The woman behind the Robe visitor centre counter eyes us over her glasses, highlighter in one hand, tide chart in the other. She’s working over a piece of chewing gum like it owes her money.

“Aw yeah, I reckon that’ll take you about four hours,” she says, sliding the chart towards us. “Maybe less, depending on the tides.” She pauses to crack her gum. “I’ve never done it.”

We exchange puzzled glances before looking down at the hand-drawn, photocopied map she’s given us – half the beach run on one side, the rest on the back. We’re in Robe, an idyllic seaside town on South Australia’s Limestone Coast, famous in 4×4 circles as the starting point for the legendary beach run to nearby Beachport.

1

The Robe Beach Run, as it’s known, certainly ticks a lot of boxes. With world-class sand driving, the run provides the perfect shakedown for the big Gladiator, our recovery gear and the team who need practice using it all in soft sand – us. It gives a small taste of southern Australia’s stunning coastline and, at only 70km, should be a relatively short trip. A full day ought to see us complete the run, but as usual we’re making that up as we go, with no real time limits. I get the sense the lady at the visitor’s centre knows about as much as we do.

I spend my morning coffee fascinated by the litany of tracks encircling our swag – like tracking a deer through a Canadian meadow of snow. Unlike Canada, where a morning of following tracks might yield a single squirrel or fawn, here I can trace the wanderings of goannas, feral cats and what feels like a hundred different birds. The sheer volume of nocturnal wildlife is easily ten times what I’ve ever seen back home in Canada.

As a Canadian, I don’t often get the chance to drive on super-soft beach sand – truth be told, this is my first time. The short drive out of town turns sandy almost instantly, the track a powdery ribbon poking through dune grass. The change in traction brings a familiar rush – just like pulling off a Canadian winter highway onto a snow-covered track. Momentum is key, and as with a snowy mountain road back home, the steering wheel becomes more of a suggestion than a guarantee, especially at speed. The sense of what’s ahead feels instantly familiar – and it’s clear we’re in for an adventure.

1

Eager to get into the track, Dan drops the tyres to 15psi all round before fixing the sand flag to the Jeep’s roof. We aim for the first gap in the dunes and punch through – only to sink instantly into the soft sand beyond. Driving on sand feels much like fresh snow, but I’m relieved to find that shovelling it clear is far easier than shifting heavy, wet snow.

Sand driving has plenty in common with fresh powder – it’s all about managing momentum, traction and torque. That means dropping tyre pressures, overriding auto transmissions or traction control, and being deliberate with your speed. Robe delivers no shortage of opportunities to practise – which is exactly what we wanted, with our sights set on some of Australia’s biggest desert crossings. Once I tapped into the muscle memory from years of driving in snowy Canadian winters, I relaxed into the rhythm of the trip. Unlike back home, though, the ocean’s rising tides add an unpredictable wildcard to the equation – especially if you get stuck in the wrong spot.

Coastal sand dunes and scenic beach driving

As a snow-obsessed Canadian, I’ve always considered a beach to be anywhere water meets land. It didn’t take long to understand why Australians visiting my ski town treat our lakeside ‘beaches’ with mild disdain – they’re nothing like this.

The coast between Robe and Beachport is breathtaking, with windswept dunes broken by sandstone formations that rise like castles from the sand. These wave-battered sculptures have the same natural artistry as snow-laden, gnarled cedars perched high in the mountains. The sky is a flawless blue, and we see only the occasional vehicle. It’s as peaceful and calming as exploring above the treeline back home, yet the silence feels fuller here, as if we’ve reached the edge of something truly wild.

Early in the day there’s plenty of evidence of other vehicles along the track, but it’s not until well into the afternoon that we come across a convoy of six bogged to their axles in the sugary-soft sand. We slow to offer a hand, only to bury ourselves to the axles as well – just like pulling over to help dig someone out of a snowbank, only to become hopelessly stuck yourself. In the snow back in Canada we would’ve just pulled out our floor mats, but here the soft beach sand is the perfect chance to put the Maxtrax to work – and they perform flawlessly.

1

The day wears on and the beach run takes far longer than we planned. I don’t know what vehicle was being driven to knock this over in four hours – but I doubt its tyres stayed on the ground. Sure, we got stuck a few times and stopped often for photos, but the idea we could’ve blasted through the entire run in that time is laughable. By the time we crawl past the halfway mark, the shadows are stretching long across the sand and the temperature has plummeted. It’s not Canada-cold, but it’s plenty chilly when you’re wearing shorts and thongs. Time to find a spot for the night.

