the factory seals. If you look closely, the original plastic strip Toyota fits to the 70 Series is pretty hopeless at keeping wind noise out. A trip to the local Clark Rubber store and a rummage through its range of sealing rubbers yielded a suitable profile.

It’s a simple job to remove the old strip and fit the new seal, and each door took about 2.7 metres of material. Now I have to crack a window just to shut the door properly – a sure sign the seal’s doing its job. I’m thinking of doing the rear doors next, but they’ll need a slightly smaller profile. You can buy kits online, but going the Clark Rubber route costs about half as much.

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Over the years we’ve used the best long-range comms gear available, so it won’t surprise anyone that, after running a couple of Starlink units on previous vehicles, we’ve now fitted a Starlink Mini to the Troopy. These compact, lightweight satellite units are easy to transport and set up just about anywhere. 

We’ve seen them sitting on dashboards, mounted to van roofs or lashed to anything that gets them a clear sky view. We opted for a roof rack mount, and after searching online, ended up with a bracket from EC Offroad (wherever they are!) that holds the unit securely and sits almost flush with the rack. There are plenty of mounting options out there, but in our view, a flush and firm fit is the way to go.

The Starlink Mini is a breeze to set up, with an integrated router eliminating the need for extra cables between the dish and router. While its Wi-Fi range is more modest than the full-sized Starlink units, we’ve found it more than adequate for use in a vehicle or at camp. The Mini costs around $550 – a bargain when you consider what a sat phone or HF radio used to set you back – with monthly access fees ranging from $80 to $195 depending on your data plan. However you run it, Starlink has proven to be a total game-changer for remote-area travellers.

Observant readers will have noticed I haven’t yet changed the OE wheels and tyres, much to the bewilderment of a few long-time four-wheel driving mates. Truth is, I’ll get to it eventually, but for the kind of touring we’re doing in the Troopy right now, it’s not a priority. The factory Bridgestone A/Ts are fairly basic and don’t wear all that well – 40,000km is about the limit – so I’m already on my second set. Thankfully, they’re relatively cheap to replace. The upside? They’re light, even on steel rims, which I prefer for scrub work anyway.

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The RV Storage Solutions drawer system, fridge slide and cargo barrier continue to do their job faultlessly, making the most of the available space in the Troopy. Improving access to the rear, the Mission 4×4 gullwing windows have been a godsend, while their MaxTrax carrier and fold-down table combo is one of the most convenient and frequently used additions we’ve made.

Of all the accessories we’ve fitted to the Troopy, the Terrain Tamer parabolic springs remain one of the most impressive upgrades. They deliver a surprisingly good ride, whether the vehicle is lightly loaded or packed to the gunwales and towing a camper. Sure, they don’t add much in terms of wheel travel – but for a 70 Series, this is about as good as it gets.

Now all that’s left is to pack the Troopy and the camper, and we’ll be ready to hit the road – and the tracks – for what we hope will be another trouble-free adventure.

• Total kilometres: 47,000km
• Average fuel use: 13.0L/100km (without camper); 16.0L/100km (with camper)

Whether you’re a seasoned adventurer or a first-time explorer, Facing Island promises an unforgettable escape into nature. And what better way to enjoy it than bringing your four-legged friends along, with dog-friendly camping on offer.

Although there are permanent residents on the island, there are no shops, so you’ll need to be fully self-sufficient. Stock up in Gladstone before boarding the barge.

Lining up in Gladstone Harbour, excitement builds as you roll onto the Curtis Island barge – especially if it’s your first visit. The experienced deckhands work quickly to keep loading on schedule and avoid delays. Once the ferry departs, it’s the perfect time to air down your tyres. The ferry also services Quoin Island and Curtis Island, so depending on the load order you may have a few detours en route.

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After about an hour, the drawbridge lowers and you drive straight onto the beach. Hook a right to avoid campers waiting for the return ferry, roll the windows down and let the island breeze in – your holiday has begun.

It’s a short seven-minute sandy drive before you pop out onto the beach, splash through a washout, then head inland again. When you see the line of boat trailers, you’ve reached the campground entrance.

Campsites are easy to find thanks to large numbered pegs. Take your time setting up and soak in the view – every angle of the facilitated campground offers something different. Mornings come alive with the island’s wildlife, from red-tailed black cockatoos to other feathered locals, their sunrise chorus signalling the start of a new day and fresh adventures.

