A new HiLux officially sits atop the Japanese brand’s line-up, with Toyota launching its GR Sport variant priced at $73,990 plus on-road costs.

The vehicle is of significance because it is bred from the 2019 Dakar-winning HiLux model, which means it is much more than an SR5 with a few cosmetic changes.

To this end, Toyota has augmented the suspension system by adding KYB monotube shock absorbers tuned specifically for this variant. Toyota also removed the rear stabiliser bar.

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Toyota also tickled with the engine, with the 2.8-litre turbo-diesel now producing 165kW and 550Nm – that’s a 10 per cent increase for those playing at home. The six-speed auto was then recalibrated to suit the higher outputs.

As is the case with its fellow halo model – the Rogue – The vehicle is wider (135mm at the front; 155mm at the rear) and taller (15mm higher than the rest of the HiLux range), giving it a greater on-road presence.

From the showroom, the GR Sport arrives with 17-inch alloy wheels inside 265/65R17 Bridgestone Dueler all-terrain tyres and covered with large wheel-arch flares.

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Other off-road specific equipment includes a Dakar-inspired front skid plate, rock rails (2mm-thick steel tube), a tub liner, and a pair of rear recovery points made from 20mm-thick steel plate. The bespoke rails and side steps are built and designed in Australia.

An aftermarket bullbar (with embedded front recovery point) and a snorkel are available directly through Toyota dealerships.

Another clever design feature is the implementation of aero ducts in the outer edges of the bumper, next to the fog light bezel. This helps to minimise turbulence around the front wheelarches.

It retains its 3500kg braked towing capacity.

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“This is far more than a HiLux that looks the part,” said Toyota Australia’s vice president of sales, marketing and franchise operations Sean Hanley.

“The extensive suspension, powertrain and underbody modifications give our new HiLux GR Sport the sort of performance credentials that, along with its renowned towing and off-road capability, will appeal to recreational enthusiasts.

“The first-ever HiLux GR Sport’s enhanced capability and performance is a fantastic example of how our skilled engineers and designers can improve our excellent vehicles even further and we are extremely proud to have been involved in its development.”

Toyota Australia expects to sell a total of 3500 units annually, with 1600 orders already in the books.

HiLux GR Sport specs

A “surprise” 2024 Toyota HiLux will be unveiled next year, the brand has confirmed.

At the HiLux GR Sport launch in Sydney, Toyota Australia vice president for sales and marketing Sean Hanley said more HiLux news will be announced in 2024, but wouldn’t be drawn to providing further details.

“The arrival of the 48-volt battery will be the third major update for HiLux since October last year, and we have at least one more HiLux surprise in store for next year,” he said.

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Moving forward, there are a few possibilities for the HiLux, which has been Australia’s top-selling vehicle since 2016.

An all-new model is expected to arrive in 2025, and we could see our first glimpse in the final months of next year.

For instance, arch-rival Ford unveiled the latest Ranger in Australia in November 2021 before it arrived in local showrooms in July 2022 – and other Toyotas, like the new Prado, have a similar gap between the global reveal and on-sale date.

As detailed in the story linked below, 4X4 Australia expects the ninth-generation HiLux ute to shift to the modular TNGA-F ladder-frame architecture shared with the latest Tacoma, Prado and LandCruiser 300, replacing the current IMV platform from 2004.

A series-parallel petrol-electric hybrid is likely for the next-generation HiLux to complement the 48-volt system, which is added to the current diesel SR5 and Rogue 4×4 dual cabs – and optional for SR – in early 2024.

However, like the new Prado, Toyota could elect to offer a diesel-only, 48-volt assisted line-up for the new HiLux at launch in Australia.

Toyota Australia would likely be keen to get an all-new HiLux into the market as quickly as possible, with the new Ranger now beating the HiLux in more profitable four-wheel-drive sales. The HiLux still takes the overall win thanks to stronger 4×2 workhorse demand.

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We could also see a final update for the current HiLux, first launched in 2015, with a limited-edition swansong variant, or minor revisions that could potentially include rear disc brakes on more variants and a larger, updated infotainment system with wireless Apple CarPlay.

It is unlikely that Toyota would invest in significant updates for the current HiLux, such as a turbo-diesel six or a full-hybrid system, so late in its lifecycle.

Anticipating likely questions about the forthcoming reveal, Hanley told media: “Before you ask me what it is, you’ll have to wait.”

“This regular updating of HiLux shows just how committed we are to meeting the requirements of our local customers. We’re no longer locked into these product cycles of yesteryear. We’re nimble. We’re quick,” added Hanley.

“We’re bringing cars to market and having a Toyota conversion centre in Altona. Wow, that just makes the magic that allows us to do the things that you’re seeing today quickly outside of what would be normal product cycles.”

“A total number that now exceeds one in a quarter-million HiLux owners. And we update HiLux as required outside of the normal cycle irrespective of where we are in that model cycle.”

Stay tuned for our 2023 Toyota HiLux GR Sport launch review on Thursday, September 21 at 7:00pm AEST.

Suzuki has reopened order books for the 2023 Jimny with an automatic transmission – though only 500 examples are up for grabs.

On September 18 at 12 midday EST, Suzuki Australia will open the 500 three-door automatic build slots, with orders accepted on a first-in best-dressed basis.

Orders for the popular three-door automatic model were paused in January this year as demand outstripped supply. Manual variants were still available and, according to Suzuki Oz, the drought of autos increased three-pedal deliveries by a whopping 256 per cent.

Despite manual-only sales, Suzuki has continued to deliver just less than 500 customers monthly in 2023, and sales are up 18.7 per cent year-to-date.

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“In response to the resounding demand from our die-hard loyal Jimny fans, we’re thrilled to announce the release of a limited 500 auto units”, said Suzuki Australia GM, Michael Pachota.

“Don’t miss your chance to claim one, as these Jimnys will be on a first-come, first-served basis and will sell out fast!” Mr Pachota added.

The Suzuki Jimny is priced from $30,490 (Lite manual) to $33,490 (GLX auto) in Australia. The three-door body is currently the only available, though the Indian-built five-door is expected to launch locally later this year.

Our original story, below, continues unchanged

January 2023: Jimny three-door auto orders paused due to insufficient supply

Demand for the Suzuki Jimny remains sky high in Australia, with dealers hitting pause on new orders of three-door automatic variants as of January 19, 2023. The pause is currently indefinite.

Buyers keen for a Jimny will still be able to put money towards manual versions of either the Jimny GLX or Jimny Lite.