Originally, we’d hoped to find a sheltered nook among the dunes – but a barrage of signs, plus the gum-cracking warning from our friend at the visitor centre, made it clear that camping is only allowed in designated sites. The wind was howling and the tracks shifting fast, so the idea of a peaceful night out here was fading quickly. The last thing we wanted was to wake up with the swag half-buried under a wandering dune.

Beachside nudist resort stop

After a bit of head scratching over our limited overnight options, we spot a sign offering beachside camping at a local resort – perfect, we think.

Closer inspection reveals it’s Australia’s only nudist resort – less perfect. Dan’s sceptical, but the lure of a sheltered site eventually wins him over. With a hot tub, pool, sauna, driving range, happy hour and miles of beach trails, and, clothes or no clothes, it sounds like just the reprieve from the wind we’re after.

The locked entrance gate swings open to reveal our host – topless, wearing a loose muumuu, and smiling broadly as she waves us in from behind the wheel of a golf cart. “I’ll give you a quick tour – hop aboard!”

We climb into the golf cart for a personal run-through of the sprawling, mostly empty grounds. Just past the main office, a cheerful groundskeeper waves hello. He’s dressed for the weather – steel-toed work boots, a tool belt and a puffy jacket – but notably, no pants.

1

It’s a theme that plays out again and again. While we’d expected to see plenty of full nudity, the chill in the air means most guests are rugged up in beanies, jackets and sturdy footwear – with the bottom half left to the imagination. I can’t help but wonder how much (or little) clothing we’d be seeing if the sun was shining.

The resort – slightly older in both its buildings and its clientele – is sprawling and undeniably beautiful. Over Christmas, we’re told with pride, more than 100 families had called it home. Our host’s enthusiasm dips just a fraction when we explain we’re only staying the one night.

“You won’t have time to play miniton! Or use the crab traps!” she points out. We nod ruefully – there’s only so much time in the day.

After a quick soak in the hot tub and a hearty chicken curry back at our peaceful, private site, we wander down to the beach for sunset. With nothing but sand and rolling waves, it feels like we’ve reached the edge of the world. There’s no doubt these friendly, happy nudists have found an epic spot to live undisturbed – and entirely on their own terms.

Pre-dawn driving

We’re on the move before sunrise, stopping at an honesty box to buy farm-fresh eggs from the nudist chickens before rolling back onto the beach. In the soft pre-dawn glow, a lone seal basks on the sand.

High winds over the last few days have wiped away any sign of vehicles ahead, forcing us to second-guess the best or most-used tracks. Beach access points are normally marked by tall poles capped with bright orange, guiding drivers through the dunes – but shifting sand has buried most of them, leaving us to find our own way.

20

In the soft dawn light, Dan launches the drone to scout potential routes through the brushy inland tracks. It works well in patches, revealing clear paths between the dunes – but more often than not, it just adds another layer of confusion to the decision-making.

Hour after hour we push on, sometimes hugging the shoreline and racing the incoming tide, other times ducking behind the dunes and collecting a healthy set of pinstripes from the overgrown track. At one inland detour, we crest a rise and find ourselves in a vast sea of sand dunes stretching to the horizon – an explorer’s paradise.

Arrival at Beachport

After powering up and over some of the biggest dunes of the run, we suddenly drop down onto the outskirts of Beachport – feeling as though we’ve just returned from the moon. The sense is much like skiing back into a resort after a full day exploring the alpine back country – tired, windswept and a little battered, but somehow calmer, as if the raw, shifting landscape we’ve just crossed has left its mark on us.

Walking the full length of Beachport’s 1200-metre jetty feels like the right way to re-enter civilisation, the dizzying expanse of ocean stretching out beyond and below us. Picking up a fresh lobster for dinner also feels right, and before long we’ve rolled out of town to camp by an estuary teeming with birdlife. Slightly dazed from the sudden return to the comforts of the civilised world – and still chuckling about our unexpected nudist hosts – we can’t help but feel we’ve just touched back down on Earth after two days in the wild.

The Robe Beach Run was the perfect place to dip our toes into the edge of the wild – the saltiest, windiest first taste of the adventures still to come.

