Norweld is Australia’s leading 4WD aluminium tray and canopy manufacturer, and it has released a groundbreaking new generation tray design to mark its 50th anniversary.
The first new ute tray released in three years, the Elite tray reflects Norweld’s commitment to offering the toughest, most durable products built to thrive in Australia’s harsh conditions, cementing its position as an innovative, market-leading manufacturer.
Norweld Director Jaime McIntosh commented that the new Elite tray represented the very best in Australian design, material quality and cutting-edge manufacturing capabilities that customers have trusted for more than 50 years.
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“Our new Elite tray is the result of many years of hard work, investment in innovative equipment and manufacturing techniques, and feedback gathered from thousands of Norweld customers who put our products to the test every day,” Mr McIntosh said.
“We’re proud to have the support of a passionate community of Norweld customers who share our love for exploring Australia’s tough terrain in their 4WD. The Elite tray has been designed to take that experience to the next level, offering a sleek, modern design that’s made to thrive in any environment and offer practical functionality that ute owners need.”
Developed by Norweld’s team of design and engineering experts, backed by over 50 years of aluminium fabrication and manufacturing expertise, Mr McIntosh says the Elite tray would take the business into the next phase of growth.
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New features exclusive to the Elite tray include a lower profile, ‘bolt-on’ side profile design, and colour-coding to match each vehicle. The headboard has an adjusted height to provide clearance for popular ‘Rhino-Rack’ or ARB roof racks, with allowances for solar panels and other accessories or modifications.
Integrated Anderson plug mounts have been added, as have tie-down points in the headboard for securing large items. A 40-litre poly water tank is included for standard dual-cab vehicles, and a 58-litre poly water tank for extended Toyota LandCruiser, extra-cab and single-cab vehicles.
The sequential LED tail-lights are exclusive to Norweld, and the tray includes unique bolt-on panels for ease of replacement, constant torque hinges on toolboxes and enhanced 1200mm trundle drawer design with lock functionality. It also features a custom-made, gravity-fed water filler and tap, and it’s engineered for standard hose fittings and various mudguard options to suit car and wheel designs.
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Norweld guarantees a lifetime warranty on the workmanship of its aluminium-fabricated products – a guarantee that’s put to the test in real-world environments. Partnering with Australia’s leading automotive accessory fitters and vehicle manufacturers, Norweld is proud to offer 4WD enthusiasts complete camping, touring, agriculture and fleet solutions for even the toughest offroad conditions.
The Elite Tray is available from one of Norweld’s seven locations across Australia and you can expect to pay $16,490 fitted.
Everything you need to know about the 2024 Toyota LandCruiser 300
The LandCruiser 300 is a large family off-road SUV that is often chosen by those wanting a versatile family wagon with up to seven seats that is capable of exploring city canyons and the Outback with equal ease.
The big Toyota in its successive iterations has also developed a loyal following among those who want to tow a caravan for the big lap or get a large trailerboat to and from the water.
The Toyota LandCruiser arrived in 2021 as the long-awaited successor to the LandCruiser 200 Series, and has not changed substantially since.
Prices were up significantly from the 200 Series, and with further prices increases since, in 2024 the LandCruiser 300 is very much priced as a luxury proposition. You will have no change from $100,000 on the road – once you have got to the top of the waiting list that still exists for this model.
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Prices for the six-tier model range starts at $98,076 for the GX, and tops out at $145,876 for the GR Sport (prices are plus on-road costs).
The 2024 Toyota LandCruiser 300 range opens with the five-seater GX (you need to chose GXL, VX or Sahara for three-rows of seven seats). All LandCruiser 300 from GX up have a strong safety features list.
All LandCruiser 300s are equipped with Toyota Safety Sense, which includes autonomous emergency braking (AEB) which includes car-to-car, vulnerable road user and junction assist LandCruiser 300 also has lane keep assist (LKA), lane departure warning (LDW) and emergency lane keeping (ELK), and an advanced speed assistance system (SAS) across the range, as well as a rear-view camera with guidelines (including tow hitch centre line) and dusk-sensing LED headlights.
All models also share a 227kW/700Nm twin-turbo V6 engine, 10-speed auto, full-time 4WD mechanicals and 3500kg towing capacity.
The entry GX is very basic for standard features in a vehicle that is priced into six figures on the road. While it has two-zone climate control, keyless start, remote central locking, power-adjustable/power folding side mirrors and a colour 9-inch touchscreen, it has only manual driver’s seat height adjustment, vinyl floor covering and steel wheels. The GX is the only model, however, to come with a standard snorkel.
At the top end, the GR Sport is the trick sporty off-road premium Land Cruiser, with features such as Adaptive Variable Suspension, Electronic-Kinetic Dynamic Suspension System, Front and rear differential locks and Adaptive High Beam System.
As for features relating specifically to towing, we’ll get to those below.
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Get up to speed on the LandCruiser 300
The stories below will give you a guide on everything to do with the 2024 Toyota LandCruiser 300. All fresh stories will be found on our Toyota LandCruiser page.
The Toyota LandCruiser 300 Series, like the 200 Series before it, can tow a maximum of 3500kg (braked), with up to 10 per cent (350kg) of that maximum on the towball.
The Toyota LandCruiser has been the tow vehicle of choice for caravanners for years, with highways awash with successive generations of them tugging a trailer along. Although the 300 Series now has plenty of towing competition that arguably offer better value and more towing features, there’s no doubt Toyota engineered this SUV with heavy tow hauling in mind.
The LandCruiser 300 offers one of the most stable, comfortable-riding towing platforms in the business in all grades, with the ability to tenaciously hang onto the road with all but the most unbalanced of trailers behind it. The powertrain is seemingly unaffected with even close to 3500kg sitting behind, shrugging off steep highway hillclimbs as if they were not there.
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While more efficient than its predecessor when driving unladen, like the 200 Series V8 turbo-diesel before it, the V6 twin turbo-diesel 300 Series gets thirsty when towing a heavy trailer.
Although the 300 Series would appear to be slightly more efficient (19L/100km versus 20L/100km when towing close to 3500kg) the 300 Series has lost 35 litres of fuel capacity, with 110 litres on board.The 300 Series LandCruiser’s payload fluctuates between 650kg (VX/Sahara/GR Sport) to 785kg (GX).
While it has a a towbar as standard, the tow wiring harness is an optional extra. A rear camera with guidelines and trailer sway control are the only other towing-specific features.
The LandCruiser 300 doesn’t have towing assist features such as trailer blind spot monitoring or trailer light check, features now offered with some competitors.
As it now has many cheaper and seemingly just as well-equipped tow vehicles to compete with, the LandCruiser 300 needs more than ever needs to shore up its reputation as the King of towing haulers.
The LandCruiser 300 belongs to the upper large SUV segment that primarily consists of luxury models, many of which will never see a dirt road, or tow anything. It isn’t like other segments, such as dual-cab utes, where there are many similar products.
Some will argue the exception here is the also 3500kg-capable Nissan Patrol, a long time rival to LandCruiser, For anything else of a similar ilk (3500kg off-road capable 4WD with up to seven seats) you have to start looking at the likes of cheaper vehicles in the medium segment, such as the Ford Everest.
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The Nissan Patrol was a very sensible alternative to LandCruiser, and still is if you can accept that it is outdated – it first arrived 12 years ago.
Its petrol V8 might be thirsty and need to be revved a lot in hilly terrain when towing something heavy, but it is at least $10K cheaper than a LandCruiser. That buys you a lot of extra fuel, but the truth is there is not a big difference between the pair when towing heavy trailers, at least.
The LandCruiser’s immense torque and superb towing stability and towing ride are what set it apart, but it is hard to see the value in this vehicle when for $20K less than the cheapest LandCruiser GX – that does not even have carpeted floors, or trailer plug wiring –you can buy the Ford Everest Platinum V6 that is very close in towing ability, and has a bunch of towing equipment as assist features as standard.
