Driving on my own means extra prepping in case of emergency, but this is made less daunting with the appropriate gear and an impressive vehicle like the Ford Everest Sport to take for a weekend spin.
My mission was to find a destination not far from the city that has great camping areas, walking trails and the occasional four-wheel drive track to get my dose of outdoor adventure. Dwellingup and its surrounds tick all these boxes, and it’s just over an hour south-east of Perth.
It’s also a stand-out from the crowd with its slick blue exterior design, front fascia features such as a black mesh grille, distinctive LED headlights and stylish 20-inch alloy wheels.
My first stop, just 15 minutes north of Dwellingup, is a drive along Grey Road towards the Marrinup Falls Walk Trail; just outside of Marrinup town and campground. It’s an incredible time of the year to see wildflowers; particularly the wattle trees that illuminate either side of the road with their iridescent yellow flowers.
Adjacent to these trails is the POW camp trail. This historical trail has a dark history, as it was used as a prisoner of war camp during, and after World War II.
It allows hikers to retrace the footsteps of the prisoners on a 4.5 km circuit and undoubtedly is a unique way to experience first-hand the history of this area. However, I am on the clock to set up camp and check out some other tracks before dusk sets in; so, I head off towards Dwellingup.
Next door is a buzzy little cafe with a throng of bikes out front; not surprising due to Dwellingup’s burgeoning mountain bike scene and other outdoor winter activities from what I’ve gleaned from the information counter and pamphlets I’ve gathered.
Everything from different grades of cycling and hiking trails to ziplining and white-water rafting prevails in this area. The Dwellingup Adventures shop within the same building, offers a variety of mountain bikes, canoes, or kayaks for hire.
Lane Poole Reserve is a 50,000-hectare natural playground; nestled in the Darling Range and less than a 10-minute drive south from the Dwellingup Information Centre, it offers a very easy driving circuit through forest dappled sealed and unsealed tracks, and over river crossings.
There’s plenty of options for camping upon entry to the Reserve (fees apply), with each area providing pit toilets, fire pits and bins for both families and solo travellers like myself; including campgrounds at New Baden Powell (usually a host to school camps), Charlies Flat, Yarragil, Stringers and Tonys Bend.
I take the winding road that splits off from Nanga Bush Camp near the main entrance towards Bob’s Crossing – a quaint little bridge that overlooks the Murray River, and so glassy that it resembles a fold-out painting of forest as it reflects off the water’s surface.
During the summer, the river provides a playful setting for swinging off ropes into the water, canoeing and fishing; a very different scene to the stillness and tranquillity I am witnessing right now.
The road towards Tonys Bend campground runs parallel to steeply forested valley slopes and swimming holes of the Murray River and it’s mottled with dark muddy potholes and slimy unsealed gravel road, which the exceptional suspension of the Everest helps it glide over with ease.
It’s a magical view of the river from my secluded camp spot as I set up my swag, devour my vanilla slice and then jump back in the Everest (while still trying to get used to the auto start button for the ignition!) to check out the Captain Fawcett track for some potential off-road action.
Allow for up to 4 hours on this moderate to difficult four-wheel drive track. It’s around 105 km with the first 30-odd km taking most of the time; beginning at Dawn Creek Road near Nanga Mill and ending at Quindanning.
Unfortunately, with the recent heavy rains, the track is closed once I get there.
I get a rare glimpse of what looks like a western quoll (or chuditch) scuttling across the track and into the forest underbrush.
There’s no doubt that with the Everest’s V6 diesel engine that delivers ample torque for off-road adventures, it will find the steep hills and challenging terrain of this track a cinch to power through, but bringing a driving buddy along during the drier months may prove to be the safer option for me, anyway.
So, I drive back through the Nanga Townsite, past the Treetops Adventure playground which is webbed with 8 different tree rope courses and 23 ziplines, through to Nanga Mill campground to have a snack and watch the kangaroos, kookaburras and magpies go about their business in the sunshine.
I get a rare glimpse of what looks like a western quoll (or chuditch) scuttling across the track and into the forest underbrush.
Yes, quokkas are found outside of Rottnest Island, which is news to me as a Western Australian local!
However, I start chatting to a ranger doing some maintenance around the campgrounds who says it’s unlikely I would have seen one around these parts – but that it may have been a quokka. Yes, quokkas are found outside of Rottnest Island, which is news to me as a Western Australian local!
The reserve protects about 500 species of native plants which provide important habitat for threatened fauna species; including said quokkas, the noisy scrub-bird, woylie, chuditch and western ring-tailed possum.