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The other in-demand option being the two-tone colourway with contrast roof. Suzuki Australia says if you want your hands on a Jimny quickly, it’s better to go for the single colour manual.

“Jimny three-door automatic transmission back orders are through the roof and growing daily!  As such, based on forecasts with production versus order bank, we had no choice but to put a pause on taking orders for this variant”, Suzuki Australia General Manager, Michael Pachota said.

The other option for those wanting a Jimny is to get in early for a five-door – the new long-wheelbase model was revealed last week and is expected to be on-sale in Australia later this year.

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Jimny pricing starts at $28,490 before on-road costs for the Lite manual and runs up to $31,490 for the GLX four-speed automatic. All variants use a 75kW/130Nm 1.5-litre petrol engine with selectable 4×4 and low-range transfer case.

Sales of Jimny were at record highs in 2022, with the brand shifting 5697 in 12 months for a 10.8 per cent share in the light SUV segment.

In today’s world, electricity fuels every aspect of our lives, from home to off-grid adventures. However, high energy costs can put a significant dent in our wallets.

The BLUETTI Power Week sale in September is the best time to score affordable power solutions that optimise power consumption and revolutionise your energy experience.

Reducing power bills

According to VOA news, Australians are paying some of the world’s highest power prices. Sharp increases in power prices are making a cost-of-living crisis even worse. With the BLUETTI AC300, you could still live comfortably without paying high electric bills.

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Modular in design, the AC300 is a 15-outlet, 3000W inverter that could power nearly anything plugged in, from refrigerators to microwaves to air conditioners. The real magic happens when it teams up with one to four 3072Wh B300 batteries, creating a scalable capacity of up to 12,288Wh. This flexibility allows you to tailor your power system precisely to your needs.

The AC300 supports solar charging of up to 2400W and integrates seamlessly with existing or new solar setups such as the BLUETTI PV350 folding panels. By storing excess solar energy during the day and using it during peak hours or at night, this system could greatly slash your energy costs while promoting a greener lifestyle.

If you already have an AC300 system and are looking for an upgrade to meet your growing power needs. Choose the BLUETTI AC500+B300S, a 5000W modular power system with a flexible capacity of up to 18,432Wh and 3000W solar charging.

When you order an AC500+B300S combo during this promotion, you’ll receive a complimentary $499 trolley, making it easier than ever to transport and enjoy your newfound power potential.

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If you need a mobile power supply, the all-in-one EP500Pro is your best choice. It comes with a 5,120Wh LiFePO₄ battery pack and a 3000W pure sine wave AC inverter. Despite its heavy weight, it rolls easily to wherever power is needed, thanks to its four sleek wheels on the bottom.

This 15-outlet power station could power anything from fridges to circular saws and lawnmowers. Offering a rapid 5400W dual AC+PV charging option, it can be swiftly replenished by the day and capitalise on low power prices.

As dusk falls, it taps into the reservoir of stored free or inexpensive power to power your home, effectively reducing your energy expenses. In times of extended outages, its generous capacity ensures your home remains illuminated and connected.

For those with modest power needs and a limited budget, the 2000W EP500 is an excellent choice. Sharing the capacity and wheeled design of its sibling, the EP500Pro, it’s a versatile powerhouse that can easily power a variety of appliances. What’s more, its 1800W AC+PV dual charging capability also offers a way to save on your energy bills.

– AC300 & B300: $4998 – add an extra $99 for PV350 solar panels ($1299)

– EP500Pro and PV350: $6299, was $7698 – save $1399

– EP500: $5499, was $5999 – save $500

Elevating off-grid living

Embarking on an off-grid journey or living far from the grid? BLUETTI has your back with the AC200P, a robust generator delivering 2000W of continuous power and 4800W of starting power.

This powerhouse fuels an impressive range of appliances, from RV heaters to water pumps, microwaves and even your RV as it has a 12V/25A RV outlet. Its versatile array of 13 outlets includes two AC ports, five USB ports, four 12V DC ports, and two wireless charging pads, offering a one-stop charging haven for all your needs.

The 2000Wh power beast supports fast 700W solar charging and can top up in 3.5 to four hours. Connecting it to solar panels, you’ll get an endless energy supply wherever at any time. As its capacity is expandable to 6096Wh with two B230 expansion batteries, the AC200P can evolve alongside your growing energy needs.

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For a more compact yet potent option, consider the AC180, a versatile generator tailored for mobility. Weighing about 16.4kg, it easily fits in the trunk of your car, ready to hit the road.

It can dish out 1800W of power and increase to 2700W in power lifting mode, to run resistive devices such as dryers and electric kettles. Its fast 1440W AC charging enables an 80 per cent recharge in just 45 minutes. You can easily feed it up during your pit stops.

When coupled with solar panels, such as the BLUETTI PV350 folding panels, the AC180 could support a maximum solar input of 500W, and be fully charged in as little as two hours. This 1152Wh power station offers a greener and quieter alternative to traditional gas generators when venturing outdoors.

The AC200P and AC180 aren’t included in the Power Week sale, but they have the best prices now.

– AC200P: Only $1999 (on clearance sale)

– AC180: $1499 (on hot sale)

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Energising your outdoor adventures

It’s time for outdoor escapades, be it hiking, fishing, camping, rafting, or capturing scenic vistas with your camera or drone.

For those looking for a rugged power solution, the dust and water-resistant (IP65-rated) AC60 is a true marvel. At approximately 9.1kg, the AC60 offers 600W of power and 403Wh of capacity, expandable to 2015Wh with two B80 battery packs.

With seven versatile outlets, it can power a range of devices such as ice makers, refrigerators, phones, laptops, and more. Given BLUETTI Turbo Charging technology, you can charge the AC60 in just one hour using 600W AC charging.

Powered by a LiFePO4 battery for a long battery life of over 3000 cycles, and backed by BLUETTI’s industry-leading six-year warranty, the AC60 will keep you charged outdoors, rain or shine, for years to come.

– AC60: $899, was $999 – save $100

BLUETTI Power Week is the best time to score top power solutions up to 20 per cent off. Don’t miss out on these incredible limited-time offers to save big.

In addition, from September 5th to September 18th, every purchase over a certain value – namely $1500, $2500 and $3500 – will receive some gifts accordingly.

You will also receive triple BLUETTI Bucks which can be redeemed for coupons and gifts.

My beloved FJ Cruiser is about to reach 100,000km.

Previous Covid lockdowns stalled any travel, and now I’ve got itchy feet, so I’m considering packing the swag and hitting the road for a long-overdue Aussie road trip. I have no shortage of enthusiastic partners in crime.