The price you pay with Everest, however, is less payload capacity than LandCruiser 300 or Patrol when towing at full towing capacity.
We have subjected our Triton to some solid upgrades from Pedders, in the form of a GVM upgrade and a new braking package.
Both modifications are ideally suited to tradies and workers looking to carry a substantial amount of tools and building materials, and hauling loaded trailers. The Triton has scored a GVM+ load carrying upgrade, a rear disc brake conversion kit, new brake rotors and TrakRyder Kevlar Ceramic brake pads, and it has never felt so good under load or when braking.
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Ride height, performance and handling under load, as well as safe stopping distances, are all key factors in these upgrades, and to ensure everything was done right we headed to see our mate Grant and his team at Pedders Hornsby to install the upgraded components.
These upgrades and additions from Pedders are about making our Triton not just legal but safe when it comes to carrying heavy loads and towing, whether that’s trailers loaded with sand, gravel or rock to more weekend oriented hauling such as caravans or boat trailers.
GVM+ load-carrying upgrade
If your livelihood revolves around carrying substantial loads then you are going to appreciate this Pedders Suspension GVM+ upgrade kit, which increases the GVM rating to 3200kg on the MR Triton 4×4, which is 300kg more than standard.
The kit consists of heavy-duty coil springs and foam cell shock absorbers that are strategically calibrated to support increased loads. This comprehensive system enhances the Triton’s load-carrying capacity and ensures optimal performance and comfort under heavy loads, providing the safety and peace of mind. The GVM+ kit components include TrakRyder foam cell struts and coil springs for the front and TrakRyder foam cell shock absorbers, leaf springs, bushes and U-bolts for the rear.
As with all of Pedders GVM upgrades, the Pedders GVM+ kit is federally approved, and the modifier of the vehicle is supplied with any necessary evidence to ensure the GVM kit is compliant.
All Pedders suspension components installed as part of a GVM upgrade package are backed by a two-year/40,000km nationwide warranty.
Rear disc brake conversion kit
The Pedders Rear Disc Brake Conversion Kit is a game-changer that offers increased stopping power, improved pedal feel, and various other benefits that enhance performance and safety.
When it comes to braking performance, Independent Australian engineering test results proved that at 100km/h the Pedders rear disc braking system stopped sooner than the original equipment requiring just 50% of the braking force.
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The kit replaces the Triton’s standard rear drum brakes with high-performance Pedders ceramic brake pads to significantly improve stopping power. This upgrade is particularly beneficial for tradies who encounter frequent stop-and-go situations or off-road drivers who navigate challenging terrain. The conversion kit also enhances brake pedal feel, providing better control and confidence in various driving conditions.
Compared with drum brakes, the larger braking surface area of disc brakes is a game-changer, especially during repeated hard braking. The kit minimises the potential for brake fade, ensuring that even under strenuous conditions the Triton’s brakes maintain optimal performance, even when towing.
As well as improved stopping power, disc brakes offer enhanced water drainage, which is beneficial after exiting river crossings as water retention can compromise braking efficiency. As you would expect, the Pedders rear disc conversion kit is ADR compliant.
TrakRyder Kevlar ceramic pads and slotted rotors
Completing our Triton’s new braking packages is a set of TrakRyder Kevlar Ceramic Brake Pads and Slotted Geomet Coated Brake Rotors.
The pads are engineered for the specific demands of 4x4s, and tradies who tow heavy loads or venture off-road will appreciate the enhanced stopping power they provide. They are made from a kevlar ceramic formula that is specifically engineered to maintain a high coefficient of friction under extreme conditions. This ensures reliable, consistent, quiet and smooth stopping power, even under heavy loads. It is also claimed to ensure consistent performance over the life of the pads.
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According to Pedders, the TrakRyder brake pads deliver a remarkable increase in stopping power compared to standard pads, providing extra safety and confidence whether driving around town, on the open road, on worksites or navigating tricky off-road terrain.
Verdict
The Pedders suspension and brake upgrades have literally elevated our Mitsubishi Triton to new heights.
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More importantly, the driveability, feel and braking performance is substantially improved. We have carried heavy loads and towed trailers with heavy machinery and to say we are happy with the results is an understatement.
For tradies who rely on their work utes daily, these upgrades are more than enhancements – they’re a necessity. Whether carrying the tools of the trade or embarking on an off-road adventure, Pedders have ensured our Triton will deliver optimal performance, safety and reliability. And Grant and his team at Pedders Hornsby have done a stand-out job on the Triton.
The hotly anticipated Kia Tasman pickup is nearing its global debut, and these latest images leave no doubts as to where its sights will be set.
Spied in winter testing this week at a facility in Sweden, the Tasman was caught alongside the new Ford Ranger Raptor – which could offer a clue as to what sort of power this particular Tasman is packing.
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In its second-generation form, the Ranger Raptor is powered by a 3.0-litre twin-turbo V6 petrol engine in Australia, producing 292kW and 583Nm.
Kia has access to a similarly brutish unit, in the Hyundai group’s 279kW/530Nm 3.5-litre turbo V6 – with the sorts of figures that could comfortably dialled up if a bit of brochure boasting is desired.
The European specification Ranger Raptor spotted here is fitted with the 150kW/500Nm four-cylinder bi-turbo diesel shared with lower variants, while retaining the Raptor’s coil-spring rear suspension with Fox Live Valve dampers.
Recent spy pictures from South Korea showed a Kia Tasman prototype with heavier-duty leaf-spring rear suspension, but the example spied in Europe appears to have coil springs like the Raptor – and the current Nissan Navara.
Whatever it’s hiding under the Kia’s big square bonnet, these photos offer a first clear look at how the Tasman will measure up to the Ranger in exterior dimensions.
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At a glance, it’s clear Kia’s ute will be comparable in overall size – as expected –but it looks as if a longer rear overhang is in play, perhaps hinting at a roomier tub.
Indeed, that long rear overhang evokes thoughts of the Jeep Gladiator, although the American truck has a much longer wheelbase than any regular dual-cab ute. (3487mm to the Ranger’s 3226mm.)
November 25, 2022: “I think your renderer has made it look sensational”
Kia Australia‘s general manager of product planning, Roland Rivero, said of Theottle’s Mohave-based Kia ute render.
Unfortunately, the pictured render won’t be the ute’s final form: “it’s not uncommon in any kind of prototype testing – particularly when you’re only currently working on chassis, for instance – to borrow panels from another car just to disguise it,” he said.
Like punters and journalists, Kia’s Australian arm is keen for more info: “I think for [Kia], if there was a vehicle in development, an announcement would be appreciated sooner rather than later”, Rivero continued.
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“Because you’ve got to develop a dealer network. Some dealer showrooms might only have the size to cater for passenger cars or SUVs, so adding this [ute] to the lineup would actually mean investment and infrastructure.
“So I think you’ve got to give a dealer network time to do that – you can’t expect dealers’ to turn around in two months – so ideally something of an announcement, if there was going to be one, is made sooner rather than later if [the vehicle] was already in chassis development mode,” Rivero said.
How successful could Kia’s ute be?
With a light commercial vehicle to rival the likes of Ranger, HiLux, Triton and D-Max, Kia Australia COO Damien Meredith is certain the brand’s sales would grow. It’s not hard to see why, given the ute segment accounts for 200,000 annual new car sales.
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“If you get 10 per cent of the LCV market it’s over 20,000 Aussie sales”, Meredith said. That would be enough to see Kia climb the sales leaderboard and potentially take second place from Mazda.
Of course, this would all hinge on the ute being successful. While it seems guaranteed, it isn’t, we’ve seen new players fail before – most recently the Nissan Navara-based Mercedes-Benz X-Class.
On that theme, Kia’s Australian execs made it clear to Wheels that if what we’re seeing is going to spawn a new vehicle – or range of them – then it will be new from the ground up.
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“If [Kia] was going to develop a product of this nature, they wouldn’t be basing it off a 2008 product that’s over 10 years’ old, it’s simply just which product in our range can we grab panels off to at least complete a mask for now.