It hosts part of the Bibbulmun Track, a walk that stretches 1000 km from Perth Hills through parts of Lane Poole Reserve and down through to Albany. The Munda Biddi Trail is a renowned off-road cycling track that traverses through the pristine forests of the reserve and is suitable for all levels.
Chuditch Walk Trail also passes through the Nanga area, which was once a thriving timber milling town, operating from 1900 until the devastating Dwellingup fires of 1961. The trail can be started from either Nanga Townsite or Nanga Mill campgrounds.
The Everest cruises on the undulating, wet and windy roads of Dwellingup and surrounds, with barely a noise heard within the cabin itself.
It’s incredibly chilly outside, particularly in the depths of the jarrah forest, so the seat warmers add extra comfort for the drive, and I’m enamoured with the extra top glove compartment for easy extraction of maps; which I’ve marked up with places I want to visit on my drive.
I awaken to early morning sunlight filtering through the trees and go about making coffee in my filter cup; then pack up my swag to hit the road. It’s not a country drive without picking up some local produce on my way through Dwellingup.
There’s a convenient ‘tap-and-go’ backyard caravan setup selling all the relishes, local honey and jams that I can fit in my arms, and then I’m back on the open road in the Ford Everest towards the big smoke once again.
For information on the Ford Everest range and features, visit here [↗].
The Pinjarup and Wilman people are the Traditional Owners of Lane Poole Reserve. The reserve is named after Lane Poole, who was Western Australia’s first Conservator of Forests and formulated the Forest Act for the sustainable management and conservation of Western Australia’s forests.
Lane Poole Reserve was designated in 1987 for the protection of its unique flora and fauna, after a long history of timber milling.
Leave no trace and stick to designated tracks: Dispose of waste responsibly and leave no trace of your visit. Pack out all rubbish, including food scraps, to maintain the pristine beauty of the reserve and follow specific track guidelines or closures to protect the natural habitat.
The COVERT winch is equipped with an ultra-efficient all-in-one motor control unit paired with a finely tuned 5.3hp 12V motor. The in-built motor control unit features a direct-connection bespoke Albright contactor that creates greater motor efficiency while removing the requirement for an external control box.
The purpose-built 5.3hp series-wound motor drives a four-stage gearbox that delivers faster line speeds while drawing reduced current, something you demand from a 4WD recovery.
The gearbox is constructed using hardened steel gearsets that have been designed for maximum strength, load distribution and durability. A zero-drag braking system provides 100 per cent load holding and the ability to utilise powered unspooling under zero load, without damaging the COVERT winch.
Engineered and proven in Australia, the COVERT winch utilises the highest quality components and has been rigorously tested so that you can be assured the winch and its components are reliable and long-lasting, even under the harshest conditions. Robustly constructed, the lightweight aluminium alloy housings are structurally designed and finished with a durable pre-treated satin black powdercoat.
With a stylistic and discreet aesthetic, the COVERT winch allows a discreet fitment into an expansive range of 4WDs and, with multiple mounting options that won’t interfere with the airflow to cooling systems or essential sensors on your 4WD, the versatile winch comes prewired with preset clutch positioning to suit most bull bars.
The COVERT winch also comes with a compact and water-resistant dual-connection remote that offers a 30m range (wireless) or 5m wired lead and a main power isolation switch.
The RWC100S and RWC100W models are 583mm (L) x 171mm (W) x 202mm (H) and when fitted weigh 31.5kg with a synthetic rope and 43kg with a steel cable.
The synthetic rope is 28m black, 10mm diameter with a protective sleeve, while the steel cable is 28m, 9.2mm diameter. Fairleads to suit the synthetic cable or wire cable are included in the kit.
Bushranger offers a limited lifetime warranty with a seven-year warranty on the electrical components.
COVERT 10,000lb Synthetic Winch: $1595 COVERT 10,000lb Wire Winch: $1395
A total of 5124 Ranger 4×4 variants were registered in September 2023, giving it an edge of 394 units over the HiLux which registered 4730 total 4×4 sales.
The Isuzu D-MAX continues its steadfast performance on the charts, with its 2339 total 4×4 sales once again placing it on the podium behind the Ranger and HiLux.
These three vehicles also featured on the overall best-selling charts (4×4 and 4×2 vehicles combined). With 5776 total sales, the HiLux was followed by the Ford Ranger (5429), Tesla Model Y (3811), Isuzu D-MAX (2885) and Toyota RAV4 (2798).