Toyota may be preparing an electric HiLux, according to a slide shared on the careta_malaysia Instagram page (see below). 

The slide, taken at the 2025 Japan Mobility Show, shows two new pick-up silhouettes alongside the bZ4X electric SUV, Yaris Ativ hybrid and LandCruiser FJ, with one of the utes identified as a BEV (Battery Electric Vehicle). We may not need to wait long for confirmation either, with Toyota’s next-generation HiLux expected to break cover soon – in fact, a teaser (see below) released by Toyota Motor Thailand has revealed it will be unveiled on November 10 (November 11, Australian time).

1

Leaked images and spy shots drip-fed throughout the course of this year suggest the next HiLux will be heavily facelifted rather than an all-new model, retaining the current IMV platform. The front and rear are completely redesigned, while the cabin and doors remain largely the same. 

Pre-production interior photos show a broader, more horizontal dashboard with a tablet-style display, soft-touch materials and subtle maroon accents, hinting at a more premium finish. Government filings also indicated Australia will likely get a 2.8-litre turbo-diesel four-cylinder 1GD-FTV engine, with both a standard high-output model and a mild-hybrid variant expected for higher-spec trims. The availability of the as-mentioned electric HiLux is unconfirmed.

The EV ute market in Australia is quite clearly still in its infancy, with only a handful of models confirmed or expected for the Australian market including the Ford F‑150 Lightning, LDV eTerron 9, Rivian R1T, Isuzu D‑MAX EV and JAC T9 EV. Check out the full list here!

Despite an electric HiLux currently existing exclusively for mining purposes – undergoing a 12-month trial with BHP – Toyota’s potential electric HiLux remains an eagerly anticipated addition to the consumer market.

JAC Motors has launched a limited-time $3500 cash-back offer on its T9 dual-cab ute, available at participating dealers from November 1 to December 31, 2025. 

The incentive applies to new MY25 T9 Oasis and Haven models, while stock lasts – and it follows a mid-year promotion that saw the Oasis priced at $39,990 drive-away and the Haven at $43,990 drive-away between July and August.

“This is the perfect time for Australia to experience the JAC T9 dual-cab 4×4’s unbeatable combination of capability, safety and value,” said Ahmed Mahmoud, JAC Motors Australia Managing Director. “Whether upgrading a work vehicle or looking for a capable family 4×4, the JAC T9 delivers class-leading safety, proven reliability, and now even more exceptional value with $3500 cash-back.”

Later this month, JAC will also expand the T9 range with four new variants. Two cab-chassis models – the Tradepro CC and Oasis CC – bring 1165kg payload ratings (tray excluded), while the Osprey and Osprey X add a power sunroof and a revised suspension tune to the Haven’s specification.

Current T9 models come standard with brown leather-accented trim, a 10.4-inch touchscreen, LED headlights with DRLs, and 18-inch alloys. The Haven steps that up with heated front seats, privacy glass, welcome lamps, auto-folding mirrors, front parking sensors, a 360-degree camera system, and a rear 220V socket.

All T9 variants use JAC’s 2.0-litre turbo-diesel (125kW/410Nm) paired with a ZF eight-speed automatic, as well as a dual-range BorgWarner transfer case and locking rear diff. The tub can take a full-size Australian pallet and offers a claimed 1045kg payload on pick-up versions.

The 2025 T9 line-up is priced (RRP) from $42,662 for the Oasis and $45,630 for the Haven. The T9 earned a five-star ANCAP rating in 2024.

When you start planning remote touring in Australia, one factor quickly rises above the rest: Range.

It doesn’t matter how capable your rig is, how trick your suspension set-up might be, or how well-stocked your fridge is. If you can’t carry enough fuel, you’re limited in how far you can push into the outback. That was the issue I faced with my Isuzu D-MAX. The factory fuel tank holds 76 litres – fine if you’re running around town or sticking to the highway between major centres. But when you’re tackling long runs between servos, or deliberately bypassing them to avoid eye-watering prices, 76 litres just doesn’t cut it.

That’s why I decided to fit a Brown Davis 145-litre replacement tank. It’s nearly double the standard capacity and has already proven its worth on long hauls and remote runs – including the challenging Canning Stock Route.

1

Bush-proven 4×4 fuel tanks

There are plenty of companies in the aftermarket game, but few with the heritage of Brown Davis.

