Can one camper really do it all: Quick overnighters, long outback tours, and still feel like home?

Built in South Australia, the Offline Domino proves it can. Aussie-made, bush-ready, and cleverly designed, it’s a hard-floor hybrid that balances toughness with comfort. Could this be Australia’s ultimate all-rounder?

JUMP AHEAD

• Who is Offline Campers?
• What is the Offline Domino?
• Construction and build quality
• Setup options
• Power and water systems
• Rivals and comparisons
• Other models in the range
• Target buyers
• Towing performance
• Test route
• Warranty and support
• Pricing
• Weights and measurements
• External specs
• Kitchen and appliances
• Verdict

Who is Offline Campers? 

Offline Campers is the passion project of Sam Reynolds, an engineer who can’t sit still. 

He knocked up three campers in his shed, realised he was onto something, and now he’s building about 50 a year out of the old Holden plant in Elizabeth. The plan is to push that to 100-150, but the pace is Sam’s call – he’d rather get it right than churn them out.

When he’s not at the factory, he’s usually somewhere remote on two wheels. Sam’s the type who thinks a good time is crossing the Simpson, and he’s gearing up to do the Madigan Line with nine bikes and nine campers in tow. He rolls a J-MAX–modified 300 Series with a 4100kg GVM and has no patience for half-baked gear. Offline sells direct only, no dealers, because Sam wants you dealing with the people who actually build the thing.

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What is the Offline Domino?

If the Track Tvan is the old benchmark for serious, Australian-made hard-floor campers, the Domino feels like the next evolution.

It takes the same DNA – compact footprint, go-anywhere stance, set up in minutes – and pushes it further with a smarter rear-door design, significantly more headroom, a contemporary build methodology, and Sam Reynolds’ trademark ethos of “only the best components will do.” That’s why the Domino doesn’t just compete, it sets the pace. 

Physically, it’s a tidy, well-proportioned package. At 5100mm long, 1800mm wide, and 2350mm high, it’s no broader than a Ford Ranger or Navara Warrior, which means it follows your tow rig easily through tracks and backroads. With a tare of 1300kg and ATM of 1900kg, you’ve got 600kg of payload and a 150kg ball weight – friendly numbers for mid-size 4WDs and capable SUVs, not just big wagons and dual-cabs.

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Outside, the layout is classic Offline: tough, practical, and a little bit clever. The slide-out stainless kitchen features a three-burner Dometic stove that’s permanently plumbed into the camper. Thanks to an in-house designed cut-off valve, it’s fully compliant and much easier to use than the old bayonet setups. There’s a huge slab of prep bench space, while a GPO in a side locker is perfectly placed for an induction cooktop or coffee machine.

The filter tap brings clean drinking water straight to hand. On the far side, a 23Zero shower tent drops for a Porta Pottie or a rinse off using the diesel hot water. Up front, a 400-litre locker swallows a Weber Q, a pair of Jerry holders, twin 4kg gas bottles mounts and there is a firewood rack riding on top. The coupling is a DO35 – still the benchmark – which takes care of hooking up. 

Cooling is handled by a 95L Dometic CFX on a heavy-duty slide. Inside, 1310mm-long drawers (615mm wide) have been mysteriously designed to neatly fit slabs of beer. Buyers get a Forty Winks credit to pick their own mattress, delivered and installed at the factory. Options include a motorbike rack on the A-frame with a chassis extension, which lifts the ATM to 2500kg. And if you just want the uprated ATM without the bike rack – that’s on the menu too.

Pricing starts at $96,800, moves to around $105,000 as tested, and with every box ticked, you’re nudging $120,000. It’s not cheap, but the Domino feels like one of the smartest, most capable campers on the market today.

Construction and build quality

The Domino’s build is all about strength where it matters and efficiency where it counts.

At its core is a monocoque frame made from 5052 aluminium. It’s a welded box-section and sheet-alloy structure, designed to resist flex without piling on weight. The lower third of the body is skinned in alloy and painted before coated with Raptor coating for protection, while the upper two-thirds use 29mm insulated composite panels inset into the frame. This reduces weight, boosts insulation, and gives the Domino its clean, modern finish.

Behind that alloy skin is a layer of XPS foam, adding insulation. The result is a body that’s cooler in summer, warmer in winter, and far tougher than the plywood or thin-sheet builds still common in some campers. Canvas is all Aussie-made Dynaproof, built to handle years of sun, rain, and red dust.

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Underneath, the chassis is 100 x 50 x 3mm high-grade Australian RHS steel, laser-cut, jig-welded, and then hot-dip galvanised locally. It’s the kind of foundation that will outlast multiple tow vehicles. Suspension is the proven Cruisemaster XT trailing arm setup, fitted here with Level-3 airbags and twin shocks. A holding tank and Nitto fitting are plumbed in so you can use the same system to reinflate your tyres after a beach run or rough track.

Wheel matching is also smart. You can order the Domino with PCD and offset to match your tow rig, which means you can share spares between the two. The suspension geometry adapts to maintain the Domino’s own track width, so while it may not mirror your vehicle exactly, you’ll always have interchangeable rubber on hand.

It’s a build that balances clever design with sheer toughness – made to survive the outback and keep you comfortable while it does.

Set-up options

One of the Domino’s best features is that it gives you two very different ways to set up: Travel Mode for quick stops, and Camp Mode when you’re settling in.

Travel Mode is all about speed. We used it up on the top of Six Poles – exposed, windy, and not the kind of place you’d plan to stay the night. The process is simple: level the camper with the airbags, open the rear hatch, which is gas-strut assisted, and climb straight into bed. That’s it. No fuss. The whole thing takes just a couple of minutes, which makes it perfect for impromptu overnighters or when you’ve pushed on later than planned and just want to crash.

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Camp Mode is where the Domino shows off its full personality. We set up in Melrose, SA with room to spread out, a campfire on the go, and time to relax. This setup is a little more involved: unlatch the rear hatch and roof, let the electric actuators lift the tent into place while lowering the rear floor, then tension the tent with a few spreader bars inside. Swing out the 180-degree Darche awning, slide out the full kitchen, and you’re done.

At a steady pace it takes about ten minutes, but the payoff is worth it. You end up with a hard-floor living space that will accommodate a cosy six or a very comfortable four – perfect for a game of cards or just hiding from the elements.

The beauty of the Domino is how seamlessly it switches between these two personalities. Travel Mode keeps you moving, letting you stop almost anywhere with minimal effort. Camp Mode transforms the trailer into a genuine base, built for days at a time. That flexibility is what makes the Domino so well-suited to Aussie outback touring – it adapts to how you travel, not the other way around.

Power and water systems

The Domino is built for serious time off-grid, and power is the starting point.

Most buyers go for the 200Ah lithium battery, which is what our test camper had – it’s the sweet spot between capacity and weight. A 100Ah pack is standard, and if you’re planning really long stays or want to run heavy-draw appliances, you can option up to 400Ah.

Charging is handled by a REDARC BCDC, backed by an Enerdrive AC charger for mains power, and an optional 2600W inverter (with a 3000W option) that lets you run induction cooking, coffee machines, or laptops without stress. A Victron Smart MPPT solar regulator and a Simarine panel keep track of what’s going in and out, so you always know where you stand.

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The solar setup on our test Domino was one of its cleverest tricks – though it’s worth noting, all solar is optional. This rig carried an 89W panel that stays exposed in Travel Mode, sipping in charge while driving or parked. A 175W panel sits on the roof lid, feeding in power on the move. Flip into Camp Mode and the lid reveals a second 175W panel on the canvas roof, bringing the total to 439W on our test unit, with ~280W usable in any Mode. There’s also a dedicated input for a blanket panel – add a 400W portable and you’ve got serious capacity, more than enough to keep the fridge humming and the inverter running for the long haul.