The Ford Everest has leapfrogged Toyota’s Prado and LandCruiser 300 Series to sit fourth on the 4×4 charts and take the mantle as Australia’s best-selling SUV (4×4). Another SUV that has backed up strong sales in August (1032) is the Nissan Patrol, with the big off-roader snaring a further 1208 sales in September and cementing its position in the top ten.
With the Premcar-developed Patrol Warrior starting to head to customers in October, this ageing vehicle seems to have a new lease on life.
The LDV T60 remains the best-selling budget buy, with 702 deliveries occurring in September. It was followed by the GWM Ute (624 sales) and SsangYong Musso (195). It was a very similar trend in August 2023 – 710 sales for LDV T60, 631 for GWM Ute and 280 for the Musso. As a side note, GWM delivered 30 Tank SUVs in September.
Absentees from the best-selling 4×4 vehicles in September include the Mitsubishi Triton (799 sales), VW Amarok (799 sales) and Nissan Navara (694 sales).
Considering the Amarok and Ranger are essentially twins under the skin, the discrepancy in sales of 4415 4×4 units is quite remarkable.
| Vehicle | Units |
|---|---|
| 1. Ford Ranger | 5124 |
| 2. Toyota HiLux | 4730 |
| 3. Isuzu D-MAX | 2339 |
| 4. Ford Everest | 1984 |
| 5. Toyota Prado | 1976 |
| 6. Toyota LandCruiser 300 | 1404 |
| 7. Toyota LandCruiser 70 | 1209 |
| 8. Nissan Patrol | 1208 |
| 9. Isuzu MU-X | 1047 |
| 10. Mazda BT-50 | 933 |
| Vehicle | Units |
|---|---|
| 1. Ford Ranger | 38,953 |
| 2. Toyota HiLux | 34,876 |
| 3. Isuzu D-MAX | 17,435 |
| 4. Toyota Prado | 12,825 |
| 5. Isuzu MU-X | 10,862 |
| 6. Mazda BT-50 | 10,829 |
| 7. Toyota LandCruiser 300 | 10,816 |
| 8. Ford Everest | 10,383 |
| 9. Mitsubishi Triton | 10,048 |
| 10. Toyota LandCruiser 70 | 8255 |
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It says the LandCruiser 300 Series sets the benchmark for 4×4 passenger vehicles when it comes to towing, off-road performance, and general touring capabilities.
Pedders aims to enhance these characteristics through its new range of upgrade parts which are now available Australia-wide via Pedders outlets.
After extensive performance and durability testing and development, Pedders says it has raised the bar by offering one of the largest ranges of suspension upgrade components currently available to suit the new 300 Series.
The 300 Series range starts with 30mm and 50mm raised height coil springs, available in regular, or heavy-duty form for those vehicles equipped with heavy accessories.
Pedders is also offering three levels of constant load raised rear springs at 200kg, 400kg and 600kg. For owners fitting heavy accessories like bull bars or custom drawers, Pedders also offers standard height levelling springs, which return a sagging front or rear end back to the desired height.
The Pedders range also features three types of shock absorber to meet all customer requirements. The range starts with Pedders 4×4 Gas Shock Absorbers, then steps up to the premium Foam Cell Shock Absorber.
Foam Cell shocks offer the advantage of more consistent rebound and compression control and dramatically reduced shock fade. This is because there is no air or gas within the shock, so the oil cannot cavitate and form froth which causes reduced compression.
The Pedders Heavy Duty Gas Shock Absorber is also available to match the Heavy Duty coil spring options – designed for vehicles that regularly tow or carry heavy loads.
Those 300 Series LandCruisers that are used for towing duties can also benefit from a range of Pedders AirAssist air bag suspension kits which are now available.
Pedders AirAssist comes in three height levels to suit standard, 30mm raised and 50mm raised vehicles – and each kit is available in heavy-duty form for those carrying heavy loads.
Pedders also offer a GVM+ Upgrade Kit, meticulously designed to offer superior durability and a significant suspension performance boost when carrying heavy loads – taking the certified GVM Rating of the 300 Series to a massive 4090kg.
The kit includes robust components, all backed by a Pedders two-year/40,000km Nationwide Warranty. The kit includes heavy-duty springs, Foam Cell Shock Absorbers, and upper control arms specifically tailored to the LandCruiser 300 Series.