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A short walk from camp takes you to wild, untamed shores where you can launch your boat straight off the beach. Drop anchor nearby so you can keep an eye on it – perfect for spontaneous fishing trips right from camp. Whether you’re chasing flathead from the sand or rock cod and tuskfish in the bay, the surrounding islands and ocean side deliver plenty of species to keep you busy.

Golden hour is best enjoyed on the beach with a cold drink as the sun melts into the horizon – the perfect photo op. But don’t forget the bug spray; midges and mozzies arrive in relentless waves after dark.

When you feel like swapping boat keys for car keys, the island offers a web of 4×4 tracks. One standout run traces the east coast south to the township of Gatcombe, delivering beach runs, rocky outcrops, natural caves, bush tracks and secluded beaches. It’s a great day trip that adds variety to your stay.

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Tracks criss-cross the island, and getting “lost” is half the fun. The changing landscapes – from beach to bush to cliffs – will have you hunting for more spots to explore.

Facing Island has something for everyone, whether you’re chasing adventure or simply want to read a book in the sunshine. You’ll leave refreshed, reset, and armed with memories, photos, and stories to make your mates jealous.

What you need to know

Where: Facing Island, QLD
Camping: $7 pp/pn for unpowered beach sites
Facilities: Toilets, no showers

Getting There: Travel from Gladstone via Curtis Ferry Services. Boarding requires reversing onto the ferry – the deckhands are very helpful. The trip takes about an hour, dropping you directly on the beach, so air down before arrival. The Oaks Campground is a seven-minute drive from the drop-off point. Ferry cost: $346 for a vehicle and 4m trailer.

Getting Back: Same process for the return trip – reversing onto the barge from the beach. The crew will assist to get you onboard safely.

Camping Permits: The Oaks Camping Ground

More Information: No vehicle access permit required. No shops on the island – you must be self-sufficient. Stock up in Gladstone before departure.

If it’s flooded… forget it.

That’s the catch-cry across Australia whenever rain falls and creeks flood. It’s a simple, clear message meant to keep people safe when water covers city streets or country roads. But I’m not a great lover of it. Why? Because it’s too bloody simple and all-encompassing.

I’ve previously received flack on Facebook for posts showing the Stuart Highway cut by floodwaters and vehicles filmed passing through the flooded section.

“What happened to ‘if it’s flooded, forget it’?” keyboard warriors railed. Others got personal, saying with my vast experience I should know better and was setting a bad example. One comment, which alarmed me, claimed that just a few inches of water could sweep a vehicle off the road. Geez, the water would have to be flowing bloody fast and you’d need a light, low-slung vehicle with hardly any ground clearance for that to happen.

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The video that drew criticism showed a convoy of trucks and four-wheel drives crossing a flooded section of the Stuart. As I pointed out to those who hadn’t read the article, police had checked the road and approved the convoy to cross.

Yes, the water was flowing, but hardly at breakneck speed – and it was about 30cm deep at the time. Police had obviously checked to ensure there were no washed-out sections under the water before allowing the convoy through. And if you were in a normal low-slung car, you were obliged to stay put. The fact that police okayed the crossing brought more online criticism, with some saying, “So the police don’t practice what they preach!”

Dear Lord, give me strength! Could some people really be that bloody stupid, or are they just stirring the pot? Either way, it shows a lack of knowledge about 4WD driving, outback conditions, and crossing flooded roads.

I recall being in the Ashburton region of Western Australia, caught in monsoonal rains and flooding streams and tracks. We dodged around trying to escape the mess, then gave up and waited while the tracks dried and the creeks dropped. We didn’t see a soul during that time — no surprise given the state of the roads and moving water.

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When we reached the Ashburton River crossing, still flowing strongly but shallow over its concrete causeway, we walked the route first to check that nothing had been washed away – but what we found was unexpected.

A barbed wire fence, complete with star pickets, had been washed downstream and tangled underwater in the centre of the river, out of sight. With pliers and some mucking about, we cleared the wire and pickets from the road, then crossed easily once the causeway was clear.

So, if you come across a flooded road crossing, check the water and make sure the surface beneath is intact and free of obstructions like barbed wire or star pickets. If the water is too deep – say, up to your thighs – and flowing quickly enough to make you lose footing, don’t even think about crossing in a 4WD. Turn around, go back, or wait for the stream to drop.

And if you’re in doubt about your vehicle’s capability or your skill level – remember, if it’s flooded, forget.