Water is no weak point either. The Domino carries 75L of filtered drinking water and 105L in a general-purpose tank. Thanks to a lift pump and filtration, you can refill from stations or creeks and feed straight into the GP tank. Hot water and space heating come from a diesel Webasto, so you’re not chewing through gas bottles.

In practice, a 200Ah setup will keep the 95L Dometic CFX fridge and LED lighting going for 4–5 days with no charge back in. Add solar, and you’re out indefinitely. If you’re leaning on the inverter for induction cooking, expect closer to 2–3 days before you need a top-up – exactly where a portable panel earns its keep. This being an outback camper, the bush toilet is endless, so food and beer will run out before the power or water does.

Rivals and comparisons

The Domino doesn’t exist in a vacuum. Three of the most obvious rivals are the Track Tvan T3, Patriot X3, and Ultimate Nexus – all serious Australian-made campers with their own quirks.

Pricing puts the Domino right in the thick of it. The Tvan T3 starts around the $90–100K mark depending on spec. The Patriot X3 sits a little lower at around $86–90K, while the Ultimate Nexus comes in from roughly $76K (before options and the Nexus needs a few). The Domino, at $96K base and around $105K as tested, is priced to slot neatly among them – more expensive than the Nexus, about even with the Patriot, and a touch under the Tvan once you start matching features.

The Tvan T3 is the Domino’s closest rival in concept: a hard-floor camper built tough for the bush. Its alloy construction makes it rugged, but it feels noticeably cramped around the bed head compared to the Domino, and it carries a little more bulk. Where it shines is full setup: like the Domino’s Camp Mode, it’s designed to be opened to expose a rear hard floor but its fast set-up is not as clean or usable as the Domino’s Travel Mode.

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The Patriot X3 plays a different game. It’s light at about 1,160kg tare and compact when packed, but once opened it needs more campsite space thanks to its side-hinged design. Water capacity is healthy at 150L, but the electrical spec feels dated: AGM batteries and a 1,500W inverter don’t stack up against the Domino’s lithium-ready system and larger inverter. Durability is solid, with alloy frame and panels, but interior lounge space is tight compared to the Domino.

The Ultimate Nexus also opens to the side, so like the X3 it demands more campsite real estate than the Domino. At under a tonne tare it’s extremely easy to tow and packs down neatly, but when deployed it spreads wide. Water capacity is good at 160L fresh plus 50L grey, and lithium power is standard, but lounge space is minimal and its fibreglass construction makes it less durable in serious bush work than the alloy-bodied Domino, X3 or T3.

Stacked against these, the Domino offers the best mix of durability, power, water versatility, and interior comfort. In quick-stop mode (Travel Mode) it matches the T3 for speed of set up but sets up cleaner, and in full Camp Mode it outshines all three for total living space and long-stay self-sufficiency.

Other models in the range

While the Domino has become Offline’s headline act, it’s part of a broader family of campers designed around the same principles: strong alloy construction, smart power and water systems, and serious off-road ability.

The Raker is the original. A rear-fold hard-floor with a low towing profile, it offers heaps of internal space once opened. It shares the same core water and power setup as the Domino, so it’s equally capable off-grid, but it’s more traditional in form – a classic rear-fold refined by Offline’s attention to detail.

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The Solitaire was the company’s first hybrid. Built with a walk-in door and a lifting roof, it’s aimed at buyers who want more of a caravan-style feel without losing the off-road chops. Available in 14- and 16-foot layouts, it adds interior cabinetry and living space, but stays true to Offline’s rugged DNA.

The Ryder is the toy hauler of the range, designed to carry bikes, side-by-sides, or extra adventure gear with an ATM of up to 2500kg (1900kg is standard). It’s the pick for riders and families who don’t want to choose between hauling toys and having a fully featured camper.

Finally, the Ryder-Lite is on the horizon. Think of it as a budget-conscious Ryder: no tent, no full kitchen, but built with all the critical elements intact – the same chassis, deck, optional underslung water tanks, and suspension that make every Offline product capable in the rough. It’s a stripped-back platform for those who have a tent on the tow-rig or plan to swag it but want water and storage. 

Target buyers

The typical Domino buyer isn’t someone chasing the cheapest deal.

Offline’s customers are usually people who have built success in their own fields – engineers, architects, business owners – and they recognise good design and execution when they see it. They’re not impressed by gimmicks or cookie-cutter campers; they want something that’s as reliable and capable as they are.

What unites these buyers is a preference for gear that works. They don’t want to be fussing with niggles or patching problems in the middle of nowhere. The Domino appeals because it’s engineered to perform exactly as advertised: a camper that gets you there, keeps you comfortable, and doesn’t quit when the tracks get rough.

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There’s also a strong appeal for those who like to back a local builder with a direct-to-customer model. Knowing they’re dealing with the people who actually design and build the camper – not a dealership sales chain – carries weight with this audience.

In short, the Domino is bought by people who don’t cut corners in their own lives and don’t want to compromise when they travel. It’s a camper for those who value confidence in the bush as much as comfort around the campfire.

Towing performance

On the road, the Domino tows beautifully.

Its narrow 1800mm width means it tucks neatly behind the tow vehicle, with no need for extended mirrors – a rare win in the camper world. Clearance is excellent, and the chamfered rear end makes it easy to drop into creek beds or tackle departure angles that would hang up a boxier van.

We paired it with a Nissan Navara PRO-4X Warrior, and it was a great match – stable, easy to manage on the highway, and surefooted off it. With a shorter overhang tow rig, such as a Prado or other capable SUV, you could explore deeper into tighter country where length is the limiting factor.

The Domino’s standard ATM is 1900kg, but it can be optioned up to 2500kg with the chassis extension and motorbike rack. If you go that heavy, you’ll want a full 3,500kg-rated 4WD to give yourself breathing room on GVM and GCM limits.

Electronic Stability Control isn’t fitted – and frankly isn’t needed. With its low centre of gravity, modest weight, and balanced design, the Domino feels planted and predictable, whether you’re cruising freeways or threading it down back-country tracks.

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Test route

Our loop north of Adelaide took in the Bridle Track, a classic outback run that links the ranges with the gulf.

First pushed through in the 1800s to move ore and supplies, it remains one of South Australia’s most rewarding drives. The track is strictly dry-weather only – clay sections turn treacherous when wet – and it passes through working farms, so it’s essential to leave gates as you find them. In return, it offers some of the best views you’ll see over the Spencer Gulf, with sweeping ridgelines and wide open skies. It is a drive worth doing. 

We dropped into Six Poles, a windswept high point that makes you feel on top of the world, before continuing west into Melrose. South Australia’s oldest town sits at the base of Mount Remarkable and has become a hub for mountain biking, with trails spilling from the hills straight into the local brewery. It’s an iconic stop on any Flinders Ranges adventure. 

Warranty and support

One of Offline’s biggest strengths is that you deal directly with the people who built your camper.

There’s no dealer network to muddy the waters, no middlemen making dodgy calls on repairs. If something goes wrong, Sam and his team handle it themselves, usually responding within 48 hours of a claim being lodged.

The warranty itself is straightforward: two years cover on the camper as a whole, five years on the chassis, and five years on the Cruisemaster suspension. Appliances like fridges, stoves, heaters and the diesel hot water service are covered separately by their original suppliers, and owners are responsible for routine servicing – wheel nuts, bearings, and suspension checks at set intervals. The warranty is transferable if the camper is sold, adding resale value.