If you’re towing or carrying heavy loads, it’s worth also upgrading your 4×4’s braking system. When it comes to the 300 Series, Pedders offer upgraded Slotted & Geomet-coated brake rotors, as well as high performance Kevlar Ceramic brake pads. These upgrades offer greater temperature control and reduced brake fade during repeated hard stops.
With 40+ Part numbers released, and more in development for the 300 series, Pedders invites you to come and talk solutions at your nearest Pedders Store.
Our Scorpio arrived with 9000km on the clock, and as one of the earliest cars in the country it wasn’t equipped with Apple CarPlay. Once you’ve used CarPlay regularly, you can’t live without it – so we headed straight to the Mahindra dealer to have it installed, along with a few other computer updates.
It only took a short time to install and it all works well, and the trip gave us a chance to hit some backroads in the Scorpio. Earlier drives with the new wagon already told us the engineers had done an impressive job with the suspension, and hitting some roads that were in pretty poor condition reaffirmed those beliefs. The Scorpio handles well for a body-on-frame vehicle with excellent body control and dynamics.
The 2.2-litre diesel engine and six-speed automatic transmission combination delivers surprisingly quiet and refined performance, but with just 129kW and 400Nm on offer it is no rocket ship and you need to plan overtaking manoeuvres.
Our only complaint with the driveline is some backlash driving at low speeds when on and off the throttle, and this is all too common in stop-start Melbourne traffic.
The Scorpio is not a big wagon and could be compared to the old XJ Jeep Cherokee in both its size and rugged construction. It’s comparable to a Mitsubishi Pajero Sport, but not as big as an Isuzu MU-X or Ford Everest.
It’s sold in Australia as a six-seater, with comfortable leather-covered bucket seats for the first and second rows and a two-seat pew across the back. While this configuration provides extra shoulder room for second-row passengers, the third-row seat is not a great fit and it massively eats into the cargo space.
We imagine many owners removing that third-row seat, and we feel the Scorpio would be better sold as a conventional two-row five-seater.
The Scorpio cabin is comfortable for the driver, as it’s easy to use and well-equipped, but it is missing a few essentials like the rear-row airbags and reach adjustment for the steering column.
There’s no AEB, lane-keeping assist or radar cruise control, normally considered essential safety features. The Scorpio has a five-star Global NCAP rating, but the omission of these features will prevent it from achieving this on the ANCAP standard and might keep it off the shopping lists of some family buyers.
The Scorpio is a great value-for-money package
Over our month with the Scorpio it has been used by a few members of the 4X4 Australia team, with a common theme being that, after initial concerns with a relatively unknown brand, most drivers liked the vehicle the more time they spent driving it. This usage included on- and off-road driving, chasing other test cars around on photo shoots, and general family use.
Overall, the Scorpio is a great value-for-money package, but needs those now commonplace safety features and some small refinements to make it a true competitor in the 4×4 wagon market.
The problem, though, is that tubs and trays offer little in the way of weather protection or security. The solution is a canopy or service body, of course. The modular design of these aftermarket units allows owners to tailor a set-up that best suits their lifestyle and the gear they’re carrying.
Canopies and service bodies are a fantastic way to transform your ute into an ultimate tourer. Once you have the basic shell, your options are limited only by what you can dream up u2026 and what you can fit in there. Alternatively, select a tried and tested unit from a supplier, already kitted out and ready to go.
Whatever you choose, you’ll be well-equipped to hit the dirt and start exploring.
| Material | Finish | Weight | Load Rating | |
|---|---|---|---|---|
| ARB Ascent canopy | UV-stable ABS thermoplastic | Colour-coded | 60-70kg | 100kg (dynamic)350-400kg (static) |
| Ironman Pinnacle 2 | Heavy-duty vinyl ester fibreglass | Colour-coded | 100kg | 90kg (dynamic)u00a0 |
| EZtoolbox | Aluminiumu00a0 | Black or white | 120kg | Not specified |
| Trig Point | Combined steel and aluminium | Colour-coded | 260kg | 300kg |
The flagship of the ARB range, the Ascent Canopy features UV-resistant thermoplastic and a three-year/60,000km warranty, meaning this is a long-term investment. Added features like vents to provide positive canopy pressure and lift-up side windows improve the user experience.
Sleek lines are the standout feature of this canopy from Ironman 4×4. It may be missing some of the features of high-end canopies, but it’s also missing some of the dollars from the price tag. The Pinnacle 2 is far from a low-budget option in terms of quality, but if positive pressure air vents and 100kg roof loads seem excessive, then have a look at this unit.