“If there was such a product, expect it to be all new from the ground up”, Rivero added.
A collaboration between Ford and MS-RT – an offshoot of Ford’s rally partner, M-Sport – has spawned the 2024 Ford Ranger MS-RT, a motorsport-inspired version of Ford’s best-selling ute. However, at this stage, the vehicle is destined for European driveways only.
The Ranger MS-RT is both wider and lower than the standard Ranger – a height reduction of 40mm and width increase of 82mm gives the vehicle a noticeable street presence. Those flared wheel arches house diamond-cut 21-inch wheels inside low‑profile 275/45 R21 tyres. In addition, revised suspension and a track-width increase of 40mm each side should improve on-road handling.
The visual impact of the lower, wider stance is enhanced by sculpted side skirts and a distinctive bumper with an integrated diffuser at the rear. Up front, the Ranger wears a honeycomb grille with an integrated splitter.
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Bred for tarmac and not dirt, the Ranger MS-RT is powered by the 3.0-litre V6 engine and 10-speed auto as found in local variants – albeit with slightly less power (177kW versus 184kW). However, its max torque of 600Nm remains the same.
“If Ranger Raptor is the ultimate off-road truck, then the Ranger MS-RT is the ultimate street truck,” said Hans Schep, general manager at Ford Pro Europe. “It’s a departure from what we usually see in this segment in Europe, but with more car-like driving dynamics and the towing and carrying capacity unchanged, we believe it will offer a compelling new option for pickup customers.”
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Much like the rest of the Ranger line-up, the Ranger MS-RT gets a 12-inch touchscreen; dual-zone electronic temperature control; front and rear parking aids; a rear view camera; Intelligent Adaptive Cruise Control; and an Intelligent Speed Limiter. It maintains its 3500kg towing capacity.
The Rangers are, at this stage, only bound for Ford Pro dealers across Europe, with all models to “undergo final assembly and finishing at a dedicated new facility located on the Ford Dagenham Estate in the UK”.
Customer deliveries are expected to commence throughout Europe in mid-2024, but no details have been announced for an Australian release.
There are myriad options for the ute owner when it comes to storage, and a canopy is an effective and popular way to keep tools and off-road equipment securely stowed, sorted and protected from both the weather and prying eyes.
They also provide a great base to attach other accessories such as racks and rooftop tents, as well as installation of electrical systems and storage drawers.
A standard tub is great for carrying bulky items – throw in a wheelbarrow, three shovels, two crowbars, ten bags of cement, a pile of other random stuff and off you go – but standard tubs are not an ideal place to store camping and recovery gear, as they provide zero protection from the elements and zero security from thieves.
This is why a canopy is essential, but not all canopies are created equal. In fact, when the time comes to upgrade your storage set-up, your first choice will be whether to opt for a full-sized ‘tray-top’ canopy or dial things back a bit with a simple tub top option.
A full canopy will provide more versaility, better access to acessories like fridge slides, and allow for more weight to be added; a “tub topper” can help achieve the same space as a full canopy, but at nearly a quarter of the cost. Ultimately, though, the best canopy is the one that suits your individual requirements. Here are a handful of recommendations we’ve split into two sections: full and tub topper.
The 1600 Explorer bundle from XTS 4×4 is a comprehensive and customisable set-up guaranteed to enhance storage and functionality.
This starter package includes the XTS 1800 tray and 1600 canopy. The tray features a mesh headboard, large rear trundle drawer, slide-out side lockers and removable sides, making it highly adaptable. The 1600 canopy is crafted from corrosion-resistant 2.5mm aluminium, has dual wing doors with piano hinges, gas struts, and reinforced internal bracing for added durability.
Accessories in the bundle include a roof rack platform, jerry can holder, rear ladder, and spare wheel holder. Optional upgrades such as jack-off legs, central locking, a power system, battery, and various slide-out storage solutions allow for further customisation. Available in multiple sizes, and it can also include a dog box.
Norweld Deluxe Canopy Base + Deluxe Lite Compact Canopy
For a heavy duty full-time canopy option, look no further than Norweld’s Deluxe Canopy Base + Deluxe Lite Compact Canopy.
Built to Norweld’s highest standards, this turn-key option integrates all OE spec blind spot, reverse camera and sensor options and can be fitted out with a range of fridges, air compressors and electrical accessories that take your off-road adventures to the next level. It comes with a lifetime guarantee on all manufacturing.
Trig Point is a relatively new player in this sector that offers canopies designed to replace the tub directly mounted to the chassis.
The canopy bodies are made of aluminium sheet with a steel frame base, and the design is simple with basic doors on each side and a fixed back. Trig Point offers canopies in sizes that cover popular vehicle models such as Ranger, Hilux, and LandCruiser 79. Standard features include LED tail-lights, a rear steel bar for protection, rear toolboxes, roof rails, internal touch-operated LED lights, full door seals, slam-shut door catches, rear wheel arches, and filtered vents.
Trig Point can also offer myriad options such as water tanks, internal dividers, upright fridge or fridge slides, and 12V systems. All canopies meet ADR requirements, and Trig Point offers a three-year/100,000km warranty against defects in materials and workmanship.
Due to AMVE’s mining experience, it became well-known for its high-quality and strong products.
Its canopies use high-strength aluminium with a minimum thickness of 2.5mm, with some items made with 3mm aluminium for durability in harsh conditions. The company designs and custom-builds its canopies using CAD drawings and laser cutting for a high-quality finish. Canopies are powder-coated or painted to match the required colour.
Features include three lift-up doors, an 80-litre drop-down fridge slide on the passenger side, a shelf for electrical equipment, a full-width centre partition to divide the open rear section, two spare tyres mounted on the rear, three carry racks on the roof, a solar panel mounted to the roof, flush-mounted locks, and a full lift-off jacking leg system.
The Titan features a hybrid stainless steel and alloy design, which is different to anything else on the market and gives it incredible strength and corrosion-resistance. Plus, it keeps weight low.
Stainless steel is used for the frame and body, and structurally reinforced alloy is then used for the roof, side panels and rear door. The rear door features a honeycomb protection mesh that stops intruders but lets you view outside and inside.
The modular design makes assembly easy. It arrives in two boxes and assembly can be done in less than one hour with two people. No silicone is required to seal the panels on the canopy or the canopy to the vehicle, and pre-applied sealing tape is used on all panels and prevents any leaks. The high-quality black powder-coated finish is extra durable and looks great on any colour of ute.
Each canopy is specifically designed for the vehicle, with close to 20 models available including for Chevy and Ram trucks. It has a 125kg dynamic weight and 300kg static weight capacity, with integrated roof rails for universal fitment of any rack, platform and/or cross bar.
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Material
Hybrid design (stainless steel and alloy)
Finish
Black powder-coated
Weight
Varies but Ranger DC ute is 70kg
Locks
6 Compression locks (2 per door) *central locking coming soon
Constructed using aluminium, the Utemaster Centurion canopy is a high-strength unit with a dynamic load rating of 200kg and a static load rating of 300kg.
Due to its tough construction the unit features full-width doors to maximise access, which doesn’t compromise the structural integrity of the canopy. This design means there’s no obstruction along the top edge of the tub, so loading and unloading gear is a simple affair regardless of size.
The canopy is highly customisable and features include 200kg dynamic load rating (300kg, static); full-width door access; secure locking system; built-in rain channels; concealed security latches; optional central locking kit; dog vent kit to increase airflow; high-quality hinges; and an optional Cantilever roof rack is available.
Utemaster builds canopies for a range of popular vehicles on the market today including the next-gen and past-gen Ford Ranger, Toyota Hilux, Isuzu D-MAX, Volkswagen Amarok, Mitsubishi Triton, Mazda BT-50, Nissan Navara, GWM Cannon and LDV T60.
ARB has three canopy models: top-of-the-range Ascent; mid-range Classic Plus; and the original Classic.