Back in 1978, John Brown and David Davis began building custom fuel tanks for the motorsport world. These weren’t standard tanks – they were engineered to take the punishment of high-speed racing, where safety and performance go hand in hand. When a tank fails on the track, the consequences aren’t just inconvenient – they’re dangerous.

That engineering DNA carried over as the company expanded into four-wheel drive touring and commercial vehicles. What began as a solution for race cars soon became a lifeline for outback travellers. Today, Brown Davis is still proudly Australian-owned and based in Bayswater on Melbourne’s eastern fringe. The company designs and manufactures its tanks locally, tailoring them to the conditions we face on our tracks.

1

The product range is impressive. Beyond the D-MAX, Brown Davis builds long-range and replacement tanks for many nameplates including LandCruiser, HiLux, Ranger, Navara, Patros, BT-50, Prado and more. The company has also expanded into auxiliary tanks, bash plates, underbody protection and even vehicle accessories for mining and fleet operators.

That’s the key point – Brown Davis isn’t just making tanks for weekend warriors. Its gear is trusted by commercial fleets, government departments and emergency services, which says a lot about the confidence its products inspire.

Tough steel construction

Part of what makes the Brown Davis replacement tank stand out is its construction.

Each tank is made from cold-rolled 2mm aluminised steel, with a powder-coated exterior for extra durability. Inside, the design ensures fuel is delivered reliably, even in the toughest conditions. A swirl pot ensures consistent pickup even when fuel is sloshing around over rough terrain or running low. Internal baffles reduce surge and add strength to the tank. The Brown Davis tank also includes a drain bung, making it easy to empty or clean when required.

On the weight front, here’s how things compare on a dual-cab ute (excluding fuel). The steel tank is heavier, but the added durability and features more than justify the extra kilos:

• Factory tank: 20-25kg
• Poly tank: 25-28kg
• Brown Davis steel tank: 45-50kg

1

Another neat touch is that the factory fuel sender relocates directly into the Brown Davis tank. On some models a modified or replacement float arm is needed, but the system is designed so the vehicle’s fuel gauge works as accurately as possible without rewiring the vehicle. Brown Davis also recommends resetting the odometer each time you fill up – after a couple of tanks, you’ll know exactly what range to expect.

Every tank is stamped with a serial number, allowing Brown Davis to track when it was made and who it was sold to. That level of accountability is reassuring when you’re investing serious money in a major touring upgrade.

Why upgrade your fuel tank?

When it came time to sort my fuel range, I only had one option with a tub on the D-MAX – swap the factory tank for a larger replacement.

I like the simplicity of a straight replacement: one filler, no extra switches or pumps, and no messing about transferring fuel between tanks. The Brown Davis replacement for the D-MAX was the obvious choice – strong, simple and proven. Jumping from 76 litres to 145 litres gave me the ability to travel further – but the real-world benefits go well beyond just extra kilometres.

Real benefits of the upgrade

• Freedom from expensive roadhouses: Out in the bush, fuel prices can hit $3 per litre or more. With the extra capacity, I can plan refuels around cheaper stops rather than being forced to top up at the only bowser for hundreds of kilometres.
• Less need for jerry cans: I don’t like carrying more than one jerry can if I can help it. They take up space, add weight in awkward spots and are never as safe or convenient as fuel stored in a proper tank. With 145 litres onboard, I only need a spare jerry as an absolute worst-case backup.
• Peace of mind in the remote stuff: On tracks like the Canning Stock Route, fuel range isn’t negotiable. Having the bigger tank meant I could travel without constantly second-guessing how far the next stop was.
• No compromise to clearance: The tank tucks neatly beside the chassis with minimal overhang. Even crossing dunes, I never felt clearance was compromised.
• Simple filling: The tank uses the existing filler neck. There’s no extra cap, no second hose, no confusing plumbing – just fill as normal.

1

Installation guide

One of the key questions when choosing a replacement tank is how complex the installation will be. While Brown Davis designs its tanks as direct replacements for the factory unit, this isn’t a simple bolt-in job you can knock over in the driveway on a Saturday morning.