Aluminium construction means the EZtoolbox service body is relatively lightweight and doesn’t eat into all-important payload. Complete with undertray toolboxes and a trundle drawer, this is the complete storage solution. The tapered under-tray boxes mean departure angle is compromised, though.
Its combined aluminium and steel construction make it both strong and lightweight in equal measure. This service body from Trig Point is a more premium option and includes a rear bar to protect the tray and under-tray toolboxes, filtered air vents to cool the canopy, and a built-in roof rack.
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.
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.
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.
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.
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.
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.
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 and aftermarket products for more than 40 years.
When looking for the best accessories for your make and model of 4WD, there are some things essential to making sure you have the best off-roading experience.
When we compare products, here are some of the things we consider:
We also consider user reviews and our own experience with these products 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.
This is my 1991 2.8-litre dual-cab HiLux, and it’s my absolute pride and joy. I bought it stock as a rock and have owned her for nearly a year. In that time I’ve put in more than 50,000km of camping, hunting, fishing and 4×4 trails. It’s also my everyday vehicle and it never fails me.
The engine was rebuilt last year and she’s had small upgrades including a two-inch lift; new head unit; UHF; extended brake lines; a snorkel; and speakers. Other than that, she’s all original. I’d like to keep her as simple as possible, as these HiLuxes are very capable and reliable off-road as is. Maybe just some tidy-ups, a new tray and stainless snorkel, but I have to appreciate the style and build of these rigs – why would you want to change it – Jessica
I bought my first four-wheel drive, a 2010 Mitsubishi Challenger, this time last year. I have only done one trip where 4WD was needed, and I was a passenger. No gear and no idea, that’s how I saw myself. My immediate family members never had a car while I was growing up, but I always wanted a classy and tough car. I couldn’t go with the sporty, flashy, zippy cars, as I always wanted the big and beastly-looking cars.
“Mitsi” is my first one, and although she’s been complimented by lots of experienced 4WDers, I haven’t tested her in deep waters yet. She came with all I needed, so it was love at first sight: ARB bullbar and spotlights; snorkel; extra suspension; bumper plates; tow bar; DP chip; dual battery; UHF radio; awning; and fitting tent.
I have added Titan twin drawers, and will build a platform so I can sleep inside and have more storage for off-grid when travelling alone. I prefer sand and beach to mud and rocks, but I want to experience it all with her – Vivi
It has 285 Maxxis tyres, 2-4-inch adjustable lift, In-House Fabrication snorkel, and a dual-battery set-up in the tub. This 4×4 has been to some beautiful places including Bribie, Double Island, Fraser, Mount Mee, Glasshouse Mountains and Crescent Heads.
The ultimate goal is to take this 4×4 to Cape York and the Victorian High Country, but in order to get there I would like a new bullbar, winch, rock sliders and towing mirrors. One other goal I want for the 4×4 is to get a jetski – Katelyn
I’ve added a four-inch lift with 16psi turbo tuning – she may be slow, but I’ve yet to be beaten out in the bush. I’ve gone on many adventures with the Rolly Patrolly.
My most memorable experience was when a mate and I got lost in the bush. We followed a track that ran alongside a river, hoping we could cross it. The river then became fast rapids and we didn’t want to risk it. We continued down the track until we came across a very sketchy descent. This was clearly a climb, but we had to go down it. My mate went first and nearly rolled it, and so did I. Right after the descent we stumbled across a 30-40m-long bog hole.
My mate found a way around in his little Hilux, but I couldn’t. I had to go through it. We did the stick of truth and it didn’t seem that deep – I went for it and just sank straight down to the bull bar. Ended up being stuck for four hours, but no damage – Thomas Sainty
It’s still fairly new, and most of these mods – Tough Dog lift, 30-inch BFG A/Ts, transfer gears, ARB bar, four-inch snorkel and GME UHF – were done before it had done 500km, and then we set off on a 3500km two-week trip to Esperance and back along the south-west coast, all trouble-free.
Since then I’ve only done some local tracks, but I’m planning trips to Exmouth later in the year and the Victorian High Country next year. I have been building Zooks for 23 years now – Joe Lambeck
I have built this FJ40 over the years. It has an LS2 (6L) running a 6L80 transmission on a Nissan patrol chassis, with Fox coil-over suspension and an FJ40 body, which has been stretched 150mm to fit 3/9 Nissan Patrol differential and transfer – Aaron Wood
True, the RAV4 falls directly into the realm of light-duty SUV and is not the usual fare for these pages but this RAV benefits from a few touring mods to help it traverse some rougher tracks.