Offline’s approach is clear: maintain the camper properly and they’ll stand behind it. For buyers, that direct line to the factory is as reassuring as the warranty itself.

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Pricing

• Price from: $96,800
• Options fitted: 200Ah Lithium, 2600W inverter, 489W combined solar
• Price as tested: $105,000

Weights and measurements

External specs

Kitchen and appliances

Verdict

The Domino feels purpose-built for busy travellers who want to maximise their time away without wasting hours on setup or dealing with fragile gear. Its two personalities – fast, no-fuss Travel Mode and the full-featured Camp Mode – make it adaptable whether you’re pushing on or settling in.

Bush readiness is baked into the design. From the chamfered rear and high clearance to the rugged monocoque alloy body and galvanised steel chassis, the Domino is made for red dust and rocky tracks. It’s equally well thought out when parked: a smart dual water system with optional creek-draw ability, a decent lithium and OK solar package, and practical storage solutions that show real-world testing behind the design.

At 1300kg tare it’s impressively light for what it offers, towable by more than just the biggest rigs, yet it still feels rock-solid on and off-road. Exceptional build quality rounds it out – proof that Offline builds campers to last, not just to sell.

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More information: Offline Campers

Tenancy 1A, Main Gate, 180 Philip Hwy, Elizabeth SA 5112
P: 08 7286 9213
E: [email protected]
W: offlinecampers.com.au

A sat phone is often held up as the gold standard of outback preparedness, but is it really enough on its own?

Sure, it can get you out of trouble and possibly even save your life – or at least spare you a few unplanned nights in the desert – but having a sat phone doesn’t automatically mean you’re well-prepared.

Imagine the common scenario: the vehicle catches fire or breaks down, and you’ve got just enough time to grab some gear before it’s unusable. In a makeshift shelter, you might still have a gas stove and bottle, saucepans, thermos and cups, a jerry can of water, a box of supplies, some bedding and a few other assorted goodies. On the surface, it looks like you’re travelling with all the right kit.

But here’s the real question: Is this another example of travelling ‘with all the gear and no idea?’ It’s something we’ve seen plenty of over the years, especially as more people head off on Aussie adventures rather than sticking to the usual highways and tourist routes. And who can blame anyone for wanting to see a bit of their own country?

The problem is, you can’t just buy all the gear and head into the unknown as though it were a trip down the coastal highway to Byron Bay, or an easy run to Wilsons Promontory. The smart travellers join a 4WD club or go on a tag-along tour to learn new skills and techniques – and hopefully a little about being prepared. That way they can enjoy a long-range desert sojourn and, in the process, stay out of trouble.

At the very least, take a basic course in how to drive a 4WD. If you’ve never done it before, don’t be so sure you already know how to handle sand, cross a river or climb a steep hill.

It’s also imperative to learn about the dangers of desert travel, including the risk of fire from the build-up of spinifex under a vehicle, especially around exhausts, DPFs and catalytic converters. Anyone travelling through spinifex country should be checking under the vehicle at regular intervals.

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And then there’s equipment. If a fire does break out, do you have an extinguisher on hand – and do you know how to use it quickly? Everyone heading into the scrub should carry at least one as a minimum.

A brand-new car and camper doesn’t make you immune from breakdowns, punctures or even fire. Carrying just a sat phone is not being well-prepared. Yes, it’s a step in the right direction, but real preparation means planning ahead, having a basic knowledge of repairs, carrying the tools for the job, and packing the essentials like a first-aid kit, recovery gear and multiple forms of communication.

That’s the difference between just getting by and truly being ready for the outback.

Kia’s Tasman ute has landed in Australia’s busy midsize ute market.

While new 4x4s seem to arrive every other week from brands few have heard of, the Tasman comes from Kia – one of Korea’s most respected automakers and already a popular brand with Aussie buyers. The company clearly hopes the Tasman will strengthen its appeal with ute-loving locals.

This existing fan base gives Kia a leg-up on other newcomers, many of which are starting from scratch in a fiercely competitive ute market. The Tasman, by contrast, arrives with the backing of an established brand and is positioned to take on some of the best-known 4×4 ute nameplates.

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While the Tasman is unlikely to trouble the Ford Ranger or Toyota HiLux at the top of the sales charts just yet, it makes sense to line it up against the current best-seller and perennial favourite – Ford’s Ranger.

The standout in the Tasman line-up is the flagship X-Pro, the most 4×4-capable variant in the range. That extra ability comes at a price, with the X-Pro listed at $74,990 plus on-road costs. That’s V6 Ranger Wildtrak money, but for a closer match we’ve lined up four-cylinder against four-cylinder. In this case, it’s the top-spec bi-turbo Ranger 2.0L Wildtrak, priced at $69,890 plus on-road costs.

For context, a Toyota HiLux Rogue lists at $63,260 plus on-road costs, while the HiLux GR Sport can also be had for less than the Tasman X-Pro.

JUMP AHEAD

• What equipment do you get?
• Powertrains
• Chassis and suspension
• Off-road performance
• Verdict
• Specs

What equipment do you get?

As the flagship of the Tasman range, the X-Pro comes loaded with all the fruit:

Exterior and practical

• 17-inch alloy wheels with A/T tyres
• Roof rails
• Privacy glass
• Sunroof
• Full-size spare wheel
• Lights and GPO power outlet in tub
• Adjustable tie downs
• Rear fender flare storage (on colours with black flares)
• Fuel tank undercover protection

Interior and comfort

• Artificial leather-appointed seats
• Eight-way powered driver and passenger seats
• Heated seats – first row
• First row ventilated seats
• Second row heated seats
• Second row slide/reclining seats
• Second row under-seat storage
• Second row armrest
• Dual-zone climate control
• Heated steering wheel
• Ambient mood lighting

Technology and safety

• LED headlights
• Front parking sensors
• Rear parking sensors
• Surround View Monitor
• Ground View Monitor
• Blind-spot View Monitor
• Parking Collision Avoidance Assist
• Highway Driving Assist 2
• Adaptive cruise control
• TPMS
• 2 x screens for driver cluster and multimedia
• Inbuilt satellite navigation
• Wireless Android Auto/Apple CarPlay connectivity
• Wireless charger (double)
• Premium Harman Kardon sound system
• Power-folding side mirrors
• Paddle shifters
• Column-mounted transmission selector (instead of console T-bar)

Off-road hardware

• Driver-actuated locking rear differential
• Integrated Trailer Brake Controller
• Drive Mode Select
• Terrain Modes: Snow, Sand, Mud and Rock
• X-Trek (crawl-control style system)
• Off-road info including steering direction, steering angle and oil levels

All Tasman models come with the full suite of safety tech, but the X-Pro and X-Line variants have not yet been ANCAP tested to confirm the five-star rating awarded to the lower grades. The entry-level S and SX models wear a front chin spoiler that compromises ground clearance and approach angle but is required to meet pedestrian safety standards, as it reduces the risk of a person being pushed under the vehicle in a collision.

Kia has wisely left the spoiler off the more off-road-focused X-Line and X-Pro to preserve off-road capability, and we commend them for it. Regardless of grade, all Tasman occupants benefit from the same level of ADAS and safety equipment. 

All Tasman models run a 2.2-litre turbo-diesel engine producing a claimed 155kW and 441Nm, paired with an eight-speed automatic transmission. Four-wheel-drive variants use a dual-range, part-time transfer case with a 4×4 Auto setting for all-road all-wheel-drive use. Only the X-Pro gets a selectable rear diff lock, while other 4×4 Tasmans make do with an auto-locking rear diff.