ARB moulds it canopies from UV-stable ABS thermoplastic polymer, layered for maximum strength. Features and options include (they vary depending on the model) remote central locking, double-lock handles or twist-lock handles; tinted, lift-up windows with push-button opening; tinted sliding windows; roof-top canopy vent to pressurise canopy; rear-mounted spoiler with LED brake light; LED internal light; security mesh for side windows; vent catch to have window ajar, but still locked; canopy roof racks with internal stiffeners; and ute liners.
Camp King Industries manufactures ute canopies (or tub toppers) designed to carry heavy loads on top. With a 300kg load rating, these sturdy aluminium canopies will easily carry a rooftop tent plus accessories.
All canopies come supplied with instructions, all seals, latches and bolts needed for DIY installation. Camp King Industries also provides a fitting service at its Brisbane factory. Camp King offers four kits, each with a range of accessories: Travelling Companion; Tradies Choice; Day Trip; and Weekend Warrior.
Or if you prefer, specify your own accessories. Options include top rail kit; hard-shell rooftop tent; awning brackets; high-quality black windows; sliding windows; rear brake light; 270° free-standing awning; rear drawer unit; fridge slides; Expedition 134 storage boxes; solar panel and mounting kit; 12V Kit (1x LED Light, 1x 12V Round Socket and 2x USB Charging Points); and an extra ladder mounting bracket.
The canopy has a sturdy internal frame, made from 50x50x3 SHS (front to back), 50x25x3 RHS (across) rectangular tubing. This gives it the strength to carry heavy loads on top, yet still be lightweight. A high-quality, durable Australian-made product with tons of accessories … and the load-carrying capacity to match.
Flexiglass has four canopy models: FlexiSport Premium; FlexiSport; FlexiTrade; FlexiEdge. The canopies are made from reinforced fibreglass, designed to flex with the tub. This reduces the chance of damage to both the canopy and the tub.
Features and options include (they vary depending on the model): Remote central locking; push-button opening side windows; pop-up or rotary air vents; tinted, lift-up or sliding windows; security mesh for side windows; rear LED brake light; LED internal light; rear window demister; felt-lined interior; tailgate assist; canopy roof racks with internal stiffeners; mats; and tub liners.
This Western Australian company started in 1949, making its first canopies with timber frames and sheet metal panels for Holden FJ utes. It’s fair to say Flexiglass has a long track record of building ute canopies designed for Australian conditions.
Ironman 4×4 sells three different ute canopy products: fibreglass Pinnacle, aluminium Alu-Cab Explorer; ABS plastic Thermo-Plas.
Features and options for the Pinnacle (fibreglass) include track mount roof racks; lift-up and sliding windows; rear window central locking; sliding front window; rear LED brake light; and an LED internal light. The Alu-Cab Explorer (aluminium) includes built-in roof rails; full-length side doors; an internal frame; and tamper-proof locks. The Thermo-Plas (ABS plastic) features lift-up side windows; an Internal support frame; plug-and-play wiring loom; rear window central locking; and a rear LED brake light.
Ironman 4×4 lists the weight of the Pinnacle model as 100kg, which is a heavy unit considering it’s made from fibreglass. Unfortunately, Ironman doesn’t specify weights for the other two brands.
Piranha Off Road ute canopies are made from three-layer reinforced composite fibreglass. This results in a tough and durable canopy that’s designed to withstand punishing off-road conditions, making it a good all-round option for touring vehicles.
Features and options include a smooth external surface with integrated roof rails; tinted lift-up or sliding windows, or a combination of both; front sliding window; rear window central locking; heated rear window; internals lined with automotive carpet; rear-mounted spoiler with LED brake light; and an LED internal light with integrated power supply.
Razorback Canopies offers two premium canopy models: Fibreglass; and Zincalume steel. Both are lightweight, premium canopies. The downside of being lightweight is the relatively small roof loading which is100kg on-road and only 65kg off-road.
Features and options include (they vary depending on the model): remote central locking; single-hand opening rear window; LED internal light, battery operated; internal lined with heavy-duty vinyl; fully framed rear window (steel canopy); tinted, lift-up side windows; dliding front window; rear spoiler; rear LED brake light; and standard roof rails. Razorback uses double-stage rotary locks (the same ones used in car doors) in the rear window of its steel canopies, making them highly secure.
SMM is a Thai company with a background in manufacturing OEM truck bodies, trays and canopies for utes. It works with global vehicle companies, supplying equipment on a large scale. So, SMM is backed by an extensive R&D department with tooling needed for large-scale manufacturing.
SMM has three models: the premium SMM V4 Executive; the mid-range SMM V2 Executive; and the functional SMM V2 Tradesman. Features and options include (they vary depending on the model) remote central locking on rear door; single-hand opening rear window; interior fully lined; tinted, lift-up or sliding side windows (steel panels on tradie version); security mesh on side and front windows; rear window demister; interior light; rear spoiler; rear LED brake light; and standard roof rails.
SMM’s use of galvannealed steel means it has a base metal with a high level of corrosion protection. What’s galvannealing? The steel’s first galvanised, then run through a high-temperature annealing process. Annealing heats the base steel and the zinc within the galvanised coating, to the point where they start combining. This gives a tough, corrosion-resistant finish for maximum protection.
TJM offers premium fibreglass canopies and AeroKlas canopies made from a double-shell ABS. ABS is an impact-resistant thermoplastic, with high strength, rigidity and good insulation properties.
TJM has two models: TJM Premium and AeroKlas Stylish. Features and options include (they vary depending on the model): remote central locking on all windows; drop-down front window; sliding, lift-up or pop-out side windows; felt-lined interior; rear spoiler; canopy vent; wiring harnesses; LED interior light; rear LED brake light; and standard roof rails. TJM also supplies a huge range of accessories to fit-out your ute canopy for long-distance touring.
The standard ute tub is a basic bit of gear, but add a tub liner, canopy and a drawer system, and your ute becomes an ideal weekend adventurer or tourer.
A canopy adds security, protects your gear, and allows you to carry loads on top. Whether the load’s a rooftop tent, a load of timber for work or a second spare, choosing the right canopy is important. Which canopy you choose depends on what you plan to use it for.
As with any piece of aftermarket gear added to a 4×4 build, it’s important to first establish what your intended purpose is: Are you a tradie looking to keep your tools safe? Perhaps you’re planning your next Red Centre run?
Once that’s established and you’ve started the long, tedious process of browsing aftermarket catalogues, there are a handful of essential elements to keep in mind including materials, construction, fitment, roof-load capacity, access, accessories and aesthetics, to name a few.
As with any off-road purchase, ensure the supplier has a quality reputation and can back its product with aftermarket support and a substantial warranty.
Load rating
By installing a canopy, like a tub topper, and then loading it with tools and/or gear for your next camping trip, the kilograms will begin to rise. This is why it’s critical to always monitor your vehicle’s weight and not overload it.
Most canopies will easily cope with a couple of lightweight kayaks. On the other hand, a rooftop tent is heavy amd will need a sturdy canopy with a high load rating.
And you need to consider roof loading based on type of travel. As a rule of thumb, off-road loading should be 50 to 75 per cent of the rated (on-road) capacity. Most canopy manufacturers specify on-road roof loading.
A few quote both static and dynamic loading. Static loading is a useful number when you fit a rooftop tent, roof platform or similar. It tells you how much weight the canopy will take when you’re parked up, with you and your partner sleeping in it. Dynamic loading is the load rating when travelling.
Is dynamic loading the on-road or the off-road rating? It depends on what figures the manufacturer quotes. Without contacting them directly, it’s impossible to tell. Unfortunately, there’s no standard for specifying loadings.
If in doubt, assume dynamic loading is the on-road capacity, then down-rate the figure for off-road use. Why derate for off-road travel? Because twisting forces, vibrations and rough conditions mean your canopy will be subject to a whole lot of extra loads that will try to rip your canopy apart.