The process involves safely draining and removing the original tank, relocating the factory fuel sender into the new unit, connecting all fuel and breather lines, and securing the replacement with the supplied brackets. In some cases the float arm on the sender unit needs to be modified or swapped for an alternative supplied by Brown Davis to ensure the gauge reads as accurately as possible. Once installed, the system doesn’t require any wiring changes, as it uses all the factory connections.

1

I had my tank fitted by Brown Davis at its Bayswater facility in Melbourne. The company also has a wide network of authorised installers across Australia, including 4×4 workshops and mechanical specialists. These shops are experienced with fuel systems and can get the job done cleanly and safely.

Can you fit it yourself? Technically, yes – if you’ve got the gear, the know-how and the confidence to work around fuel lines. But for most people, it’s best left to the professionals. Not only will you avoid the hassle of muscling a steel tank into place under a ute on jack stands, but you’ll also have the peace of mind that the job’s done correctly, safely and in line with warranty requirements.

For me, it was money well spent. The whole process took only a couple of hours, and I drove away with the peace of mind that everything was fitted correctly, leak-free and ready for the long haul.

Life on the track

Of course, no modification is perfect. There are a couple of quirks to be aware of if you’re considering this upgrade.

The biggest issue is that the factory distance-to-empty (DTE) function no longer works properly. With the larger tank, the ECU simply isn’t calibrated to measure it correctly. The same goes for the average fuel-use display – it’s not accurate.

On the Canning, I noticed the fuel needle dropping much quicker than expected. That set off alarm bells – the last thing you want is to be caught short out there. But when I worked out my usage on paper, it all checked out. I was averaging 18.4L/100km across the dunes, around 50 per cent more than my usual highway consumption. That might seem heavy, but it’s exactly what you’d expect in that environment.

1

The other quirk is that when the low-fuel light comes on, there’s still 30–40 litres left in the tank. That’s a huge buffer, but it does take some mental adjustment. The temptation is to pull in and refill as soon as the light flicks on – but in reality, you’ve still got a long way to go.

So instead of relying on the dash, I go old-school – calculating consumption based on kilometres travelled and litres refilled. It’s a habit you pick up quickly, and in a way it reconnects you with the vehicle in a way digital displays never could.

Performance on remote tracks

The Canning Stock Route was the ultimate test. Over nearly two weeks on the track I had to manage fuel carefully, knowing roadhouses and wells were few and far between.

The tank performed flawlessly. Despite heavy sand driving and carrying big loads, I still had plenty of fuel in reserve when I reached Kunawarritji – 730km from the last fuel stop at Billiluna. The peace of mind that comes with extra capacity can’t be overstated, especially when you’re travelling solo. Even better, the tank didn’t cause any clearance dramas. I was expecting at least a scrape or two over the dune crests, but the fitment proved tight and well thought out. No reduced departure angle, no nasty surprises.

On the highway runs before and after, the tank let me skip expensive fills at roadhouses and refuel where prices were lower. On one run I drove past three outback servos without stopping – simply because I didn’t need to. That kind of freedom changes the way you plan your trips.

1

Verdict

The Brown Davis 145-litre replacement tank has been one of the best upgrades I’ve made to the D-MAX. It hasn’t just added kilometres to my range – it’s added confidence to my travels.

When you’re remote, the last thing you want is range anxiety. Knowing you’ve got that extra buffer changes everything. Whether it’s skipping a $3 bowser, tackling long tracks or simply carrying less external fuel, the Brown Davis tank has proven its worth time and again.

Yes, you lose a few digital conveniences, but that’s a small trade-off for the benefits. If you’re serious about touring in Australia, a long-range replacement tank is one of the smartest investments you can make. And with Brown Davis’ racing heritage and proven reliability, it’s hard to look past its gear.

RRP: From $1298

Arnhem Land in the Northern Territory is one of Australia’s last great wilderness regions.

Covering more than 97,000 square kilometres, it’s a place where ancient Aboriginal culture lives on among rugged coastlines, monsoonal forests and remote communities. For four-wheel drivers, it offers an adventure like no other – a rare chance to experience Indigenous heritage alongside raw natural beauty.

Access to this sacred land demands careful planning, respect for local culture and a well-prepared vehicle. This guide will help you get ready for a self-sufficient journey through Arnhem Land – one that treads lightly and shows respect along the way.