Across in the Ranger Wildtrak it comes standard with:

Exterior and practical

• Power roller shutter
• 12-volt outlet in tub
• Adjustable tie downs
• Full-size spare wheel and tyre

Interior and comfort

• Unique Wildtrak leather-accented seats
• Eight-way power-adjustable, heated driver and front passenger seats

Technology and safety

• LED headlights
• 360-degree camera
• TPMS
• 12-inch colour touchscreen
• Inbuilt satellite navigation
• Wireless Apple CarPlay and Android Auto
• Wireless phone charging
• Active Park Assist 2.0 (fully auto)
• Overhead auxiliary switch bank

Off-road hardware

• Off-road screen and drive modes
• Integrated brake controller and towing menus

Our Wildtrak test vehicle was fitted with a few options, including Ford’s clever Flexible Rack System ($2800) and a Premium Pack ($2100). With these added, the price edged above that of the Tasman X-Pro. The Ranger’s cabin was a revelation when the current model launched, with its spacious layout, large multimedia screen and high level of equipment. It remains one of the best in the class today.

As the newer vehicle, the Tasman’s interior design and equipment are more in step with current expectations. Its multimedia screen is wide rather than tall like the Ranger’s, and it links with an equally wide driver information screen to present as one continuous display.

By moving the transmission shifter to a column stalk, the Tasman frees up console space for more practical storage. The X-Pro also offers dual wireless phone chargers here, compared to a single unit in the Ranger.

Both cabins provide ample space for four adults, but the Kia adds a simple slide-forward function for the outboard rear seats, giving a more relaxed backrest angle than the upright pews found in most double-cab utes. Clever placement of USB ports for rear passengers, along with other SUV-style touches, make the Tasman’s cabin a winner inside. 

Powertrains

Kia hasn’t strayed far from the proven ute formula, noting that around 80 per cent of the segment is powered by four-cylinder diesels.

Under the bonnet of the Tasman is the company’s familiar 2.2-litre single-turbo engine, producing 154kW and 440Nm. The figures are modest but sufficient, giving the Tasman solid performance in 99 per cent of driving conditions. However, it does feel short on punch when pushed hard, and the lack of grunt was also noticeable when towing a large caravan.

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This is where the Ranger sets itself apart. Ford’s 2.0-litre bi-turbo diesel is one of the torquiest engines in the class, producing 154kW and 500Nm. It always feels lively, whether driven enthusiastically or towing.

Kia argues it’s not the peak torque figure that matters, but how the torque is delivered across the rev range. In that respect the Tasman drives beautifully most of the time. It’s only with the throttle pinned that it feels a little underdone and leaves you wanting more.

The Ford also benefits from its 10-speed automatic, which keeps the engine on song when pushed and finds the right gear for towing. The Tasman’s eight-speed auto performs well enough, but it felt busy with a van hitched up.

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One area where the Tasman’s transmission is well ahead of the Ranger’s is manual shifting. Ford persists with fiddly buttons on the side of the T-bar, which are hard to use quickly, especially with big fingers. In contrast, the Kia X-Line and X-Pro feature steering wheel paddles that are always within easy reach. In the Ranger line-up, only the Raptor gets proper shift paddles.

The Tasman scores another point over the Ranger with its transfer case, offering high and low range, 2WD and a 4×4 Auto setting. From experience, having 4×4 available on sealed roads is particularly useful in the wet and/or when towing a heavy trailer. In the Ranger line-up, this handy 4×4 Auto mode is reserved for the V6 models.

Chassis and suspension

Both utes stick with the class standard of a ladder-frame chassis, independent front suspension and a live rear axle on leaf springs.

The Ranger was developed in Australia from the outset, while the Tasman underwent months of local testing, development and re-engineering to suit our conditions and preferences. Both achieve strong results for ride and handling, though each has its own character.

The Ranger has long been known for its soft, supple suspension tune, delivering excellent ride quality and better-than-average handling. It’s a well-rounded package for on- and off-road driving, load hauling and towing, though the factory rear leaf springs do reach their limits fairly quickly under heavy loads.

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Local chassis development has given the Tasman a sportier feel, with flatter cornering and excellent road-holding. The trade-off is a firmer low-speed ride, where sharp bumps are more noticeable to passengers. It’s a small price to pay for the impressive body control, which really shines off-road – the Tasman shrugs off rough terrain at speed and feels more composed the faster it goes. At the same time, it still provides enough flex and wheel travel for low-speed off-road work.

The Tasman’s suspension handled a two-tonne caravan without excessive pitching or instability, though we’ve yet to test it with a full load in the tray. The X-Pro edges the Wildtrak on payload, just creeping over the one-tonne mark. While the Ranger has higher GVM and GCM figures, much of that advantage is offset by the Ford’s heavier kerb weight.

Both utes make excellent long-distance tourers, and the final choice largely comes down to driver preference. That said, the Tasman is the one that better rewards an enthusiastic driver on a twisting road.

Off-road performance

Hitting the gravel, the Tasman was already in its 4×4 Auto setting, while engaging 4×4 high range in the Ranger was just a button tap away.

In both vehicles, the transfer cases engaged quickly, with no delay when switching between 2WD, 4×4 or low range. One annoyance with the bi-turbo Ranger is that engaging the rear diff lock requires navigating to the off-road menu in the multimedia screen, whereas other Ranger variants provide a simple console button.

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Without engaging the rear diff lock, the Tasman’s traction control proved fast-acting, distributing drive to the wheels with grip almost instantly. In the Ranger, there’s a noticeable lag in the ETC, which can allow wheelspin or even halt progress until the diff lock is engaged. Also impressive in the Tasman is the level of suspension articulation, especially given how flat it corners and handles on-road.

A plus for the Tasman is its X-Trek system, which works like Toyota’s Crawl Control or Jeep’s Selec-Speed. This low-speed off-road cruise control lets the driver set a speed, with the vehicle then creeping forward without throttle or brake input. It frees the driver to focus solely on wheel placement over obstacles – don’t laugh until you’ve tried it!

Both utes are competent off-roaders, but the Tasman’s quicker-acting traction control gives it an edge over the Ranger on tricky, rutted tracks.

Verdict

Make no mistake, both the Tasman X-Pro and Ranger Wildtrak are premium 4×4 utes.

With well-appointed cabins, alloy wheels, rear diff locks and a full suite of features, they sit at the top of their respective ranges. For Kia, the X-Pro is the flagship, while the Wildtrak is the highest-grade bi-turbo on offer. Either way, you’re looking at more than $70K once they’re on the road. The Tasman feels and looks the more modern of the two – which it is – but the Ranger still holds its own when it comes to cabin, equipment and capability.

Which ute is best comes down to driver preference – the Tasman offers a sportier chassis, fresher interior and stronger off-road ability, while the Ranger counters with extra torque and stronger performance from its bi-turbo/10-speed powertrain, as well as sharper pricing.

Then again, there will always be those who make their choice on looks alone.

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Specs

Winding its way through outback New South Wales, the Darling River has long been a lifeline – from sustaining the Barkindji people for tens of thousands of years, to guiding explorers, supporting riverboat trade, and shaping the pastoral frontier of inland Australia.