The 50 to 75 per cent load rating is a wide range. Use common sense here. If you’re planning on a trip on rough outback roads or a full-on crawl over the wild tracks of the Victorian High Country, then go with 50 per cent. On the other hand, 75 per cent will be okay if you’ll be driving along well-maintained gravel roads.
Say the canopy’s roof loading is 100kg, then you’re potentially down to 50kg when off-road … less the weight of the roof bars and roof basket or roof platform. That’s maybe a kayak or a couple of swags and no more. Forget about carrying a spare tyre or fitting a rooftop tent.
Generally, a steel or aluminium canopy will have a higher load rating than a fibreglass canopy, but not always. The load rating depends on how the canopy’s made and whether it has an internal frame.
Materials
Canopies come in a variety of shapes and sizes and are constructed using different materials, with your budget typically dictating what path you’ll head down when the time comes to swipe the credit card. Typically, you’ll have to choose between stainless steel, fibreglass, aluminium/metal, or a form of plastic construction.
A quick glance through the canopies we’ve included in our list reveals a wide variety of materials: fibreglass, ABS thermoplastic, mild steel, stainless steel, and aluminium.
Fibreglass is more the traditional material which canopies were made from. They generally have additives to increase strength and UV resistance. The biggest advantage of fibreglass is they’re lightweight. However, manufacturers are now making aluminium and even steel canopies at equivalent weights, qnd their roof loadings are usually (but not always) double or triple that of fibreglass equivalents.
The big advantage of steel or aluminium over fibreglass is window-opening sizes. Due to steel’s inherent strength, window mullions can be thinner. So the openings are larger, making them easier to access and easier to pack.
Keep in mind, however, that metal fatigue is more prominent in aluminium than stainless steel, so aluminium may have a tendency to crack more easily over time. Stainless steel is an extremely strong and versatile material and, contrary to popular belief, isn’t as heavy as you’d think.
One positive of fibreglass and ABS over steel are their insulation properties. As a rule, they don’t transmit as much heat into the canopy as steel and aluminium.
Security
One of the biggest benefits of a canopy is knowing the gear in the tub is safe, and that’s why you should pay attention to the window latches. Look closely at canopies with T-handles, as they can easily be pried open.
We had folding T-handles on a set of toolboxes once, and after several thousand kilometres of corrugations, they decided to snap all by themselves. It’s not a great feeling when you glance in the mirror and see your gear falling out on to the road.
The best latch is a compression latch, as they’re highly reliable and difficult to break in to.
Central locking
Most premium canopies offer central locking. Some include all windows, while others only have central locking on the rear window. Central locking is super-convenient, no doubt, but consider where the canopy will spend most of its life.
We’ve seen more than one canopy central-locking system fail in rough, dusty conditions. Sometimes they fail-locked, other times they won’t lock at all. Either one is particularly frustrating, especially when the keyhole’s plugged up with red dust.
If your ute will be spending its life traversing back blocks, central locking is probably not such a good idea. But if your ute spends most of its life in the suburbs, then central locking is a no-brainer.
Clamping or bolting?
Some canopies clamp to the tub lip with multiple clamps; others require bolts through the tub lip, which means you need to drill into the tub The strongest canopies tend to brace down to the floor of the tub – this way the canopy doesn’t rely on the sides of the tub for strength or support.
Some of you will be okay with drilling holes in the tub’s top lip, while others would rather the less-invasive clamping method – it depends on what you’re comfortable with. Either way, look for canopies which extend down slightly past the top of the lip on the outside faces, as this helps keep the rain and the dust out.
Other considerations
An air hatch is a useful addition to any canopy. It pressurises the canopy, minimising the amount of dust ingress, and it also helps keep the canopy cooler on hot days. Another consideration is whether the canopy is lined, as this adds a touch of luxury and helps to insulate it from cold and heat.
Internal lights are essential. Some canopies have the same system as vehicle’s internal lights – they switch on when the rear door opens. Some lights have their own battery, while others are powered from the vehicle.
If your canopy has the option of internal lights or central locking, check where the electrics connect. This can mean the difference between a simple installation and the need to run extra cabling to the starting battery.
4X4 Australia has been reviewing four-wheel drive vehicles, aftermarket products and camping gear for more than 40 years. When looking for the best swags in Australia there are some things that are essential to ensure you sleep soundly under the stars.
When we compared each of the swags in the list with hundreds out there we looked at the size, weight, durability and price. We also searched for additional features that make these swags stand out from the rest.
We looked at hundreds of user reviews and drew on our own experience sleeping in swags to make sure our recommendations are for the best on the market.
Disclosure: When you buy through our links, we may earn a commission. We also include products that we do not earn a commission from.
While it is closer in size to the Toyota LandCruiser 300 Series, the GWM Tank 500 will launch with a starting price undercutting the soon-to-be-replaced Prado, at $66,490 drive-away for the Lux Hybrid variant.
The range-topping Tank 500 Ultra Hybrid is priced at $73,990 drive-away, a $7500 premium over the entry variant.
UPDATE, 14/02/24: Drive-away pricing for the flagship GWM Tank 500 Ultra Hybrid variant has been confirmed.
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Both variants are powered by a hybrid 2.0-litre turbo-petrol four-cylinder producing 258kW and 615Nm in total– equivalent to the smaller Tank 300 Hybrid – matched to a nine-speed automatic transmission and a low-range four-wheel-drive system.
A locking rear differential will be standard on the entry-level Lux Hybrid, while the flagship Ultra Hybrid adds a locking front differential.
Braked towing capacity for the GWM Tank 500 is rated at 3000 kilograms, equivalent to the current Toyota Prado but down on the 3.5-tonne tow rating of the diesel-powered Ford Everest and Isuzu D-Max.
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It measures 5078mm long, 1934mm wide and 1905mm tall, with room for seven occupants.
More details on the 2024 GWM Tank 500 off-road SUV will be confirmed closer to its local launch between April and June.
2024 GWM Tank 500 pricing
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2024 GWM Tank 500 initial features
2024 GWM Tank 500 Lux Hybrid features
18-inch alloy wheels
Eight-way power-adjustable driver’s seat with lumbar support
Wire up a set of Roadvision’s all-new, cutting-edge S8 Stealth Series driving lights to the front of your 4×4 and you’ll be well-equipped to navigate terrain when the sun dips below the horizon.
The powerful eight-inch units boast an impressive 7937 lumens per light, which will undoubtedly ensure class-leading visibility for a wide range of driving conditions – think a lap of the map, or weekend adventures with mates in pursuit of remote campsites. Each light features 24 x 6W Cree LEDS, which project an impressive beam penetration of 768 metres (1086 metres per pair) at 1 lux.
A key cog to this extraordinary performance is Roadvision’s Thermal Management Technology, which in tandem to maximising light output also plays an important role in dissipating heat and ensuring reliable and durable performance in Australia’s harsh and unforgiving elements.
Strengthening the units further is the use of robust, lightweight aluminium housing and polycarbonate lenses, which protects the lights from rocks and debris. Not only is the S8 Stealth Series practical and durable, it’s also contemporary in its design. The driving lights feature black mounting hardware and innovative dual colour (white/amber) HALO DRLs which feature a bezel-less design.
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The lights also come with a low-profile mounting bracket to optimise bull bar space, as well as a unique light cover that allows the HALO DRL to remain visible when in use. The icing on the cake is that Roadvision offers a generous seven-year warranty on the S8 Stealth Series, so you can be rest-assured they’re up to the task for many years of hardcore off-roading. With 50,000-hour LED lifespan, that’s not surprising.
“Our commitment to innovation, durability, and performance is at the core of our product development,” says Andrew Bird, Product Manager, Roadvision. “We strive to redefine what’s possible in automotive lighting, and the S8 Stealth Series Driving Lights are a testament to that commitment.”
Roadvision’s S8 Stealth Series driving lights are available to purchase now from leading automotive retailers.
The 2024 Toyota Prado off-road SUV will be offered in five variants when it lands in Australia around May or June.