I’m old enough to remember the early 2000s when compact light-duty SUVs like the RAV4, Subaru Forester and the Nissan X-Trail were turning the new car buying world on to SUVs, and the big 4×4 accessories brands were falling over themselves to create products for them.
However, they soon realised that most buyers of SUVs are not four-wheel drivers, and not the sort of folks to accessories their vehicles for adventures… and the SUV products soon disappeared from their respective catalogues.
The growth in popularity of so-called ‘overlanding’ in the USA has seen a resurgence of kitted-up soft-roaders where the RAV4, Subaru Crosstrek and Hyundai Kona are popular candidates for adventure mods. This has seen the launch of a swag of new gear and accessories for these vehicles to help their owners explore further than the Walmart carpark.
While there’s been a small groundswell for similar builds here in Australia it’s nothing like that in the USA, but with Australian 4×4 accessories manufacturers producing products for the American market, it was inevitable that the gear would come here to suit local SUVs.
One such manufacturer doing big things in the USA is Ironman 4×4 and along with its gear for proper 4x4s, it has developed kit to suit vehicles like the RAV4. Much of that product development happens right here in Australia, so the RAV4 products to fit our local models are now available.
We saw that Ironman had a kitted up a RAV4 here and we borrowed it to see what all the excitement was about.
While we won’t be seeing products like bullbars, rock sliders and massive lifts fitted to RAVs Down Under , the Ironman kit does centre on the same key areas of protection equipment and suspension, as well as storage systems.
Ironman calls its suspension for the RAV4 ATS, and it uses the brand’s Nitro Gas shock absorbers matched to heavy duty coil springs to offer up to 50mm of increased ground clearance. Add some bigger tyres like the 255/65R17 BFGoodrich muddies fitted to this vehicle and the RAV4 is getting some usable clearance, while the aggressive tyres also help with off-road traction.
The thicker coil springs also help the little Toyota carry weight like the rooftop tent as fitted to this example, as well as other adventure equipment.
Even with the added ride height afforded by the ATS suspension, the RAV still has a poor – by off road standards – approach angle, so Ironman developed some frontal projection in the form of the ATS-X bumper guard. Protecting the front edge of the vulnerable front bumper, the tubular steel ATS-X guard mates to a 2mm steel skid plate to protect the engine sump from clashes with the track.
The ATS-X bumper also provides a place to mount UHF antennas and auxiliary lighting, which on this RAV is an Ironman LED light bar.
Compact SUVs are just that, so they don’t have a lot of space inside for carrying gear, so Ironman developed a set of its Atlas roof bars to suit the RAV4, allowing a host of roof-storage options for trays, racks, sporting accessories or even a rooftop tent as fitted on this rig.
Modern electronic traction control (ETC) systems are pretty impressive these days and the ETC systems on proper Toyota 4x4s like the LandCruiser and Hilux are some of the sharpest acting and best in the business, so we hoped this technology transferred on to the SUV range.
The RAV4 Edge even has a multi-terrain mode dial with settings for mud and sand, rock and dirt, and snow, so we hoped that would help with the absence of low-range gearing and long wheel travel.
First impressions of the Ironman RAV on the roads heading out of town revealed that you’d never want to fit aggressive mud terrain tyres to an SUV like this. The way the unibody design of SUVs transfers road noise through to the cabin means that the muddies make their presence known at all road speeds, and ruin what is normally a nice ride in the RAV4. A less-aggressive all terrain would be a better choice of tyre for this vehicle and its abilities.
The ATS suspension feels firm and well controlled over a range of surfaces including highway, gravel and secondary roads, and there was no discernable body roll due to the weight of the tent up on the roof racks.
The off-highway part of our drive took in a popular local gravel road that included some steep climbs and one particular rut that we thought should be within the RAV’s capabilities. Maybe we had too much confidence in the vehicle, as when trying to climb the rut, as soon as either of the front tyres were unweighted from the track, they simply spun with the ETC seemingly doing nothing to transmit drive to the tyres that could use it.
We tried the various modes in the terrain selector, and different lines up the rut, but there was no way the little RAV was going up there and we didn’t want to push it too hard and risk any damage.
This was disappointing as we expected more of the ETC, but it seems the soft-roaders don’t get the same calibration as their more capable stablemates. After detouring around the rutted track we still managed some steep climbs on the hard-packed sandy tracks, some smaller ruts and steep descents where the hill descent control worked great in the absence of low-range reduction.