I’ve driven along the Darling River a few times now, and it never fails to deliver. This time, our journey began in the historic and surprisingly vibrant town of Bourke. Explorer Charles Sturt passed through the area in the late 1820s while searching for the fabled inland sea, famously noting in his journal that it was “unlikely to become the haunt of civilised man.” He couldn’t have been more wrong. Within a few decades, the region was thriving, and the river became a vital trade route. By 1880, Bourke had grown into a major transport hub for southwest Queensland and western New South Wales, with paddle steamers hauling massive loads of wool downriver each season.

These days, Bourke remains a key hub for outback travellers – not just to top up on fuel and supplies before heading bush, but also to soak up some rich local history. There’s plenty to see and do, from the old Darling River wharf and historic centre-lift bridge to nearby stations and the grand heritage-listed buildings lining the main street. When we visited, the river was in flood and still rising, so a cruise on the paddle steamer was off the cards — but there was no shortage of things to explore on dry land.

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Gundabooka National Park: Outback beauty and indigenous heritage

Heading south from Bourke along the Darling River Road, we passed through the spectacular Gundabooka National Park – a region rich in outback beauty and Indigenous heritage.

There are plenty of options here for adventurous travellers, from hiking out to Mount Gundabooka to chasing riverside serenity at the Yanda Campground, which offers a peaceful spot to set up beside the Darling, with towering river gums providing shade and atmosphere.

Roughly 10km south of Gundabooka, a roadside sign marks a significant historical site – the spot where explorers Charles Sturt and Hamilton Hume first encountered the Darling River in 1829. It’s well worth pulling over to read the informative display board, which offers fascinating insights into their expedition and the challenges they faced as they mapped the interior.

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Louth: History, pub culture, and the shining headstone

Our first proper stop was the historic riverside town of Louth, around 100km downstream from Bourke.

This tiny settlement has a rich past – it was once a key stopover for Cobb & Co coaches and river trade in the late 1800s, and it even inspired Henry Lawson to pen a few verses about drinking and partying when the pub was the only service in town.

These days, not much has changed – Shindy’s Inn still sits proudly on the riverbank and makes for a great overnight stop, especially when the famous Louth Races roll into town and the partying kicks off in true outback style. Inside the pub, you’ll find walls lined with historic memorabilia, photos of epic floods, and all sorts of quirky outback relics.

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Before leaving town, be sure to visit the local cemetery, where you’ll find the famous 7.5-metre-tall ‘Shining Headstone’. Built by Thomas Matthews in memory of his beloved wife, the granite cross is precisely aligned so that each year, on the anniversary of her death, the reflected sunlight shines directly onto the site of their former home. It’s an extraordinary tribute and one of the most moving and unique memorials in the outback.

There’s plenty of camping available in Louth or at nearby stations, but with the slow-moving floodwaters rising along the Darling, we decided to push on further downstream.

Tilpa: Classic outback pub and heritage walk

For most of the year, the roads following the river are in decent condition — but when the rain comes, they’re closed quickly. These aren’t just outback tracks; they’re vital local roads providing access to stations and essential services.

Tilpa, perched on the western bank of the Darling, is a must-visit for anyone travelling through the region. The iconic Tilpa Hotel is one of those classic outback pubs where the beer’s always cold, the meals are hearty, and the atmosphere is warm and welcoming. For a small donation to the Royal Flying Doctor Service, you can even leave your mark by writing your name on the walls inside – if you can find a free spot, that is!

Established in 1894 as a service stop for shallow-draught paddle steamers, Tilpa is also home to what’s proudly claimed as the shortest heritage walk in Australia – conveniently located just across the road from the pub, so you won’t get too thirsty.

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White Cliffs: Opals, underground homes, and solar history

Our original plan was to follow the Darling all the way south, tracing the flow of recent rains in far northern NSW.

However, with floodwaters moving downstream, we opted to cut across the Paroo-Darling floodplain to White Cliffs before the area was closed. It’s always a great run west across the plains, and under normal conditions it takes just a couple of hours.

White Cliffs has been a significant opal mining centre since the late 1880s and today attracts tourists keen to explore its quirky charm – and maybe even strike it rich. The opal-bearing rock here dates back over 100 million years, from a time when the region was covered by ocean. While few visitors actually find their fortune, it’s still a fascinating place to explore.

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The town is surrounded by a pockmarked lunar-like landscape with more than 50,000 disused mine shafts. A heritage trail winds around the old diggings and town centre, showcasing historic buildings, bizarre shanty-style mine dumps and even free fossicking zones where you can try your luck.

It gets brutally hot here in summer – one reason the locals live underground, where temperatures stay relatively stable. Traditional Aboriginal groups never settled permanently in the area due to the extreme climate and lack of permanent water, though they did travel through on their way to and from the Darling River.

Back in 1981, White Cliffs took a pioneering step by building its own solar power station. Using 14 massive dishes, each five metres in diameter, the system harnessed the sun’s heat to boil water, producing steam to drive an engine and generator that supplied electricity to the town. Although it was eventually decommissioned, the site gained international recognition and was heritage listed in 2006 as the world’s first solar power station.

Wilcannia: Paddle Steamer Port and Heritage Town

After a few days exploring White Cliffs, we made our way back towards the Darling, this time rejoining the river at Wilcannia.

Once a thriving river port, Wilcannia played a vital role during the paddle steamer era, with boats travelling up from South Australia to service inland settlements. At its peak, Wilcannia was the third-largest port on the Darling and earned the nickname “Queen City of the West.”

Today, the town still showcases its rich history through a collection of heritage-listed buildings lining the riverbank and scattered throughout the town centre. Wilcannia boasts some remarkable historical facts – in 1887 alone, more than 220 paddle steamers passed through town. A brewery was built to service the booming river trade, and a customs office was established to collect taxes on goods in transit.

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At one point, Wilcannia had no fewer than 13 pubs! Today, visitors can follow a heritage trail that takes in 18 significant sites, including several impressive sandstone buildings dating back to the 1880s – a testament to the town’s importance during the golden age of river transport.

One highlight along the heritage trail is the historic Wilcannia Bridge, built in 1896. Although now closed to vehicles, the restored structure is open to pedestrians and is one of only two remaining lift-span bridges on the river system – the other located on the Barwon River at Brewarrina. These centre-lift bridges were engineering marvels of their time, designed to open in the middle to allow paddle steamers to pass.

Menindee Lakes: Wetlands Reborn

The final leg of our journey took us south along the Darling towards the Menindee Lakes, about 150km from Wilcannia.

Thanks to heavy rainfall in northern NSW months earlier, water was now flowing freely into the lake system – a welcome sight after years of drought and dry beds. The Menindee Lakes cover an impressive 475 square kilometres and, when full, hold around three times the volume of Sydney Harbour. At the time of our visit, around 17 billion litres of water per day was pouring in, swelling the lakes towards capacity and transforming the landscape into a wetland wonder once more.

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Life is returning to the Menindee Lakes in a big way – birds, fish, frogs and even blue yabbies are once again thriving in the rejuvenated wetlands. In recent years, the Darling and its lakes have been at the centre of controversy, with widespread criticism over poor water management. Hopefully, the current recovery signals a turning point.

Originally constructed between the 1950s and 1960s, the Menindee Lakes system was designed to capture and retain floodwaters, supplying water to Broken Hill, local mines, and for stock and irrigation use. Long before the lakes were engineered, early European explorers saw this area as a vital stopover when travelling up from Adelaide. It was one of the few guaranteed water sources, making it an essential place to rest and resupply before pushing into the harsh interior to the north. The first recorded use of the Menindee region as a lifeline dates back to 1835, with expeditions led by the likes of Charles Sturt, Thomas Mitchell, and later the ill-fated Burke and Wills journey.