Toyota Australia has confirmed the 2024 LandCruiser Prado large SUV – the first all-new model since 2009 – will be offered in a new off-road-focused Altitude variant, which will slot between the familiar VX and Kakadu flagship grades.
It will also continue to be offered in GX and GXL variants, with five seats for the GX and Altitude or seven seats for the GXL, VX and Kakadu.
All variants of the 2024 Toyota Prado continue to be powered by a 2.8-litre four-cylinder turbo-diesel producing 150kW and 500Nm.
However, it is now matched to an eight-speed torque-converter automatic transmission – up from six speeds – and the same fuel-saving 48-volt system coming to the HiLux ute in March for improved fuel efficiency, a quieter engine startup, and smoother initial take-off.
Under the skin, all models offer a full-time all-wheel-drive system with a lockable torque-sensing Torsen centre differential and low-range gearing. Electric power steering is also added.
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Toyota Australia has officially announced the new Prado will offer a 3.5-tonne braked towing capacity – up from three tonnes – matching the Ford Everest, Isuzu MU-X, and its full-size LandCruiser 300 sibling.
New features across the LandCruiser Prado line-up include a larger 12.3-inch infotainment system, a 7- or 12.3-inch instrument cluster display (up from 4.2-inch), wireless Apple CarPlay and Android Auto, Toyota Connected Services, a 360-degree camera system, front and rear parking sensors, USB-C ports, a 220-volt power outlet, and standard climate control.
The GXL adds an electric tailgate – which is now flat on all models with the spare wheel mounted underneath – standard leather-accented upholstery, an auto-dimming rear-view mirror, and a wireless phone charger over the outgoing model.
The VX now features 20-inch alloy wheels (up from 19-inch), a full-digital instrument cluster, adaptive variable suspension, a power-adjustable steering wheel, multi-terrain select, and a Toyota-first multi-terrain monitor to view the vehicle’s underfloor while driving.
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The “adventure-focused” Altitude is a new permanent variant in the line-up, borrowing its name from limited edition Prado models offered between 2012 and 2017.
It replaces adaptive variable suspension with a stabiliser disconnect mechanism to provide “an extra 10 per cent of wheel articulation to help maximise traction on uneven surfaces” and reverts to 18-inch alloys with all-terrain tyres.
Topping the new Prado range is the Kakadu, which now sports a digital rear-view mirror, a heated steering wheel, heated and ventilated rear seats, a panoramic moon roof, illuminated side steps, a head-up display, and a rear torque-sensing limited-slip differential.
A full list of confirmed features is available below.
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All Prado variants will be fitted with a full suite of active safety technology, including front and rear autonomous emergency braking, lane-trace assist, blind-spot alert and adaptive cruise control.
It also has nine airbags – up from seven – along with trailer sway control, active traction control, downhill assist control, and ‘crawl’ off-road cruise control with five selectable speed settings.
Up to eight exterior colours will be offered for the new Prado, including two Altitude-exclusive finishes: Tanami Taupe and Ningaloo Blue. Certain colours will be available with a two-tone white roof for the Altitude.
More details about the 2024 Toyota LandCruiser Prado large SUV, including pricing and full specifications, are due to be confirmed closer to its launch around May or June.
Bull bars are virtually essential for 4x4s in Australia … at least for anyone who travels out of the cities.
They’re cheap insurance against animal strikes, where an encounter with a kangaroo can take out your radiator. Far better to spend a few bucks on a decent bull bar than be stranded in the middle of nowhere. Even if you live just out of town, chances are you’ll have an unwelcome meeting with a stray animal sooner or later.
Bull bars also protect the front of your vehicle from wayward trees, branches, stumps, and even large boulders when you’re picking your way through a tight bush track. And they’re the perfect spot to mount winches, aerials and driving lights.
So what’s available on the local market? Plenty as it turns out. To help you narrow down your choices, we’ll go through the various bull bar suppliers. They each have stacks of models in steel and alloy … some even supply polyurethane bars.
AFN bull bars are manufactured in Portugal by a company which supplies military equipment. It supplies both a three-hoop and a no-hoop design.
All AFN bull bars are airbag-compatible, ADR-compatible and winch-compatible. They include dual aerial mounts, driving-light mounts and high-lift jacking points. These bars fit snugly to minimise front overhang and maximise front clearance angle.
ARB has a range of 11 bull bars including Commercial, Deluxe, Sahara, alloy and polyurethane bars.
Commercial bars are where functionality and cost are the highest priorities. A simplified manufacturing process makes these bars perfectly suited to fleet and government vehicles. Deluxe bars are ARB’s traditional bar, and they’re fully compatible with safety features like collision avoidance and adaptive cruise control. Sahara bars have all the features of a full bull bar, but only have one hoop to protect the radiator.
Alloy bars are for those seeking something lighter than steel, while polyurethane bars are rotational-moulded as one piece and are ideal for applications where weight is critical. Most bull bars are available as winch bars. All are airbag- and ADR-compatible. Fog and indicator lights are recessed for added protection, and some models are compatible with side protection rails.
Dobinsons bull bars are designed and manufactured locally by Outback Accessories, and it makes three models, all steel and all powder-coated.
The Classic Black is a functional design for fleets, government vehicles and tradies; the Classic Black Deluxe includes driving lights; and the Stainless Loop Deluxe features stainless-steel hoops. All Dobinsons bull bars are airbag-compatible, ADR-compatible and winch-compatible. They include dual aerial mounts, driving-light mounts and high-lift jacking points.
ECB starting manufacturing bull bars in Australia in 1971. It specialises in alloy bull bars for 4WDs, vans and trucks, and its bull bars range from lightweight nudge bars and ’roo bars to premium winch bars.
All its bull bars are designed to be compatible with safety features like adaptive cruise control, parking sensors, and so on. ECB’s Big Tube Bar is the signature product. It includes fog lights and is available with or without winch mountings. The Roo Bar sits over the OEM bumper bar, like a nudge bar, and it protects the bumper, grille and headlights. It has mounting tabs to fit driving lights. The Midi Tube Bar is similar to the Roo Bar, but it’s designed to protect the OEM bumper, grille and fog lights.
The Roo Bar and Midi Tube Bar are both low-weight and low-cost options if you don’t have the coin for a full bumper bar replacement. All bull bars are airbag compatible and ADR compatible. ECB uses an industry-leading mirror-polished finish or high-quality powder-coated finishes, depending on your needs.
EFS supplies two types of bull bars, the Adventure range and the X-Cape. Its bull bars are designed locally and manufactured overseas.
The Adventure range is the premium model and it is winch-compatible and features recessed fog and indicator lights, infill trims under the headlights, and lower bull bar skid plates. The X-Cape is a winch-compatible bumper bar replacement with no hoops. It has all the features of the Adventure range, minus the hoops. All bull bars are airbag-compatible and ADR-compatible.
Ironman 4×4 has seven bull bars in its range including Commercial Premium Deluxe and Proguard.
Commercial bars are designed for function and practicality, and they’re Ideal for fleets and government buyers where cost is a major consideration. The Premium Deluxe bars include extras like integrated fog lights and colour-coding. The Proguard bar is customisable as a no-hoop, one-hoop, or three-hoop bar. And Alloy bars have all the features of the Premium Deluxe bars, with the advantage of lighter weight.
All bull bars are winch-compatible, airbag-compatible, ADR-compatible, and have high-lift jack points. Recessed fog and indicator lights are for added protection, and most models are compatible with side protection rails.
MAX bull bars are designed locally and manufactured overseas. The range includes four models which has one alloy option.
Features include mounts for driving lights; two mounts for aerials; two rated recovery points; two high-lift jacking points; and a provision for mounting fog lights. They’re airbag-compatible, ADR-compatible and winch-compatible.
Opposite Lock’s spin on traditional frontal protection is that it’s uniquely designed and engineered in Australia to complement and enhance the vehicle’s original aesthetics.