JUMP AHEAD

• Understanding Arnhem Land
• Permits and access
• Alcohol restrictions
• When to go
• Essential vehicle preparation and gear
• Trip planning and itineraries
• Important considerations
• Fast facts
• Top five must-visit locations

Understanding Arnhem Land

In the northeast corner of the Northern Territory, Arnhem Land is bordered by the Arafura Sea to the north and east, Kakadu National Park to the west, and the Gulf of Carpentaria to the south.

This captivating region is predominantly Aboriginal-owned, with the Yolŋu people as its primary custodians. Their connection runs far deeper than the physical landscape – it’s spiritual, cultural and enduring. Traditions, languages and ceremonies have been passed down through countless generations, keeping culture alive in Arnhem Land today.

The landscape of Arnhem Land is strikingly diverse – from pristine beaches and vibrant wetlands to rugged escarpments and expansive savannah woodlands. This variety supports an incredible range of wildlife, from saltwater crocodiles and wild buffalo to bird species found nowhere else on Earth.

Arnhem Land’s remoteness is a big part of its appeal. Much of the region remains pristine and unspoiled, rewarding those willing to venture off the beaten path with a rare wilderness experience. Visitors are often rewarded with encounters that deepen their appreciation for both the land and its inhabitants, making a journey to this extraordinary part of Australia truly unforgettable.

1

Permits and access

Access to Arnhem Land is strictly regulated to protect its cultural heritage and fragile environment. Visitors must obtain permits before entering, camping or travelling through the region – an important step in respecting both local traditions and natural ecosystems.

Northern Land Council (NLC)

The Northern Land Council (NLC) manages permits for general access, transit and special purposes within Arnhem Land. Applications can be lodged online via the NLC website or in person at regional offices. Travellers are strongly advised to apply well ahead of their trip, as processing times can vary. Early planning ensures smoother entry and allows time for approvals to be finalised. 

Dhimurru Aboriginal Corporation

In the Nhulunbuy and Gove Peninsula region, permits are issued by the Dhimurru Aboriginal Corporation. These include Visitor Access Permits for recreational areas and camping permits for designated visitor sites. Applications can be submitted online. It’s essential for all visitors to follow the guidelines provided by the corporation. This ensures sacred sites are protected and local customs and traditions – central to the region’s Indigenous culture – are respected.

Garig Gunak Barlu National Park  

Garig Gunak Barlu National Park, on the Cobourg Peninsula, requires separate permits managed by NT Parks and Wildlife. These cover entry as well as camping permissions. Visitors must contact NT Parks and Wildlife directly to arrange permits. This ensures compliance with regulations while protecting the park’s natural beauty and ecological significance.

Kakadu National Park

To reach Arnhem Land by road, you’ll need to travel through Kakadu National Park – and that means buying a park pass. Pass prices vary by season, with cheaper rates from November to May. Each pass is valid for seven days only, so travellers heading into East or North Arnhem Land will likely need to purchase two passes to cover their trip.

Securing the right permits is essential for anyone planning to explore Arnhem Land and its surrounds. By following the rules set by the relevant authorities, visitors can enjoy a rewarding experience while helping preserve the cultural and environmental integrity of this extraordinary region.

Alcohol restrictions 

Arnhem Land has some of the strictest alcohol laws in Australia, and visitors must take them seriously.

Much of the region is designated a General Restricted Area (GRA) under the NT Liquor Act, meaning the possession, transport and consumption of alcohol is heavily restricted or, in many cases, prohibited altogether. Key points for travellers:

• Dry Communities: Most Aboriginal communities in Arnhem Land are completely dry. No alcohol is permitted at any time, regardless of permits. Carrying alcohol without approval is a serious offence.
• Permit System: Around the Gove Peninsula and Nhulunbuy, alcohol permits operate but are generally only issued to residents. They specify how much and what type of alcohol can be purchased, and where it may be consumed – usually private residences or licensed venues.
• Licensed Venues: Visitors may only consume alcohol at designated licensed premises such as hotels, clubs or lodges.
• No Takeaway Alcohol: Takeaway sales are not available to visitors without a permit in restricted areas such as Nhulunbuy.
• Transporting Alcohol: You cannot transport alcohol through restricted areas without an explicit exemption. Even sealed bottles in your vehicle can result in fines or prosecution.
• Do your homework before you travel: Contact NT Police, the Northern Land Council (NLC) or the Dhimurru Aboriginal Corporation for the latest information on specific communities.
• Never assume alcohol is permitted just because you’re in a town or camped nearby.
• Always respect the rules, which are in place to protect community wellbeing and uphold cultural laws.