There’s a raw beauty to this region that leaves a lasting impression – whether you’re drawn by the rich history, the laid-back outback lifestyle, or simply keen to tick off another iconic Aussie drive.

The Darling River never fails to deliver, offering a journey that’s as rewarding as it is unforgettable.

When GMSV recently launched the GMC brand in Australia with the Yukon Denali, it stepped into a niche corner of the local new-vehicle market – the full-size, three-row 4×4 wagon segment.

It’s a segment that was once dominated by the Toyota LandCruiser, Nissan Patrol, Mitsubishi Pajero and, to some extent, the Land Rover Discovery. But vehicles have grown in size and Nissan’s Y62 Patrol has had the segment to itself in recent years. 

Yes, the LandCruiser is still available, but the 300 Series isn’t as large as the current Patrol, and while the Discovery is also on sale, it now sits in a more premium segment than the big Nissan. You could argue the Land Rover Defender belongs here too – it’s a large, three-row petrol wagon – but at the time of testing, Land Rover was phasing out its excellent Ingenium six and moving exclusively to V8 power for its petrol variants.

The GMC Yukon Denali is a premium product with a price tag to match, and we figured the recently refreshed Nissan Patrol is its closest rival – even if it costs nearly half as much. Both are V8-powered 4×4 wagons with seating for eight, but they target very different buyers.

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JUMP AHEAD

• GMC Yukon interior and safety
• Nissan Patrol interior and safety
• V8 powertrains and off-road capability
• Price, warranty, fuel use and verdict
• Specs

GMC Yukon interior and safety features

The all-American GMC is a true luxury wagon, and it’s kitted out to justify its $175K price tag.

The cabin is spacious and plush, with all three rows of seating trimmed in soft leather. The front seats are heated and ventilated, the second row gets heating, and the third-row passengers make do with aircon vents. All seats feature power adjustment or folding, and both the second and third rows fold flat to create a long, level load space. It’s roomy enough to roll out a swag if the weather turns nasty.

Up front, there’s a massive 16.8-inch touchscreen for multimedia, paired with an 11-inch digital instrument display and a 15-inch head-up display projected onto the windscreen.

A pair of 12.6-inch screens mounted to the backs of the front seats provide rear-seat entertainment, and they’re positioned so passengers in the third row can also catch the action. A premium 14-speaker Bose sound system delivers crisp audio throughout the cabin, while the massive full-length panoramic sunroof floods all three rows with natural light. If you think the Y62 Patrol is roomy, wait until you climb inside the GMC — it takes spaciousness to another level.

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The Patrol’s cabin isn’t exactly cramped, but it feels a world away from the sheer scale of the Yukon. We’ve often noted in comparisons with the LandCruiser 200 and 300 Series that, even with the third row upright, the Patrol still offers enough space to fit a car fridge behind the seats — something the Cruiser struggles with. The GMC matches that practicality and then some, offering even more usable luggage space with all three rows in use.

Where the Patrol and Yukon differ most is up front. Nissan positions the driver high and forward in the cabin, which can leave you feeling like you’re perched over the pedals and pressed up against the windscreen. The GMC, by contrast, lets you sit back and sink down into the cabin, creating a far more relaxed, spacious and comfortable driving position.

That forward-driving position in the Patrol does have a payoff — it frees up loads of space in the second row, where even tall adult passengers can stretch out comfortably. In the Yukon, with the front seat adjusted to my preferred position, second-row legroom is only adequate by comparison.

Safety kit in the Yukon includes a tyre pressure monitoring system, stability and traction control, trailer sway control, a 360° HD camera system with up to 11 selectable views, Following Distance Indicator, Forward Collision Alert, Front and Rear Park Assist, Front Pedestrian Braking, Lane Change Alert with Side Blind Zone Alert, Lane Keep Assist with Lane Departure Warning, Rear Cross Traffic Alert, and Rear Pedestrian Alert — all contributing to an impressively comprehensive package.

Nissan Patrol Y62 interior and safety features

The 2025 updates to the Nissan Patrol were centred around the interior, with particular focus on the multimedia system. This has been refreshed several times over the long life of the Y62 in an effort to keep the tech feeling contemporary in a vehicle that’s now more than a decade old.

To that end, Nissan has done well with the new 12.3-inch screen, positioned high on the centre of the dash where it’s easy to see and use. It now offers wireless Apple CarPlay and Android Auto, along with built-in navigation. It’s exactly what Y62 Patrol owners have been crying out for over the past decade and, as is so often the case with long-running vehicle platforms, it means the final iteration of the Y62 will be the best of the breed.

The centre screen is complemented by a new 7.0-inch driver display that’s customisable and provides quick access to essential information like a digital speed readout and turn-by-turn navigation instructions, reducing the need to glance back at the central screen. It also includes an off-road monitor, which gives the driver a live view of the terrain immediately around the vehicle when tackling rough tracks.

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Thankfully, the addition of the new driver’s display hasn’t come at the expense of the large analogue speedometer and tachometer gauges, which remain front and centre in the dash. 

In another welcome throwback, the multimedia screen retains not just a tactile volume dial but also a separate tuning knob for the radio – a feature that’s all but extinct in most modern vehicles. It’s refreshingly intuitive and far easier to use on the move than scan buttons or touch sliders. The sound system in the Ti-L is another Bose set up, this one featuring 13 speakers.

The Ti-L’s leather seats are 10-way power adjustable for the driver and 8-way for the front passenger. As mentioned, the driving position sits you high and forward in the cabin – more than I’d prefer – but it’s something you get used to over time. The benefit of this layout is excellent visibility through the windscreen and ample legroom for second-row passengers.

Safety-wise, the Patrol Ti-L comes well equipped for a vehicle of its age, with front and rear parking sensors, Vehicle Stability Control (VSC), Electronic Traction Control (ETC), and ABS with electronic brake-force distribution. Airbag coverage includes dual front and side airbags for the driver and passenger, along with full-length curtain airbags for all three rows.

Driver assistance tech includes Emergency Braking, Forward Collision Warning, Lane Departure Warning and Intervention, Blind Spot Warning and Intervention, Rear Cross Traffic Alert, and a Tyre Pressure Monitoring System. The 360° camera system has also returned with the 2025 update, bringing a welcome boost to parking visibility.

Interior verdict

While both cabins offer premium features and generous space, the GMC nails the luxury brief with a more opulent fit and finish, while the Patrol feels simpler and more intuitive, especially when it comes to operating controls both on and off the road.

V8 powertrains and off-road capability

Both of these wagons roll on separate ladder chassis and are powered by old-school, naturally aspirated V8 petrol engines.

The engine in the GMC is even a single-camshaft-in-block design, but that’s no bad thing – it simplifies the engine, lowers mass in the engine bay. While these powerplants might seem like dinosaurs in today’s era of turbocharged four-cylinders and hybrids, both benefit from modern design and construction techniques that keep them relevant.

GM’s 6.2-litre Ecotec3 V8 uses Smart Fuel Management, direct injection and variable valve timing to effortlessly produce 313kW and 624Nm. It’s paired with a smooth-shifting 10-speed automatic transmission and a selectable 4WD system that includes an on-demand AWD mode for everyday conditions. 

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The Patrol uses a similar 4×4 system. Its 5.6-litre DOHC, direct-injected V8 makes 298kW and 560Nm, fed through a seven-speed automatic transmission. Both drivetrains deliver strong performance and that unmistakable V8 soundtrack when you bury the throttle, but the Nissan’s engine feels the most willing to rev and is more willing when pushed.