Engineers have designed these bars to offer maximum frontal impact protection whilst being packed with features that allow the personalisation of your vehicle, ready to be equipped with a wide range of off-road accessories. The Opposite Lock Bull Bar has evolved to travel every journey from day-to-day driving to tackling some of the most extreme adventures. Made from high-grade steel to offer outstanding protection, functionality and good looks.
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Materials
High-grade steel
Coating
Durable matte black powder coating – colour coding available
RAXAR bull bars, 4WD accessories and touring gear is for those who are passionate about their rig, enjoy the outdoors and take pride in their 4WD’s appearance.
RAXAR specialise in high-quality 4×4 accessories and equipment for off-road vehicles that is at the cutting-edge of design and innovation. The growing range of products is tough, reliable, functional and designed to meet your needs. Whether it be on the worksite, the street, or your next adventure, let RAXAR take you there in style.
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Materials
High-grade steel
Coating
E-coated and Powder coated matte black for a durable finish
Opposite Lock offers a classic range of “no nonsense, value for money” products.
This includes 4WD bull bars, steps, rails, and under-body protection products that are designed for trade and fleet vehicles, as well as anyone looking for a quality bull bar.
PIAK bull bars are designed and manufactured overseas, and the range includes two models which are both available as three-or no-hoop designs.
The Elite range is what PIAK calls ‘tech-compatible’, meaning they’re compatible with parking sensors, adaptive cruise control and the like. The Premium range are compatible with parking sensors and are designed for older 4WDs. All PIAK bull bars are airbag-compatible, ADR-compatible and winch-compatible.
TJM bull bars are designed locally and manufactured overseas, and they cover a wide variety of vehicle makes and models, primarily with steel bull bars.
The range includes Tradesman, a functional three-hoop bar designed for fleet vehicles and tradies; the steel Outback and alloy Signature, TJM’s premium three-hoop models; the Explorer and Frontier, available with a steel or a polished alloy hoop to protect the radiator; and Venturer, Chaser and Covert no-hoop bars, replacements for the bumper bar with increased approach angle clearance over the OEM bumper bar.
Most TJM bull bars are winch-compatible and all steel bars have high-lift jacking points. A handy feature is the twin aerial mounts. All bull bars are airbag-compatible and ADR-compatible.
XROX bull bars were originally designed for comp trucks but have gained popularity in the recreational 4WD market.
Xrox have a range of features including two high-lift jacking points; four recovery hook locations; four mountings for spotlights and aerials; detachable side wings to allow easy replacement; and winch compatibility. All XROX bull bars are airbag- and ADR-compatible. Most are a one-hoop design to protect the radiator and to allow additional mounting points for aerials, sand flags and driving lights. The remainder are the no-hoop design, so you lose the extra mounting points but maintain all other features.
Its comp truck heritage means the bull bars have a massive approach-angle clearance, plus a super-solid construction. The replaceable wings are a great idea for those who love taking 4WDing to the extreme.
Why install an aftermarket bullbar? Two main reasons: protection and convenience.
A quality bullbar will afford the front of your vehicle (and all of the important mechanical bits) superior protection from kamikaze animals and wayward drivers, but it will also protect in dense scrub when truly off-road on the hunt for an elusive, out-of-the-way campsite.
Depending on the type fitted and what it’s made of, a good-quality bullbar will absorb the majority of impacts and protect the bits of the car that matter – namely the radiator and cooling system. A good bullbar will also provide a great base from which to attach other essential off-road kit – winches, light bars, LEDs and antennas.
A by-product of a bullbar, but an aspect important to many off-roaders, is the aesthetic enhancements a top-quality unit affords. Get the right one and you’ll have a bullbar that not only does the job, but looks the goods as well.
Why you need a good quality bar
You may think picking up an eBay special will save you a few pennies, but you’d be wrong. It may save you a few bucks in the short-term, but it’ll come back to bite you on the arse in the long run.
While an el-cheapo bullbar may look like the real thing on the outside, appearances can be deceiving. Steve Sampson, ARB’s product manager, explained: “A lot of the differences won’t so much be on the parts you see of the bar, as the outer appearance of the bar will look similar [to a high quality one].
One of the most important things is how the bar is attached to the chassis, and whether airbags will still deploy at the same rate.
“We do a lot of testing to ensure that the crash-rate characteristics of the vehicle haven’t been affected by having a bullbar on the front, so there’s a lot of work and a lot of bracing in behind the bar which you don’t necessarily see,” he explained.
If you happen to bang your 4×4 into a tree on a steep descent down Billy Goat Bluff, then you’ll be wishing you spent a few extra quid on a better bar.
“If you were to have an accident, the bar’s not going to perform the way it should,” Sampson continued. “If the vehicle chassis mounts are made to a price point, as opposed to a function point, then that’s where the problems start.”
Opposite Lock’s general manager, Adam O’Sullivan, concurred: “Before an Opposite Lock (OL) bullbar can be released to the public, it must first pass through a series of complex design, build, test, safety and production phases.
There are many, many negatives to a poorly designed, developed and manufactured bullbar, including the fact of non-ADR-compliant hardware and accessories.”
That’s the key thing to remember when umming-and-ahhing over whether to cheap out on a crappy bullbar: will it do the job it’s designed to do?
Ironman 4×4’s product director, Adam Craze, reiterated that point: “We have them tested in Australia for the safety components and also out on the tracks to ensure they work the way we know they need to when in use. We use the best material and equipment to make our bullbars. There are no shortcuts along the way.”
TJM is an Australian company that has been designing and manufacturing a range of steel and alloy Frontal Protection Systems (bullbars) since 1973.
“When a bullbar that doesn’t comply with relevant ADRs or hasn’t been tested to be airbag-compatible is installed on a vehicle, the safety of all occupants are at risk due to the chance of airbags not being deployed when required, as well as the possibility of costly repair bills if airbags deploy incorrectly when not required,” Albert Swanepoel, TJM’s Vehicle Protection Category Manager, told us. “Properly designed and meticulously tested TJM Frontal Protection Systems ensure airbag deployment when necessary as well as prevent unnecessary activation.”
Albert added: “Poorly designed mounting system may not handle winching loads well and cause damage to the bullbar and/or vehicle. The same poorly designed mounting system (and lack of proper testing) may result in vehicle damage through everyday use due to lack of sufficient clearance between the bullbar and vehicle. This is one of many issues that may arise with poorly designed vehicle protection systems.
“TJM Frontal Protection Systems are tested and proven to be able to withstand more than reasonable loads during winching operation, with the mounting system rated to loads of up to 12,000lb.”
A well-designed bullbar will also absorb the impact of a collision with a 100kg+ animal and, in doing so, protect the vehicle’s occupants.
ECB’s executive sales and marketing manager, Gaven Paterson, said: “Most animal strikes happen suddenly and unexpectedly, and the exclusive triangulation design and our reinforced 6mm channel will protect the front of the vehicle every time, even against the biggest animal.”
“Every bullbar should be designed to protect the entire front of the vehicle, including the grill, bonnet and, most definitely, the front wheels.”
Serving a purpose
You have confirmed you need a bullbar and you’ve settled on a good quality product, so what next? Now it’s time to decide what sort of bullbar you want. Do you need a full bumper replacement or a cut/over OE bumper?
Do you want full, single, or no hoops? Are you after a tube or a competition-style bar? Does it have recovery points and mounts for lights and aerials? And, crucially, is it ADR and airbag compliant?
The most important thing to remember is the intended use of your 4×4. Alex Surwillo, from ARB’s marketing team, said: “It depends on what level of protection, functionality and aesthetic appeal the customer is looking for.
Our Summit and Deluxe bullbars are a popular choice for those who want premium protection and functionality, featuring integrated jacking points and the ability to mount lights, antennas and a winch. We also manufacture a range of other bullbars to suit different aesthetic preferences and budgets.”
There’s no point opting for a full-hooped bar if you don’t plan on partaking in any off-roading, but a single-hoop bar could be more up your alley if your route involves dark country roads and ’roos with death wishes.