The FJ has been running on BFGoodrich tyres for the best part of 80,000km, and they have served me well. I’ve driven from Melbourne to Birdsville and back via the Gammon and Flinders Ranges. My service records show that they were at 30 percent tread during the last service.

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It was time to get a new set of tyres, and as there are so many options on the market, I went to my colleagues at 4X4 Australia for advice, and they recommended Cooper AT3 LTs as a good option.

The AT3 LT is classified as an All-Terrain Light Truck tyre, carrying a high load rating with excellent off-road traction and strength.

Realistically, as an automotive photographer, I mostly drive on blacktop roads when travelling to and from photo locations. About 80 percent of my driving is on bitumen, with the remaining 20 percent being off-road driving on predominantly gravel roads and occasionally shorter rocky trails and tracks during weekend trips.

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Enter the Cooper AT3 LT. Ray and his team at Tyre Power Reservoir said the AT3 LT is an excellent all-terrain tyre that offers good durability and reliability. It comes with an 80,000km warranty and in the size to suit my FJ Cruiser it has a recommended retail price of $440 including GST.

Upon visual inspection, the new tyres have vastly different treads compared to what I was used to. Ray stated that I’d notice they’ll be quieter on the bitumen due to the straighter tread pattern, which will likely also result in better fuel economy.

Ray assured me that the deep tread will ensure the tyres still offer decent off-road traction and resist tread damage, without compromising on-road performance. The scalloped shoulders are designed for maximum off-road traction. The FJ can feel a bit unstable on gravel at high speeds, so it’s important to adjust driving to the conditions on dirt roads. I’m keen to see how well the AT3s will perform on loose gravel.

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The Cooper AT3 LT features a silica compound to improve cut and chip resistance, and deep aqua-vac channels to enhance water evacuation. Full-depth micro-gauge sipes are present to provide better grip and handling throughout the tyre’s lifespan, and it will be interesting to see how they perform as they age.

The team fitted the new tyres on the FJ’s standard rims. Each 265/70R17 tyre was inflated to 36psi and checked for both static and dynamic balance. One tyre needed to be spun on the rim to best match the high point of the tyre with the low point of the rim, but the balancing ensured there would be no vibrations once the tyres were installed back on the vehicle.

The team conducted a simple road test and then proceeded with the alignment, which required only minimal adjustment to the toe setting.

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My initial impression is that there is a significant reduction in road noise on the blacktop, with the cabin now very quiet. I’m eager to see how the tread wears over time. I will ensure that the tyre rotation is done properly so I can effectively measure the longevity of the tyres.

I have some off-roading planned before my next report at 10,000km, so let the adventures begin.

RRP: $440 each

Ford’s much musclier new Ranger Raptor has been well-received by the Wheels team, and the market too. So, now it’s time to see what it’s like to live with.

To get a sense for its daily-driving value and its family friendliness, new dad Alex Inwood is spending a few months with the new hero truck.

JUMP AHEAD

• Welcome
• Update 1: Quiet, I’m moving over here!
• Update 2: Infotainment, 0-100km/h and emergency braking
• Update 3: Is the Raptor Australia’s best performance ute?

Welcome

Price as tested: $87,490 This month: 1207km @ 14.8L Total: 1207km @ 14.8L

It’s always a risk to revisit a car that has impressed you at a launch event.

The last time I drove the new-gen Ranger Raptor was in the desert, where I spent a brilliant day dropping it into deep pits, sliding it around on sandy dunes and launching it over jumps at vaguely ludicrous speeds.

It was huge fun and didn’t only demonstrate the benefits of giving the Raptor almost twice as much grunt as the original – courtesy of its new 3.0-litre twin-turbo V6 petrol engine – but showcased just how clever and capable its new adaptive Live Valve suspension was.

Looking to buy a vehicle that can sail through the air at 140km/h and land with the poise and grace of a jungle cat? Only a WRC car can do it better.

There was, however, a sense that we were playing to the Raptor’s strengths. Like lining up Steve Smith in the cricket nets and only throwing him half volleys outside off stump, or asking Steph Curry to only shoot from the free-throw line. Of course Ford’s fresh super ute was going to nail it out there.

Upgrade your Ranger

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There was a sense that we were playing to the Raptor’s strengths. Like asking Steph Curry to only shoot from the free-throw line.

A tougher test, and arguably a more relevant one, is how the Raptor handles the daily grind. After all, let’s be real: how many Raptor owners will really schlep it to the middle of nowhere to drive their $100K dual-cab like a lunatic?

Some will, and if you own a Raptor, I implore you to do so – because it really is fantastic. But the reality is that most examples will spend the majority of their time in an urban environment, which is precisely why we wanted to add one to the Wheels long-term fleet.

I will admit to a certain degree of trepidation when it came time to collect BXK-261 from Ford’s Broadmeadows HQ. What if, without the added ingredients of sand and jumps, it doesn’t feel as special as it did all those months ago?

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How would it fare in the cut-and-thrust of city traffic? Remember, this new Raptor isn’t only faster and more capable – it’s also considerably more focused.

The new shocks are firmer, the steering is heavier and the brake pedal more immediate – all of which is great at ten-tenths, but how about during a 40-minute delay on the Monash? Hm.

Okay let’s talk spec. ‘Our’ Raptor is about as standard as you can get, with the only added extra being its Code Orange paintwork, which commands a $700 premium. It’s a bold hue, but to my eyes it pairs nicely with the Raptor’s aggro styling. (Seven other colours are available and every finish except white commands the extra $700.)

You can go even louder, if you like, by optioning a decal pack that adds warpaint-like stickers to the bonnet and tailgate, but personally I prefer the simpler ‘Raptor’ lettering on the rear quarter panel.

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Another option missing from our Raptor are the heavy-duty beadlock wheels – but again, I’m happy that particular box wasn’t ticked.

The beadlocks cost $2000 extra and add about 16kg to the Raptor’s unsprung mass so I’d only suggest splurging on those if regular hardcore off-roading is your thing.

All up, our Raptor long-termer costs $87,490 before on-road costs. That’s a circa-$9000 price jump over the ute it replaces, but honestly, it still feels like great value. The exterior design is tougher (our particular spec oozes menace), and inside, the cabin strikes a great balance between a premium and hard-wearing feel.

The seating position is bang-on. There’s now reach and tilt adjustment for the steering wheel, and Raptors score a unique steering wheel design and heavily bolstered, leather-accented sports seats.

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There’s loads of standard gear, too.

The portrait-style central touchscreen is large and user friendly, there’s a digital dial cluster, the seats are heated (a cooling function would be nice, though), and you score wireless Apple CarPlay and Android Auto plus a wireless charging pad.