While neither of these wagons could be considered sporty, both use clever tech and solid engineering to improve their dynamics well beyond what you’d expect from such large vehicles. 

The Yukon Denali runs adaptive air suspension with Magnetic Ride Control dampers that read the road every five milliseconds, constantly adjusting to suit conditions. The result is impressive: body movement is exceptionally well controlled, with barely any roll through corners or float over undulations. The system gives the big GMC a level of poise and ride comfort you’d never expect from something this large.

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The only complaint was over small, high-frequency bumps and corrugations, which could be felt through the cabin. That’s likely down to the low-profile tyres wrapped around the massive 24-inch wheels, rather than the suspension itself.

Nissan’s Hydraulic Body Motion Control (HBMC) system also does an impressive job of managing the Patrol’s considerable mass across all road conditions. Paired with its more sensible 265/70 tyres on 18-inch wheels, the Patrol delivers noticeably better ride comfort over rough surfaces.

Interesting for large 4×4 wagons, both of these rigs feature independent suspension front and rear. That’s not something you’d traditionally expect on big, off-road-capable wagons, and while it does limit wheel travel compared to live axles, it certainly doesn’t rule them out for off-road use.

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The Patrol, in particular, still manages a decent amount of wheel travel on uneven terrain. Combined with its more off-road-friendly 265/70 R18 tyres, it’s the better choice when the going gets rough. Both vehicles are equipped with centre and rear locking differentials, but neither offers a front locker

Unfortunately, wet conditions on our test day meant the forest tracks turned super greasy, and the road-oriented tyres fitted to both wagons quickly clogged with mud. As a result, off-road testing was limited – not because of the vehicles’ lack of capability, but because the tyres weren’t up to the task in those conditions.

Price, warranty, fuel use and verdict

After our first drive of the GMC Yukon, we asked if the brash American truck was worth almost twice the price of a Nissan Patrol. It’s not quite twice the price, but even in top-shelf Ti-L trim, the Patrol still comes in around $70K cheaper than the GMC. That kind of saving would buy you a premium camper trailer and a trip around Australia.

If that’s the sort of touring and all-road use you want from your big 4×4 wagon, then the Patrol is the better choice over the Yukon Denali. It’s more rugged and far better suited to off-road driving, especially given the GMC’s 24-inch wheels and low-profile tyres that limit its ability on rough terrain. The Y62 Patrol might be getting on in years, but it’s aged well, and this final iteration is arguably the best yet – making it the pick of the big petrol wagons still available in Australia.

The GMC Yukon is better suited to on-road touring and towing. If you’re looking to haul something bigger and heavier than a camper trailer, its 3628kg towing capacity is unrivalled in the wagon segment. That said, you’ll need to use a specific hitch and weight distribution setup to tow at that maximum weight. If you could fit 18-inch wheels and more appropriate tyres from lower-grade models in the GM range to the Denali, it would open up a lot more gravel and off-road potential for this luxury heavyweight.

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The GMC Yukon is a superb and luxurious tourer, but when you factor in off-road ability and the $70K price difference, the Nissan takes the chocolates home in this test. It really is a horses-for-courses comparison because, as much as these two wagons appear to occupy the same space, they differ significantly in how they get the job done.

GMC’s warranty coverage runs for just three years or 100,000km (whichever comes first), with roadside assistance also limited to three years. In contrast, Nissan claims to offer Australia’s best aftersales support, with a 10-year/300,000km warranty and flat-price servicing – provided the vehicle is serviced through approved Nissan dealers.

On test, fuel consumption for both wagons was predictably high given their size, weight and big-displacement V8 engines. The Nissan Patrol Ti-L used 61.18L of fuel over 335km, averaging 18.5L/100km, while the GMC Yukon Denali returned 19L/100km after using 59.32L over 313km.

Realistically, both vehicles will consume north of 18L/100km in mixed driving, making fuel range and consumption key considerations for buyers planning long-distance touring.

Specs

Ford Australia continues its water torture like drip-feed of information on the Ranger Super Duty ahead of the model’s release in 2026. The latest trickle of details flows to the Australian testing for the unique Super Duty’s water fording capabilities.

The Ranger Super Duty will have a quoted wading depth of 850mm and to validate that the local engineering and development teams have been out testing the car at its facilities at You Yangs near Melbourne, and out on the rivers in the Victorian High Country.

At the You Yangs Proving Ground is a 50-meter rectangular concrete basin that can go from bone dry to more than a metre deep in minutes making it the perfect controlled environment for systematic vehicle testing.

“With significant force acting on the front of the vehicle during deep water wading, every seal must perform flawlessly so that not a drop of water gets where it shouldn’t,” said Drew O’Shannassy, Ranger Super Duty program engineer at Ford Australia. “Our controlled water bath allows us to repeat our tests for accurate validation, but the real proof comes when conditions become unpredictable.”

The team then took the SD prototype to the Victorian Country and the Crooked Rover Track with its 27-or so river crossings and the track winds its way through the hills near Dargo.

“The first crossing always gets your heart pumping,” Vehicle integration engineer, Ranger Super Duty, Tim Postgate recalled. “You’ve done all the maths, run all the controlled tests, but there’s something about watching the nose of the truck disappear into rushing water that makes engineering very real.”

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The process also tested the performance of the breathers for transmission, transfer case, differentials, fuel and AdBlue tanks, which all sit safely above the 850-millimetre depth mark.

Shallow crossings at higher speeds test everything under the car – from the alternator, to belts, turbo housings and exhaust – forcing engineers to look at ways to prevent water smashing its way past the wheel arch liners. Deeper crossings at controlled speeds test intake sealing and overall water intrusion protection. Each scenario replicates real-world challenges customers encounter.

The team was also testing the Super Duty’s bespoke Safari snorkel. This is different product to the standard Ranger snorkel from Safari not just because of the higher wading depth but also the unique shape of the bonnet and ’guard.

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The Safari equipped Ranger SD came through the proving ground and Crooked River tests damp but unscathed just as any adventurous 4-wheel driver would expect of a vehicle wearing the Super Duty name.

The Ranger Super Duty is on track to be released early in 2026 in single and extra-cab models with the double-cab XLT variants to come soon after, with prices from $82,990.

Ineos Automotive, official partner of the Mundi Mundi Bash, recently carried out one of Australia’s most remote vehicle handovers, putting its “Love It or Leave It” program into action.

Originally limited to the Quartermaster ute and Cab Chassis, the program now applies across the Ineos range including the Grenadier Utility and Station Wagon. The concept is simple: Try it, test it, adventure with it. Ineos is so confident in the Grenadier range that if, within six months, your adventures haven’t left you impressed, they will buy the vehicle back.

At this year’s Mundi Mundi Bash near Broken Hill, three 4×4 owners traded in their existing vehicles for brand-new INEOS Quartermaster dual-cab utes. INEOS has dubbed the move “Love It, So I Left It.”

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“Most handovers happen at a dealership – we prefer ours on the red dirt of the outback, with a soundtrack of live music and a backdrop straight out of a movie,” said Justin Hocevar, Head of Region, INEOS Automotive Asia Pacific. “These customers knew what they wanted. They made the trip, they made the upgrade, and they drove home in vehicles built to take on more.”

The Quartermaster is engineered alongside the Grenadier, pairing off-road capability with the practicality of a dual-cab ute. It’s designed to handle hauling gear into the bush, tackling muddy station tracks, and covering long distances across challenging terrain.