If greater approach and departure angles take precedence over all-out protection, then a lightweight and simple tube bar (such as the XROX) should be atop the wishlist.
Mounting points for aerials and lighting are also important for some buyers, so it pays to research.
“TJM bullbars incorporate and are designed to function properly with vehicle features (parking sensors, radar systems),” Albert Swanepoel from TJM said. “They’re also a quality platform to mount accessories like driving lights and aerials without any modification.”
All TJM bullbars are designed and tested in Australia and feature a quality designed and engineered patented mounting system to ensure the bullbar is securely fastened to the safest and strongest parts of the chassis.
“[With our bars] all the loads from winching and kinetic recoveries are directed equally into the chassis rails without compromising the airbag compatibility,” Albert said. “By not sending the winch loads through the airbag crumple zones TJM can provide incredible strength in the mountings, while reducing load on the chassis rails thanks to minimal overhang.”
Steel, alloy or plastic?
That same principle – the intended purpose of the vehicle – also applies when deciding on a steel, alloy or plastic bullbar. Each material has its individual pros and cons, and each is tailored to suit very different purposes.
“Alloy bars are generally lighter, which means you can pack more gear in and are less likely to need a suspension upgrade. Alloy bars can be higher maintenance due to their finish, as they do require more care to keep them looking shiny,” explained Adam O’Sullivan.
“Steel bars are heavier and you need to take the bullbar weight into account when calculating your GVM. Due to the increased weight, you may also need to upgrade your suspension when installing a steel bullbar. Steel bullbars are heavier, yet have less give and flex due to their construction.”
Adam Craze added: “Aluminum bars don’t rust so are perfect for beach drivers, but do require regular maintenance to maintain their shine. On the other hand, steel bars offer better protection, a stronger platform for accessories and are easier to manufacture. Steel is also easier to repair.”
However, just because alloy bullbars are lighter doesn’t mean they’re necessarily weaker. “Don’t be fooled thinking just because alloy bullbars are lighter that they’re weaker, as most modern, quality-made alloy bullbars are extremely tough and durable,” Craze said.
“Steel bullbars are built around the concept of strength and function, with an old perception that aluminum is made for shiny looks and lightweight protections. But now with better grades of aluminum, we can design an aluminum bar with the strength properties close to that of a steel bar but with a weight saving of around 30 per cent.”
ARB has been designing steel bullbars in-house for more than 40 years, but with market demand shifting – and modern vehicles becoming more dual-purpose – there has been an obvious requirement for a lighter product.
Not that alloy is new to ARB. “We have a long history manufacturing alloy bullbars dating back to the 80s, and we have also been making alloy roof racks for about nine years,” Steve Sampson told us. “So we have significant experience in dealing with alloy.”
Sampson went on to explain the assembly of an ARB alloy bar: “Compared to a steel bar, the alloy bar assembly is lighter, however the mounting system and winch cradle is still manufactured from steel so that the weight and stress of winch forces is transmitted to the chassis, not the alloy. An alloy bar with a winch fitted can be a comparable weight to a steel bar without a winch.
“As the lower pan of both bars is essentially the same style – both steel and alloy bars have the same approach angle. There’s no difference with how the vehicle gets used, it comes down more to appearance on the vehicle and maintenance – a polished alloy surface will need to be cleaned more regularly,” he said.
East Coast Bullbars (ECB), based in Queensland, specialise in alloy frontal protection for vehicles built from 1980-2017. It has manufactured alloy bars since 1971, making it the oldest bullbar manufacturer in Australia.
“East Coast Bullbars are 100 per cent Australian made,” Gaven Paterson told us. “Our DNA is in manufacturing high quality products that offer superior strength whilst still being half the weight of a steel bullbar.”
“With our products being half the weight of a steel bullbar, fuel usage, tyre wear or the general handling of the vehicle won’t be affected like it would by fitting a steel bullbar.”
The average weight of an East Coast Bullbar is approximately 35kg (a steel bar is approximately 80kg).
The majority of ARB’s bullbars, however, are steel. “We have about 10 vehicles which are covered by an alloy bar, but our steel bars cover a couple of hundred vehicles,” Steve Sampson told us as we toured ARB’s Kilsyth facility (see Manufacturing Process below).
He admits, however, that the trend towards alloy bars is growing, but an obvious obstacle to fitting an alloy bar is price. “Because the materials cost more for an alloy bar, it is more expensive than a steel bar.”
EFS also research, develop, design and test (manufacturing is conducted overseas) a range of Adventure Series premium steel bullbars.
Why steel? According to James Don, EFS’s branch manager, “It’s tougher and up to the task for heavy-duty work.”
EFS bullbars are made from 63mm steel tube, are winch compatible and come with a winch cradle mounting bracket, have lower bullbar bash plates, twin aerial mounts and CNC headlight infill trims.
“The most popular vehicles we fit bullbars to are Rangers, Colorados, Hiluxes, Land Cruisers, D40s and Tritons,” Don said. “Our bullbars comply with ADR 69 standards and meet airbag safety regulations.”
An alternative bullbar is the ARB-owned SmartBar, a lightweight bar made from roto-moulded polyethylene.
“The lightweight properties of the polymer and the hollow construction consequent to the rotational moulding manufacturing process minimises the weight added to the vehicle when fitted, mitigating the effect the Vehicle Frontal Protection System (VFPS) has on GVM, which in turn has long-term positive effects on fuel consumption along with reduced wear and tear on tyres and suspension components.
Not only benefiting the customer’s pocket, but the environment, too,” SmartBar’s General Manager, Kevin Baker, told us. “The SmartBar also has what could be described as ‘muscle memory’ and generally returns to its original shape after impact.”
Upon impact, a SmartBar can compress up to 85 per cent of its depth, and then return to 95 per cent of its original shape within minutes. The SmartBar offers unrivalled occupant and pedestrian protection, and has been independently tested to ADR standards.
Ready to buy? Key things to remember
Get a top-quality bullbar from a trusted manufacturer and ensure it fulfils your personal off-roading requirements and has the capacity to house the accessories you want to fit to it (and they work as they should). Hardcore outback expedition rig? Then get a serious bullbar!
Ensure the bullbar meets ADR requirements and is compatible with airbags. No point getting the duck’s guts of bullbars if it makes your rig illegal or unsafe to run.
As Adam Craze explained: “All of our bullbars are designed and tested by Ironman 4×4. We have them tested in Australia for the safety components and also out on the tracks to ensure they work the way we know they need to when in use.”
Double-check it has recovery points and that it doesn’t hinder ground clearance or other functions (sensors, etc.).
“With the release of modern vehicles, new systems, radar systems and headlight washers, we have had to incorporate these systems into our bars,” said Craze. “This extends the testing period, as we need to fully complete testing on each of these components as well as the standard tests. We make a sample bar from the design and test-fit each bar prior to starting the manufacturing process.”
ECB’s Gaven Paterson added: “Our internal R&D team work tirelessly with the various vehicle manufacturers and dealerships around Australia to ensure our products are designed to work with the very latest technology in new vehicles.”
Finally, does the bullbar come with a factory warranty? Ironman 4×4 offers a 12-month warranty for its bullbars; ARB and Opposite Lock provide two-year warranties; and ECB offers an unmatched lifetime warranty.
Manufacturing process
We popped in to ARB’s Kilsyth facility to see the build process of a bullbar from go-to-whoa. The manufacturing process for the steel bars begins with a flat sheet of steel that’s cut to shape using computer-aided laser cutters.
The steel then works its way down the production line, is bent, cut and welded to shape, before being powdercoated and packaged for delivery.
Steve Sampson said: “We design, develop and manufacture. We do every stage of the process.”
Additional bullbars are also produced at ARB’s Thailand plant, which predominately services ARB’s international market. “The Thai plant is fully owned by ARB, and the quality of the product is no different. We use the same machines, same process. There’s no less quality coming out of overseas than what is produced in Kilsyth,” Sampson added.
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