Just clearing the erosion mounds on the steep hills was only possible for the RAV due to the extra ground clearance afforded by the Ironman ATS suspension; a standard RAV would have bellied out. The BFG muddies helped on these tracks too, contributing to the feeling that without this kit fitted to it, the RAV4 would have never ventured up these tracks.
The Edge is the highest specification in the current RAV4 range and makes for a nice little family car. It’s powered by a naturally-aspirated 2.5-litre petrol engine that makes a claimed 152kW at 6600rpm and 243Nm from 4000-5000rpm. It’s backed by an eight speed automatic transmission that combines to provide spritely on-road performance and plenty of climbing grunt.
The 2.5L RAV4 Edge has a 1500kg towing capacity, which is enough to haul a lightweight camper trailer.
Toyota claims that the mechanical AWD system fitted to the RAV4 is able to deliver a front/rear torque split of between 100 per cent to the front wheels and a 50:50 split across front and rear axles to suit the driving conditions, but our experience showed it to be inadequate, as once a front wheel lost even the slightest amount of traction, all drive was lost.
The Edge has a very well equipped interior with heated and ventilated leather-like seats, a great sounding JBL sound system and a spacious cabin for a vehicle of this size.
While we’d definitely run all terrain tyres in lieu of the muddies fitted to this example, the Ironman 4×4 accessories fitted to it certainly increased its usability once we left the sealed roads. We were able to take it up tracks that would have had a standard RAV4 scraping its front bumper and its underbelly, if it managed to get up at all, and we did it without causing any damage.
The roof racks afford users a host of options for carrying extra gear, camping or sporting equipment, further expanding the ability of the RAV4.
While soft-roaders like the RAV4 will never meets the requirements of those who need a proper 4×4 vehicle with more ground clearance, a dual-range transfer case and long wheel travel, there remain owners who will be content with a soft-roader and the added abilities and range of adventures that this Ironman gear can give them.
Australian drivers might not be running to outfit their soft-roaders with adventure kit, but this Ironman gear was developed with the US market in mind where there is a greater demand for it… and it’s nice to know it is available here for anyone who wants it.
This lift also allows an upgrade to slightly larger semi-offroad tyres that will enhance the SUV’s capabilities and comfort, improve traction and allow the user to reduce tyre pressures without increasing the risk of punctures.
The strength of the suspension is also improved as the shock absorbers are 20 per cent bigger, which makes them stronger and provides improved riding comfort. They also contain 55 per cent more oil for greater control and cooling efficiency.
The OD 38mm tubular powder-coated steel frame of the ATS X Bumper Guard wraps around the base of the bumper and is combined with a 2mm steel skid plate that runs under the SUV, protecting important engine components.
The ATS X Bumper Guard is also the perfect place to seamlessly mount an LED light bar and UHF aerial.
Mounting seamlessly to the existing roof rails, the crossbars are capable of carrying up to 75kg. Supported by a large range of accessories, the crossbar allows you to mount a variety of gear on your roof including bicycles, awnings, rooftop tents and recovery boards. – Glenn Marshall
The dashboard was also telling us that the oil needed to be changed so best get it done before we hit the road. There were also a couple of non-urgent recalls we could attend to while it was there. The fixed-price service cost was $400 and there were no extras on top of that.
Most of the recalls centred around pre-collision cameras, blind spot indicators and sensor upgrades, which were all taken care of. One we hadn’t heard about was related to the standard LED headlights, which in some cases had water leaking into them and required sealing up.
We hadn’t found this problem on our example and the techs at Chadstone Ford said they weren’t leaking, but they still sealed them up to make sure that the problem wouldn’t surface in the future. All up it was a good experience for us from the dealer.
The Ranger remains a great highway touring vehicle. It is comfortable, easy to spend long hours driving and the Apple CarPlay keeps the tunes rolling, and shows the predicted ETA to our destination.
While the modifications and accessories we’ve fitted to the Ranger are all focused on improving all-road touring capabilities, they do nothing positive for highway use and this is something that anyone equipping a vehicle should consider.
The mud terrain tyres are great out on the High Country tracks but add noise and increase fuel consumption on the highway. The same can be said for the roof racks, and while they are not noticeably noisy, they do create a minor issue when using the hands-free phone, as the microphone is mounted in the roof lining where it is affected by the wind noise.