We’ll dive deeper into the infotainment and connectivity next month, but, so far the system has been seamless, which is a notable difference to Andy’s temperamental experience with the same set-up in our recent long-term Everest. As for what’s missing in the Raptor? The only thing I’ve found myself looking for is a head-up display.

Build quality also feels of a high standard. One thing that was obvious on collecting our Raptor was that this particular ute has already lived an eventful life as part of Ford’s press fleet. The front bash plate is caved in on one side, there are long horizontal gouges down the right-side flank, and the leading edge of both rear wheels are peppered with stone chips.

There’s even a light smattering of fine red dust in some of the cabin’s nooks and crannies – but despite the telltale signs of hard use, all of the interior trim is still tightly screwed together and there’s not a rattle or buzz to be found.

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So what about first impressions?

Well, as expected, the first few kays hammer home just how different this new Raptor is. The thing you notice immediately is the added tautness to the ride. The old Raptor used an earlier iteration of Fox’s Live Valve shocks, and the ride was so pillowy that it felt like the cabin was balanced on a gimbal.

This new ute is much more locked-down. You notice small bumps that the original ironed out, and there’s less compliance over bigger ones, but the trade-off is a big improvement in body control.

And while the new chassis set-up is appreciably more firm, don’t confuse that with being harsh or brittle. This is still a comfortable ute to drive everyday and feels a rung above a regular Ranger for ride quality.

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The second thing that grabs your attention is just how big it feels on the road. Out in the great expanse of the desert, the Raptor felt big and butch, but in the tight confines of city traffic it is positively enormous.

It’s so wide that lane discipline is a high priority – slipping between two trucks across the Westgate Bridge is an experience akin to squeezing into an already crowded elevator. You sit so high, and the front end is now so bluff and aggressive, that it’s hard to shake the feeling that you’re unintentionally intimidating smaller cars. Still, familiarity will soon lead to confidence in terms of the size, and I will admit there’s a certain satisfaction to being one of the largest vehicles on the road.

Two other early observations: the air-con is properly cold, even on 22 degrees and with the fan speed set to one. We’re talking ‘Aussie Summer’ levels of icy relief here, which is great on a hot day but possibly a touch too cold when the sun isn’t blazing. The other observation is that, so far, the Raptor is performing admirably as a family truck.

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One of our primary criticisms of this generation of Ranger is that its rear seat is on the squishy side for its class, but passenger room hasn’t been a problem for the new Inwood Clan. Our rear-facing baby seat fits easily (the kiddo loves the panoramic view out of the side and rear glass) and a fully grown adult can fit behind the driver without feeling overly compromised for knee room. That, too, we’ll cover in detail soon.

There is an issue, though: there’s nowhere to securely store our pram and other bags in the tray. Every Raptor is fitted with a spray-in tub liner, but there’s no tonneau or roller shutter as standard. Being able to lock up the tray is quickly proving to be a must-have, so we’ll report back on that one next month.

So I can breathe a sigh of relief – revisiting the Raptor hasn’t disappointed. Even in suburbia, it feels special and the cabin quality and extra grunt from the 292kW/583Nm V6 petrol, which makes the Raptor feel properly muscular, are early highlights. We have big plans for some family road-trips and off-road dashes, so stay tuned to see how it measures up for long-distance comfort, performance and, gulp, fuel economy.

Back to top

Quiet, I’m moving over here!

Price as tested: $87,490 This month: 2863km @ 13.5L Total: 4070km @ 13.9L

Multiple personalities, new tonneau covers and DIY removals … this month sees the Raptor reveal a softer, utilitarian side.

In most cars, getting in, starting it up and driving off is a straightforward procedure. In a Ford Ranger Raptor, however, you have options to consider. How loud would you like your exhaust, for example? And how heavy should the steering be? Would you like Normal dampers, or perhaps Sport? And where would you like the power to go? All four wheels? Or just the back two?

Ford’s engineers are proud that their burly dual-cab can rival a noughties BMW M Car for drive mode configurability (there’s still only one setting for the gearbox mind you, not three like an F10 M5), but it only took me a few days to decide which of the Raptor’s settings suit me best.

My start up routine is as follows: Ignition on, drive mode to Sport, exhaust to Baja, traction control off and 2H for the four-wheel drive system. So noisy, rear-driven and a touch oversteery as ‘TC off’ gives you a decent amount of slip – especially in the wet on BF Goodrich all-terrains – before safely reining you back in if you get too excited.

Upgrade your Ranger

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It’s a yobbish set-up, I’ll admit, but I do make one small concession: I switch the steering from Normal to Comfort. Ford has firmed up the Raptor’s steering considerably for this generation and I find the default setting a sniff too heavy and cumbersome in tight, inner-city traffic.

As you can imagine, however, driving a loud, bright orange dual-cab with the rear axle wriggling around every time you press the throttle isn’t the best look, so this month I’ve taken to exploring the Raptor’s more sensible side.

Keeping the four-wheel-drive system in 4-Auto, for example, instantly tames the tail-happy handling. And by leaving the drive mode in Normal, the powertrain loses its frenzied edge and settles into a more relaxed – though still muscular – state.

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The ride also gains a noticeable degree of added comfort. Don’t buy into the notion that this generation of Raptor is now too stiff. Yes the wafty plushness (and floatiness) of the original Raptor is gone but there’s still decent compliance. And while you do notice smaller bumps that the old ute would iron out, the new version’s ride is beautifully controlled and never harsh or unpleasant.

Perhaps the biggest surprise, however, has been the Quiet mode for the exhaust. In Baja mode, with the valves open and the muffler bypassed, the Raptor sounds like a rowdy Alfa Romeo Stelvio Q that’s sculled a bottle of Limoncello. It’s not exactly a pretty noise but it’s purposeful, menacing and loud.

Quiet mode basically pulls the mic out at the wall socket. You still get a deep bark on a cold start but it quickly settles into a softer background hum, which I know my neighbours appreciate. And being able to silence the exhaust has been a godsend on longer drives with sleeping kids onboard.

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So it’s been a tamer and more approachable Raptor sitting on my driveway of late, which is perhaps why people have started asking for favours. “Hey mate, can you help me pick up a TV cabinet?” asked a neighbour. And then my sister demanded that I help her move house.

“Brilliant”, I thought, “time to test out the tray!”. Ford has increased the size of the load bay for this generation of Ranger (a 1200 x 800mm Euro pallet can now slot between the wheel arches) and the Raptor also scores a spray-in tub liner which provides a useful non-slip surface on which to chuck things.