The Quartermaster dual-cab ute and cab chassis is powered by BMW 3.0-litre turbocharged inline six-cylinder petrol and diesel engines with an eight-speed ZF automatic. It offers 264mm ground clearance, 800mm wading depth, and approach, breakover and departure angles unmatched by any other series-production ute. 

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Payload is 907kg (petrol) or 832kg (diesel), with a 3500 kg towing capacity and 7000 kg GCM. Standard features include a centre differential lock and two-speed transfer case, with optional front and rear diff locks, heavy-duty five-link suspension, Carraro solid beam axles and Brembo brakes.

The ‘Love It or Leave It’ offer applies to any Grenadier Station Wagon, Quartermaster ute, or Quartermaster Cab Chassis purchased from 1st July 2025, with terms and conditions.

The Ford Ranger has reclaimed the top spot in Australia’s 4×4 sales race, outselling the Toyota HiLux in August by 4730 sales to 3958.

It capped off a strong month for Ford, with the Everest also taking honours as the best-performing 4×4 wagon. The Everest posted 2203 sales, outselling the Toyota Prado (2033) and finishing behind only the Ranger and HiLux on the 4×4 charts.

At the top end of the ute market, Chevrolet’s Silverado led the American pickups with 310 sales – including 151 of the heavy-duty HD variant – ahead of the RAM 1500 (221) and the Toyota Tundra, which managed just 74.

Across the broader market, Australians bought 100,539 new vehicles in August, the second-strongest result ever for the month. Chinese brands continued their rapid rise, with BYD, GWM, MG and Chery all breaking into the national top ten for the first time. Integral to that rise, BYD’s Shark recorded 1261 sales for the month, lifting its year-to-date total to 12,918.

“The presence of four Chinese brands in the top ten illustrates the continuing evolution of the automotive landscape in Australia. Consumers have an extraordinary range of vehicles to choose from – more than 400 models, including around 100 EVs,” said Federal Chamber of Automotive Industries chief executive, Tony Weber.

Toyota still leads overall with 20,791 deliveries in August, followed by Ford (8002), Kia (7402), Mazda (6814) and Hyundai (6322). SUVs dominated the market with 60,495 sales (60 per cent share), while passenger cars made up just 13.1 per cent and continue to track 25 per cent lower year-to-date than in 2024. The LCV market lifted by 704 sales (+3.1 per cent).

A total of 18,529 4×4 utes were sold in August, up 10.5 per cent on the same month last year. That brings the year-to-date tally to 143,985 sales – an increase of 2.1 per cent. Diesel ute sales dipped slightly (1.4 per cent), while petrol variants fell sharply (26.4 per cent).

The top-selling overall models (4×4 and 4×2) for the month were the Ford Ranger (4942), Toyota HiLux (4823), Toyota RAV4 (4115), MG ZS (2680) and Isuzu D-MAX (2314). Also in the top ten were the Ford Everest (2203), Toyota LandCruiser (2117) and Toyota Prado (2033).

Aussie brand Terrain Tamer has purchased the late Steve Irwin’s iconic 1982 Toyota LandCruiser Troop Carrier.

Before 2013, the Crocodile Hunter’s HJ47 lived at Australia Zoo on the Sunshine Coast, where it ferried staff and handled duties. A local family bought it in 2013, before it recently went under the hammer again with an impressive 415,000km on the clock.

During its time with those owners, the Troopy received a 4.9-litre Cleveland Ford V8 in place of the original diesel, plus a range of mechanical and electrical upgrades – including Terrain Tamer suspension. Fittingly, it was the trademark yellow shocks that first caught the company’s attention.

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“Over the years, customers have learned that if you just want a 4-inch lift, we’re probably not for you, but if you want to survive the outback and all of its demands, then Terrain Tamer Suspension should be your first choice,” said General Manager Brent Hutchinson.

“One customer recently shared that he believes the industry perception is that Terrain Tamer are the best parts around for hard-working LandCruisers, so it feels like a natural fit that this Troopy would be fitted with our suspension and should come to us, where it can be shared with other enthusiasts and operators who appreciate its significance,” he said.

“LandCruisers are a cornerstone of Australian automotive culture, and the Troopy in particular is known for being rugged and practical. With the connection to Steve Irwin, there’s an overlap of cultural identity and automotive history beyond anything mechanical,” Hutchinson added.

The vehicle still wears its “The Crocodile Hunter” branding, and comes with full documentation of modifications, provenance papers, and a signed letter from Steve Irwin’s son, Robert.

Terrain Tamer hasn’t confirmed long-term plans for the Troopy, but for now it will be on display at the Classic LandCruiser Expo & Car Show, Caboolture Showgrounds, on October 18.

Mercedes-Benz has announced the return of a diesel-powered G-Wagen to Australian showrooms with the arrival of the G 450 d, priced from $214,900 (excluding on-road and dealer delivery costs). 

Joining the all-electric EQG and high-performance AMG variants, the G 450 d pairs the G-Wagen’s renowned off-road capability with the efficiency and torque of a six-cylinder diesel. Under the bonnet, a 3.0‑litre inline six-cylinder engine works with an integrated starter-generator and 48‑volt mild-hybrid system to deliver 270kW and 750Nm.

The G 450 d retains the traditional ladder-frame chassis and three mechanical locking differentials. Off-road credentials include 241mm of ground clearance, 700mm of fording depth, stable performance on side slopes up to 35 degrees, and approach and departure angles of 31 and 30 degrees respectively.

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Merc’s OFFROAD COCKPIT system provides key terrain information, while MBUX with Augmented Reality Navigation and the Burmester 3D surround sound system enhance comfort and convenience. Interior highlights include open-pore walnut wood trim, sunroof, digital radio, rear USB ports, and full smartphone integration. The exterior features 18‑inch five-spoke black alloy wheels, MULTIBEAM LED headlights, and a rear-mounted spare wheel.

In standard spec, all-terrain tyres are a no-cost option. For serious off-road enthusiasts, a Professional Exterior Package adds touring features such as a spare wheel holder and roof luggage rack.

The G-Class can be customised with several option packages. The MANUFAKTUR Exterior Package adds a striking roof finish in obsidian or night black magno, with matching bumpers and flared wheel arches. The Interior Comfort Package improves everyday usability and rear-seat luxury, including a heated windscreen, steering wheel and armrests, plus dual 11.6-inch rear-seat entertainment screens. The AMG Luxury Package adds AMG styling elements, Nappa leather interior, 20-inch wheels, side running boards, and detailed interior touches such as stainless steel sill plates and a leather-trimmed dashboard.

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With the AMG Luxury Package, customers can optionally add the Night Package, featuring blacked-out exterior elements and 20-inch black AMG wheels, or the Superior Line Interior Plus Package, which enhances interior comfort and craftsmanship with premium Nappa leather, advanced seating and luxury trim details.

Historically, Australia has seen a number of diesel-powered G-Wagens, from the utilitarian G 300 CDI Professional wagon and cab chassis to the more luxurious G 350 d and, most recently, the G 400 d. The G 400 d launched in July 2021 but was discontinued a year later in July 2022, making it the last diesel G-Class sold locally. 

Since then, no diesel variant has been available in Australian showrooms, though the G 450 d mild-hybrid diesel offered in Europe had been flagged as a possible future addition.

Pricing (MRLP):

• G 450 d: $214,900 (excluding on-road and dealer delivery costs)
• MANUFAKTUR Exterior Package: $4100
• Interior Comfort Package: $8500
• PROFESSIONAL Exterior Package: $15,900
• AMG Luxury Package: $18,000
• Night Package: $5600 (AMG only)
• Superior Line Interior Plus Package: $14,200 (AMG only)