This was brought to our attention the first time we used the phone on the highway after fitting the racks, and it was something we’ve seen other Ranger owners comment on online. A person on the other end of the call reported that the noise dropped off when speeds were reduced when coming into town or traffic, which obviously related to the wind noise from above.
We’ve recently added the Boss Aluminium awning up on the Rola Racks and it doesn’t seem to have changed the sound emanating from up there.
With all this extra equipment adding weight and creating wind resistance, the Ranger likes a drink on the highway. With the cruise control set for the speed limit up the Hume, and after resetting the trip computer at the start of the trip, it showed an average of 14L/100km heading north, while the return leg showed 13.7L/100km – maybe there was a northerly wind on the way home.
The most annoying part of that is getting less than 600km from a tank before having to stop and refill on the trip. This Ranger certainly could benefit from a long range tank.
Boss Aluminium is a Melbourne-based company that earned its stripes building quality ute trays and canopies, and it has also built some amazing 4×4 and 6×6 rigs over the years.
In recent times Boss has expanded its product range and its production facilities to include some of the products that touring four-wheel drivers bolt to their canopies, namely rooftop tents and awnings.
As proud exponents of Australian-made products, Boss sought out the best Australian-made canvas for these products and had them made locally to suit its requirements. As the popularity of the product range grew, Boss’s boss man Dave Whitehead made the call to bring the canvas work in-house to BA’s new factory in Melbourne’s eastern suburbs.
Boss still uses Australian-made 304gsm dynaproofed canvas, which it now purchases in rolls, but all the cutting, machining, stitching and fitting is done in-house.
Bringing this process in-house has allowed Boss to expand its line of canvas products and it now sells a range of storage bags as well as RTTs and awnings. After being impressed with the first Boss Aluminium freestanding awning we saw, when we heard the company had developed a Mk2 evolution we wanted one for our Ranger.
As the name suggests, the Boss awning is freestanding, which means it doesn’t require any poles, ropes or additional supports when it’s opened out. The key to this is the trussed aluminium chassis arms that the canvas is attached to.
They are solidly built to be able to withstand wind gusts and heavy rain without any additional support. There are metal loops at the end of the arms that could be used to tie them down in extreme wind conditions but Dave tells us they shouldn’t be needed for regular use.
The canvas has reinforced sections where it attaches to the arms to ensure it won’t tear away in extreme wind conditions, and there’s a strip of heavy duty PVC where the tensioning arm props up against the canvas to prevent wear at that point.
The lightweight aluminium arms pivot on a tri-axis hinge, again designed and manufactured in house, using stainless steel hardware and machined bushes. This hinge allows for the easy opening of the awning which, once released from the PVC storage bag, is pretty-much a one-handed operation. Walk it out around the back of your vehicle, secure the single tether point that keeps it open, pop the little arm up that peaks the canvas to ensure water runs off the top, and you’re set!
This has to be the easiest awning we’ve ever set up and thanks to the oversized storage bag with a heavy duty zipper, packing it away again is also very simple. Just reverse the set up procedure and fold it up in the big PVC bag where there’s space to spare, making it easy to get in and zip closed.
This ease of use has resulted in us using the awning more often than we would have with other awnings. It’s so quick and easy you can open it out for protection from the sun when you pull up for a quick roadside coffee or lunch, and it’s just as simple to pack away.
Updates to the Mk2 include the addition of wall panels to enclose the space within the awning. The four panels that make up the awning are all the same size so the wall panel can be zipped onto any or all of the individual sections, and zipped together to seal up the enclosure. The walls are made from the same Wax Converters Coolabah T/S 304gsm dynaproofed canvas as the roof, and they are available with or without a window in them. The zips are all heavy duty YKK items.
The walls give added protection against the wind and weather when you are camping, making the space within them perfect for rolling out your swags when the rain is falling.
The awning itself covers an area of 10sqm but the way the walls extend outwards results in a much bigger covered ground space depending on the height of your vehicle. The wall panels are available in individual sections or in kits of two or four panels, and they are supplies in a canvas storage bag.
The freestanding 270° awning, with or without the wall sections, provides ample coverage and protection from the elements whether you’re set up in camp or simply pulling up for a quick trackside stop. The quality of the design and manufacturing of the Boss Awning is second to none and anyone who appreciates quality will see the value in what Dave and his team have done here. This is a product that is built to last and one you’ll probably transfer from your current vehicle to the next one.
Despite its heavy duty design, the awning weighs just 24kg and is designed to fit most roof racks and canopies, or even on your camper trailer.