There are six tie-down points, a power socket and a ruler on the top edge of the tailgate but there’s no escaping that the Raptor is missing features available on lesser models. The side step moulded into the rear bumper has been deleted, for example, and you miss out on the additional sliding tie-down points and powered roller shutter that’s standard fare on a Ranger Wildtrak.

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Happily, getting a cover for the tray is a relatively inexpensive fix. A soft tonneau is available for $939 and it’s a must-have inclusion. Like most soft tonneau covers, it pulls tight by clipping under a lip that runs along the length of the tray but it also includes a metal latch alongside the tailgate edge.

This has two clips that slip into a metal groove on either side which allows the tray to be locked. It’s certainly not secure enough to leave tools in the tray (a sharp knife will still give thieves access) but it does mean you can leave items in there during the day relatively safely. The tonneau rolls up like a swag near the rear glass, too, so you can still ferry taller items around with no issue.

Another thing to consider is that the Raptor’s independent rear suspension means its tow rating falls to 2500kg rather than 3500kg and the payload falls by a few hundred kilos to 717kg.

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One more minor annoyance is the fixed tie-down points, which can be tricky to reach once the tray is full and the Raptor’s extra ride height means hoisting heavy items like washing machines onto the tray is a touch tricky. Once locked and loaded, however, the Raptor was an admirable workhorse during the house move.

But that’s not to say this month has been niggle free. The transmission has developed an annoying habit of delivering jerky shifts, especially in the lower ratios and when parking. At first, I put it down to having the powertrain in Sport but even in Normal the ‘box can jolt and shudder.

It happens randomly, though I’ve noticed it’s been more frequent of late, so I’ll keep an eye on it.

Maybe a BMW-like setting for the ferocity of the gearbox shifts would be welcome after all…

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Infotainment, 0-100km/h and emergency braking

Price as tested: $87,490 This month: 542km @ 11.4L Total: 4612km @ 12.3L

Three months into Raptor ownership so let’s grab a quick recap. So far we’ve established Ford’s second-gen Raptor is fun, capable, surprisingly comfortable on long journeys and, thanks to its smorgasbord of drive modes and settings for the exhaust and dampers, it’s also impressively configurable and adaptable.

Feel like letting your hair down with an obnoxiously loud sniff of oversteer? Simply press three buttons and exercise a decisive right foot. Want to pull your socks up and blend in with the sea of grey SUVs during school drop off? Quiet mode for the exhaust and Normal for the powertrain get you as close to incognito as a bright orange dual-cab is ever going to be.

It’s also proven to be genuinely useful at lugging things about thanks to its bigger tray which has come in handy during a house move. And while this isn’t the dual-cab to buy if you regularly tow heavy loads, its 2500kg braked towing capacity is still ample for a box trailer, small caravan or jet ski.

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Fitting a lockable soft tonneau cover so we can throw bags and the pram in the tray has also been a boon and means that there’s now nary a situation the Raptor doesn’t excel in. One car to rule them all? Forget fast wagons, I’m starting to think a fast ute is just as fun and practical. Cheaper, too…

But there’s one frontier we haven’t explored in great depth just yet: the Raptor’s infotainment. This can be a touchy subject for some Raptor owners and we’ve spoken to many who are frustrated by patchy wireless CarPlay/Android Auto connections and a centre touchscreen that can be laggy and slow to respond.

We’ve encountered these issues ourselves in other Ford products running the same SYNC4A infotainment software as the Raptor but happily our particular ute has been problem free. Apple CarPlay works faultlessly, the wireless changing pad is conveniently placed so you can still see your phone’s screen and I reckon Ford has got the balance between a large centre touchscreen and actual physical buttons just right.

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The result is a design that looks minimal, modern and techy (the vertical 12.0-inch touchscreen is brilliant) but it’s still ergonomically sound thanks to easy to reach buttons for frequently used functions like the air-con fan and temp controller.

It’s certainly easier to use than the same hardware in the new-gen Volkswagen Amarok which was co-developed with the Ranger but has buried more of its key functions within the touchscreen.

My only real gripe with the Raptor’s infotainment is that CarPlay can take a while to fire up and I’m often 100 metres or so from home before it eventually appears on the screen.

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You can’t access the keyboard to input a destination in Google Maps on the move either. Once CarPlay is locked and loaded, though, the experience has been seamless. Good stereo, too, courtesy of a 10-speaker system from Bose, and the resolution of the surround view cameras are top notch.

The cameras make parking a cinch and have helped alleviate my initial concern that the Raptor would be too big and unwieldy to drive everyday. Familiarity with its size helps, of course, but the high-res cameras, excellent outward visibility and huge wing mirrors mean I now feel as comfortable threading the Raptor through narrow city streets as I do our personal Golf GTI.

So despite its open-range, hardcore performance DNA, the Raptor has been acing the urban grind. There has been one question gnawing away in the back on my mind, though: just how fast is this new twin-turbo V6 Raptor? Ford says it’s “hot hatch fast”, which pegs it around the 6.5sec mark to 100km/h, but it wasn’t until testing for Wheels Car of the Year that we were able to strap on the timing gear and see what it could do.

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Against the clock the Raptor hit 0-100km/h in 6.1 seconds, making it quicker to the legal limit than a Golf GTI and Renault Megane RS and about on par with a manual i30 N. Not bad for a 2.5 tonne dual-cab…

But while the Raptor has plenty of get up and go, coming to a stop is another story. Of all the cars at COTY it was the worst performer in our 100km/h to zero test and took a whopping 51.7m to pull up. Yikes. For context that’s more than 16m further than something like a Cupra Formentor achieved in the same test.

Is it something to be worried about? More like something to be mindful of, especially if you have a tailgating tendency. I’ve certainly taken to giving cars ahead more of gap and I eke that room out even further when it’s wet.

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Is the Raptor Australia’s best performance ute?

Price as tested: $87,490 This month: 448km @ 13.4L Total: 5012km @ 13.0L

‘Well that doesn’t sound good…” The warning message first appeared just as I was parking the Raptor up after a long day at the office.

‘Drive control malfunction. Service required’ read the pop-up window on the digital dash, which sounded pretty serious. Everything felt okay, though, and when I switched the ignition off and back on again, the warning didn’t reappear. Phew.

Full of optimism, I chalked it up as a software glitch, walked inside and did my best to forget about it. Which was easy, until, a few days later, the message appeared again.

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This time I was further from home so I was able to perform some quick diagnostic checks. Engine? Still as smooth and as responsive as ever. Likewise the steering, brakes and gearbox. Weird. This time, though, the old ‘turn it off and on again’ trick didn’t work. And then things got a bit weird…

The most obvious symptom was the ride which suddenly felt quite lumpy. At a gentle cruise, the Raptor had developed a hobble, as if one of its chunky all-terrains had suddenly gone completely flat. But no, a quick check showed that all four tyres were still fully inflated.

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“Must be the dampers,” I wondered aloud, my hand reaching for the Drive Mode dial on the centre console.

Perhaps switching into another mode would cure the problem, I reasoned, but twisting the dial only made the error message reappear on the dash.

Pressing the hot keys on the steering wheel to adjust the dampers, steering and exhaust yielded the same result. The issue, I deduced, was the drive modes themselves, which had completely given up the ghost and locked the Raptor’s dampers in place, which would explain the ungainly ride.

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Bummer. Worse still, because the Raptor had to go back to Ford for a fix and it only had two weeks left on its planned stint in the Wheels garage, it also meant an early end to its stay.

In a strange way, though, the sudden disappearance helped to crystallise how I felt about Ford’s tough truck. I missed it, badly. During its four-month stint we’d thrown the kitchen sink at the second-gen Raptor and it performed admirably.

Family duties, moving duties, towing duties, long-distance cruising, city traffic crawling, off-roading, back-road sliding… you name it, we threw it the Raptor’s way. And in every test, the Raptor wasn’t only capable. It was fun, too.

The Raptor’s long-term stay also helped us, finally, to make a call on the question that had been looming over the performance ute’s head for months.

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And that was, ‘Has Ford over done it with the second-gen model?’. That question first reared its head during Car of the Year testing where some judges felt this new Raptor was now too fast and too serious.

That in Ford’s desire to give it extra performance and to tie down the suspension, the Raptor had lost some of the wafty suppleness and genial personality that made the original ute so endearing and capable.

It’s a valid question, and there’s no escaping that Raptor V2.0 is a more focused and steely-eyed beast, but it’s also unquestionably a better ute. It’s faster, smarter, louder, more luxurious, better to drive and has a higher-tech cabin.

And while its suspension is also far firmer, I can truthfully say there wasn’t a single moment that I thought “I wish this ute rode more comfortably.”

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What really sets the Raptor apart, though, is its personality. In a world of dull and predictable SUVs, Ford’s performance ute is a technicolour, high-energy breath of fresh air.

It feels special to drive, even in city traffic, and isn’t that the measure of a great car? The ability to provoke emotion? Or as Marie Kondo might say, to spark joy?

As for quirks, drive mode failures aside, the only niggles we encountered were laggy Apple CarPlay on start-up and the big V6’s pretty hefty thirst. After 5000km together, our Raptor averaged 13.0L/100km which is pretty high by modern family car standards but actually quite decent for a 2.5-tonne performance ute.

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So should you fork out $90K of your own hard-earned to buy a Raptor? I wouldn’t hesitate to recommend one and I’ve done just that to plenty of mates.

And in any case, if you’re looking for a proper performance dual-cab in the ilk of foregone heroes like an HSV Maloo or Ford Falcon F6 Typhoon, then the Raptor is living in a class of one. Which begs the question: why aren’t there more utes like it?

You think a similarly wicked-up version of a HiLux, D-Max or Amarok would sell like Matilda’s scarfs at a world-cup semi-final. So come on Toyota, Nissan, Mitsubishi and Volkswagen. Get your act together…

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It was around 30 million years ago that an ancient volcano located just near Dorrigo gave an almighty push from the realms of our great earth, and because of this we have some fantastic four-wheel driving and destinations to explore on the NSW north coast.

A favourite with the locals is the Nymboi-Binderay National Park, located 60km west of Coffs Harbour. As well as great tracks, this national park is full of history, activities and some spectacular camping spots. Although it isn’t 4000km out the back of whoop-whoop, it should still be considered as a remote area, as there is no phone service and very limited traffic in this seriously deep gorge country.

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From Coffs Harbour head west through Coramba where this sleepy old town dates back to the turn of the century, when gold was the talk of the area. As you pass through Coramba take the left turn that’s signposted Eastern Dorrigo Way. This 15km sealed road starts to wind its way up onto the top of the Great Dividing Range, through stands of massive old ghost gums, stunning rainforest pockets, and tree ferns that line the road looking for sunlight.

It’s a slow drive so wind down a window and listen to the whipbirds and smell the fresh, crisp air as you pass under the forest canopy. Keep an eye out for a couple of spots where you can stop and admire the view back towards the coast, and down into some steep timbered country where gold was found over 100 years ago.

Further along you’ll pass several communities such as Lowanna and Ulong. These two towns were linked by a rail system over 100 years ago when gold and timber were the main commodities in the area. At Lowanna stop and explore the restored station and gear around the grounds.

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Ulong is a bustling community all centred around the Ulong General Store & Cafe, where you’ll not only get some of the best food in the area, but local information imparted by the owners about where to find waterfalls, camping spots and so much more.

After passing through Ulong, the road turns left to Dorrigo, but here you need to go straight ahead onto the dirt. Farms dominate the countryside for several kilometres before you cross the Bobo River. To your left you’ll see a huge metal bridge that spans the river but hasn’t seen a train on it for over 40 years.

Part of the old Glenreagh Mountain Railway (GMR) that ran from Dorrigo to Glenreagh, there were 13 sidings, two long tunnels and other infrastructure along its tracks back in the day, servicing the hinterland to the coast. The next few kilometres will see you wind through pine and timber plantations that are continually logged and re-planted, so take note of the warning signs.

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The next town you’ll enter will be Cascade, and at the turn of the century this place was alive with huge log camps, a school, and shops, while the railway had a dozen sidings. Today there’s not much left; just a few old houses and relics where you can explore Cascade Heritage Trail and the old Case Mill.

The mill operated during World War II, from 1939 to 1945, sawing rainforest timbers for ammunition cases. You can walk amongst huge old boilers and steam equipment, touch the old wheels and case press, then ponder what life might have been like here 100 years ago.

Unfortunately a few years ago, a local movie was made in the area using the mill as a backdrop and it was burnt to the ground in the final scene, never to be rebuilt. Parts of the old Case Mill still stand, but it is slowly decaying and becoming overgrown with lantana and wild vines.

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Across the road from the mill is the old Cascade siding, which was once part of the GMR with a single shed and a concrete sign. There are several walks around Cascade that meander through amazing rainforest pockets and down past the old railway, and here you can see firsthand the size of the massive red cedar and hardwood trees that were hand cut with axes and crosscut saws.

Leaving Cascade along Moses Rock Road, the vegetation changes to thick overgrown scrubby country. Most of it was logged in the 80s and is coming back with a vengeance, with towering ghost gums, ironbark and blackbutt timbers all fighting for the sunlight. A popular spot to stop is Mobong Creek picnic area, where a small waterfall cascades into a large pool near the road. The rickety timber bridge takes you to a grassed area where the kids can let off some steam and if it is warm jump in the water.

It’s not far from here that a well signposted turn points you down to Platypus Flats camping area along Cedar Forest Road. Keep an eye out for the Tramway Walking Track; this is a must do on the day. It will lead you on an amazing 800m walk around an old mill site and living area.

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The construction of this 90cm gauge line began in 1925 and was used for the gathering of timber for the local market. It was an amazing arrangement where the logged trees were slung high above the ground using a sling system with a mile of steel cable that ran through pulleys and connected to a main 30m-high pole (that had to be greased daily). The logs were then slung around and placed on rail trolleys to be taken away to the mill.

As you walk the loop it is still possible to see hand-cut sleepers, the winch platform, building foundations and bridge timbers across the creek. This walk is environmentally friendly, reasonably flat, signposted and suitable for the whole family.

Once back in your vehicle and heading further west, you’ll soon find yourselves heading down hill, and this is a clear indication that you’re in gorge country. The timber begins to thin out, old Xanthorrhoea plants are dotted about the place, and the rainforest appears to have dried up.

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Turning right at the Platypus Flat sign, this final drop down to the river is a welcome sight where there are several options, whether it be for an overnight stay or for day-trippers, it’s all been segmented off. The campers are well looked after up in the far end with a large area to park and set up.

Camping here is recommended all year round, and while it will get chilly in the winter months, an ample fire won’t take long to warm everyone up. Being a National Park, collecting firewood within its boundaries is not allowed, but wood is supplied.

Throughout the whole area there are tables, pit barbecues and a sheltered area with free gas barbies. No bins are provided here for the fact that the animals and birds would have a field day digging around in the rubbish. While swimming is reasonably safe here, be very aware of submerged rocks and logs. Around dusk and dawn, sit quietly away from the water and keep an eye out for platypus as they pop up to the surface.

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This place is fantastic even for a day trip, as you can spend hours playing with the kids, exploring the river, or just lazing around reading a book and soaking up the solitude. The Nymboida River is around 62km long and it runs along the Great Escarpment from the Dorrigo Plateau through granite gorges down towards Grafton.

For an added adventure head to Dorrigo from Platypus Flats for a drive through stunning old-growth forests and along the way keep an eye out for the old logger trees where you’ll see the cut outs for the logger’s standing boards.

At the top of the plateau take a left towards the Norm Jolly Memorial Grove (all signposted) where you’ll be blown away by the monster 800-year-old tallowwood trees that are being preserved for future generations. There’s a nature walk that meanders around these magnificent trees, and through stunning tree ferns and rainforest. It’s a magical area to spend some time here, where you can have a cuppa and get lost in nature.

Dorrigo and its old-world charm isn’t far away, surrounded by world heritage forests and stunning waterfalls.

Top five things to do

1. Crack a window and listen to the whipbirds and smell the fresh, crisp air under the forest canopy.
2. Grab a bite to eat at the Ulong General Store & Cafe and ask the owners about the best waterfalls and campsites.
3. Check out the GMR rail bridge over the Bobo River that hasn’t seen a train on its rails in 40 years.
4. Gaze in awe at the te massive red cedar and hardwood trees that were once hand cut with axes and crosscut saws.
5. Sit back from the water’s edge at dusk and dawn and keep an eye out for platypus as they pop up to the surface.

What’s in a name?

The first white man to have been reported here was escaped convict Richard Craig who, back in 1834, lived with the Gumaynggirr aboriginal people. The name Nymboi is a locality and the name Binderay means river, hence Nymboi-Binderay NP as it’s known today.

Camping options

Nymboi has three camping options: Platypus Flats, which is the most popular option with campers, day trippers and whitewater rafters. The Cod Hole campground is further downstream, as is The Junction where you’ll need a 4×4 to access it due to the steep terrain.

The latest batch of reader-submitted rigs has landed. If you’re keen to see your 4×4 published in our mag or online, then send a photo to our Facebook page.

1990 Toyota LC HDJ80 Sahara

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It’s been a long road of love and hate. It has a two-inch lift with 33-inch tyres on Sunraysia 15-inch rims, and an ARB front bar with side steps and scrub bars. On the roof are four spotties facing forwards, with a light bar underneath, three small light bars either side, with two light bars at the rear and two rock lights underneath. It’s currently having its engine (1HD-T) rebuilt with ARP head studs and a new turbo. I bought the car a little over two years ago and have been slowly tidying up and fixing all the backyard jobs that were originally done to it – Connor West

2013 Toyota Prado GLX 150

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I’ve owned it for five years now and I’m always doing something new to it. It has a three-inch lift front and rear; three-inch stainless exhaust; upgraded K&N filter; and a dual battery system to power all the lights and important stuff. I’ve built a custom drawer setup in the rear that works for both my job and getting away. The best place I’ve been with my 4×4 is easily Fraser Island, and I’m looking forward to going again – Ernie McMullen Jnr

2022 Mitsubishi Triton GSR

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Mods include a HPD intercooler; DPF back Pacemaker King Brown Exhaust; Loaded 4×4 bash plates; Ironman Foam Cell Pro two-inch lift; Ironman front and rear bars; Rockford Fosgate audio setup; Ironman winch; Wildpeak 275/65R18 tyres; and a Safari snorkel. I’m about to install a GME 390 UHF. My favourite spot so far has been Kenilworth in Queensland – Wayne Barnes

1999 Nissan GU Patrol

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It’s a 1999 GU with a Series 4 facelift. Equipment includes a Cummins 6BT conversion kit from Killa; TJM bullbar, side steps and side bars; TJM snorkel; TJM 12k winch; TJM HD air compressor with tank; TJM front locker; rear factory LSD; Airbag Man rear bags with in-cabin controller; TJM three-inch lift kit with panhard rods and drag links; Superior Engineering rear control arms, front bump stops, diff truss and rear coil tower bracing; Jacobs extender engine brake; Front Runner racks front and rear, with shower kit and two under-rack tables; Darche Hi-View 180 and 270 Eclipse awning; and a Dometic kitchen sink combo. Double-cab conversion kit, tray and camper built in South America and imported to Costa Rica, where it was transformed – Rolo Morera

2021 Ford Ranger Wildtrak

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I have some big plans for the Ranger in the future. I’d like to add some drawers and slides to the tub, then add a tub rack, and then eventually a rooftop tent. As well as also adding in a 180 awning somewhere along the line. I love spending my free time cruising the Queensland beaches with the 4WD Adventure Girls – Raelee

2009 Nissan D40 Navara

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It’s a stock Navara but we have been to the Victorian High Country and Toolangi, Victoria. It’s great for camping as I have my Adventure Kings awning and roof-top tent on a custom rack, so I can still have my hard lid on the tub. The next plan for the Nav is to upgrade the tyres, add a lift and also a tray. If you couldn’t tell by the photos, my favourite colour is purple – Carla

Latest Gear Guides

When it comes to leaf-spring suspension in a 4WD ute, there has always been a challenge to get it right.

If you add more leaf springs to your 4WD because you carry a lot of weight with work or camping gear, it rides like crap when empty. The same applies if you install a lightweight setup and the bum of your 4WD drags on the ground when loaded up.

ARB has solved this conundrum with its Parabolic leaf springs and Air Bag kit.

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The Old Man Emu (OME) team were tasked with redesigning a leaf-spring set-up to maximise comfort and safely allow the owner to vary the weights carried without compromise. What they came up with was this Parabolic leaf springs and Air Bag kit that allows these two scenarios to co-exist.

“Maintaining control, comfort and load-carrying capability from an upgraded suspension system are the fundamental principles of the Old Man Emu (OME) suspension brand,” said Tom Verrocchi, ARB Product Manager. “ Now with the ARB Parabolic and Air Bag system, customers can have their cake and eat it too.”

Partnering the new market-leading Air Bag kit with the OME Parabolic leaf springs gives 4WD ute owners the flexibility to adjust the loads they carry by up to 600kg.

Whether it’s tools during the week or a rooftop tent and a full fridge on the weekend, the set-up will provide a new standard in comfort and weight-carrying adjustability.

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An improvement over traditional leaf spring suspension includes the additional comfort achieved by installing Parabolic leaf springs, as they flex at a smoother rate and completely change the way the ute rides. By using an increase in steel grade and a reduction in overall leaf springs, the OME Parabolic leaf spring system is significantly lighter than the equivalent multi-leaf system.

Adding the ARB Air Bag allows ute owners to opt for a reduced load-rated leaf spring set-up, as the airbags have the ability to carry an additional 600kg (300kg per air bag) in variable weight by adjusting the pressure from 0psi to a maximum of 45psi when carrying those extra loads or towing. This is an experience coil-spring 4WDs have enjoyed for years.

“Extensive chassis simulations and testing were carried out to determine the most appropriate solution for the LandCruiser 70 Series and allows the driver to choose a comfortable and suitable Parabolic leaf spring for their everyday weight, whilst using the air bag to accommodate up to 600kg of additional weight,” said Verrocchi.

“All while being fully integrated and distributing the additional load to designated areas of the chassis in a safe and calculated way,” he added. “It is extremely important to stay within the vehicle’s axle capacities and the overall permissible Gross Vehicle Mass (GVM) of that vehicle.”

Pricing

The standard air-intake on your HiLux is under the bonnet, meaning it’s susceptible to water and dust ingress.

Water into your air-intake can mean a quick and expensive death to your motor, and excess dust can mean clogged air filters. Take the ute through rivers in the Victorian High Country or outback tracks in the Red Centre and a snorkel quickly becomes cheap insurance against these issues.

Here are four products we recommend. They’re intended as a starting point, to give you an idea of what’s available.

• What it is: A raised and water-sealed air intake.
• Why you need it: Dunking the front end of your HiLux into a river crossing is a recipe for disaster without a snorkel. The higher air intake also means less dust is ingested, and for some snorkels you can fit a pre-cleaner. The HiLux wading depth is 700mm, which is pretty good, but the first time you drive a 700mm-deep river or mud hole you will quickly discover that 700mm in a controlled environment is very very different to 700mm in the wild. Add a bow wave or a fast-flowing river and depths far below that stated wading depth start to become very risky.
• Buying tips: The key to a snorkel functioning as it should is a good seal and a design that doesn’t restrict air flow. Avoid two-piece snorkels (often referred to as raised-air intakes) and snorkels that constrict to narrower diameter than the factory intake. Also consider that the snorkel head design will be the key to fitment of dust pre-cleaners.

JUMP AHEAD

• Safari V-Spec
• TJM Airtec
• Fabulous Fabrications snorkel
• PHAT Bars snorkel

Safari V-Spec snorkel

The Australian designed, moulded and manufactured V-Spec from Safari has been specifically designed and tested to increase airflow over the factory air intake. The UV-resistant material and thick wall design should mean the snorkel will last well and truly the lifetime of your HiLux.

Specifications

• Materials: Polyethylene, UV-resistant
• Air intake: Air ram
• Sealed: Yes

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TJM Airtec snorkel

The sleek design of the TJM Airtec snorkel extends down the pillar and enters the quarter panel at the rear of the bonnet rather than running along the quarter panel. Australian-made and engineered to ensure supply of the correct volume of air to engine, the Airtec includes options for both narrow and widebody HiLux variants.

Specifications

• Materials: Polyethylene, UV-resistant
• Air intake: Air ram
• Sealed: Yes

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Fabulous Fabrications snorkel

Four inches of snorkel goodness! Each snorkel is handcrafted in-house, made from 316 stainless steel and purge-welded to guarantee longevity and a superior quality finish. Each snorkel comes with a 3mm laser-cut endcap, all required fixtures and fittings, and a comprehensive fitting guide to ensure a trouble-free installation.

Specifications

• Materials: Polyethylene, UV-resistant
• Air intake: Laser-cut grille (rear-facing)
• Sealed: Yes

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PHAT Bars snorkel

New design includes a water diverter in the top with two 8mm holes to capture the rain water and funnel out the holes. This snorkel screams style and the stainless-steel construction should mean a one-time purchase.

Specifications

• Materials: Polyethylene, UV-resistant
• Air intake: Mesh grille (rear-facing)
• Sealed: Yes

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How we review products

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:

• Warranty
• Build quality
• Value for money
• Time and ease to set-up/install
• Weight
• Fit and finish
• How well it gets the job done
• What materials they’re made from
• Corrosion/UV resistance
• Coatings
• Compatibility with other accessories
• Compliance with ADRs and vehicle safety systems
• Country of manufacture
• Load ratings, to determine what’s the best product across each price point.

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.

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