1

When to go

The best time to visit Arnhem Land is during the dry season, from May to October. Conditions are cooler and more comfortable for camping, touring and outdoor adventures.

Humidity is also much lower at this time of year, making it ideal for experiencing the region’s unique flora and fauna. Importantly, most main roads are open and accessible, allowing easier travel between attractions and communities. By contrast, the wet season runs from November to April and brings heavy rain that can render many roads impassable. Travel is more difficult and the risk of cyclones adds an extra safety concern for visitors.

For these reasons, travel during the wet season is generally discouraged. Access to communities and attractions is often limited, and outdoor activities can become both difficult and dangerous. To make the most of Arnhem Land – and to travel safely – it’s best to plan your trip for the dry season.

1

Essential vehicle preparation and gear

A four-wheel drive trip into Arnhem Land calls for thorough preparation to ensure safety and enjoyment. The region’s rugged terrain and isolation make it vital to equip both yourself and your vehicle properly. Here are the essentials to consider before setting off:

Vehicle requirements

• High-Clearance 4×4: A proper high-clearance four-wheel drive is essential for Arnhem Land’s unsealed roads and challenging tracks. Rocky sections and deep ruts are common, and extra clearance helps prevent underbody damage and reduces the risk of getting stuck.
• Jerry Cans or Long-Range Tank: Fuel stops are few and far between, so carrying extra fuel is critical. Jerry cans or a long-range tank give you the autonomy to cover extended distances without being caught short.
• All-Terrain Tyres: Strong, durable all-terrains are a must for the mix of rocky, sandy and unpredictable surfaces. Check that your tyres are in good condition and correctly inflated before departure.

Recovery gear

• Winch and Snatch Straps: In remote areas, self-recovery gear is vital. A winch and snatch straps can get you moving again if you’re bogged in deep sand or mud, reducing the risk of being stranded.
• Recovery Tracks and Shovel: Recovery tracks provide the traction needed to drive out of soft sand or mud. A long-handled shovel is equally important for digging out wheels and clearing ruts.

Communication equipment

• UHF Radio: A must for short-range comms with fellow travellers. Easy communication improves safety and coordination when touring in a group.
• Satellite Phone, GPS Messenger or Starlink: Mobile coverage is patchy to non-existent in Arnhem Land. Carrying a sat phone, GPS messenger or Starlink system is vital for emergencies, ensuring you can call for help no matter how remote you are.

Camping and safety gear

• First Aid Kit: Carry a comprehensive kit suited for remote travel, with bandages, antiseptics and any personal medications you might need.
• Water and Food Supplies: Resupply points are scarce, so pack enough provisions for your trip plus extra in case of delays from weather or track conditions.
• Navigation Tools: Reliable navigation is critical. Take detailed maps and a GPS so you can stay on course and pinpoint your location even in the most remote areas.

Final preparations

Before setting off, make sure your vehicle is freshly serviced and all equipment is in good working order. A thorough maintenance check can prevent breakdowns and help ensure a smoother trip. Where possible, travel with another vehicle. A companion 4×4 provides extra security in case of mechanical failure or emergencies, making your Arnhem Land journey both safer and more enjoyable.

1

Trip planning and itineraries

Careful route planning is key to any Arnhem Land adventure. It helps you make the most of your time, ensures you reach the region’s highlights, and allows you to experience both the landscapes and the rich cultural heritage along the way.

Central Arnhem Road to Nhulunbuy

The 700km run from Katherine to Nhulunbuy is one of the great outback drives, crossing landscapes that shift from bushland and wetlands to rocky outcrops and coastal views. Allow at least three to four days for the journey so you can stop and explore along the way. Highlights include the tranquil Goyder River – a top spot for fishing or a picnic – as well as cultural sites that give insight into the region’s Indigenous heritage. Take your time, as this is a drive best savoured.

1

Gove Peninsula and surrounds

Nhulunbuy makes an ideal base for exploring the Gove Peninsula. Nearby Yirrkala is renowned for its art centre, where visitors can view local Aboriginal art, watch traditional crafts being made and purchase unique works direct from the artists. Cape Arnhem, with its pristine beaches, is another highlight – perfect for swimming, fishing or simply relaxing. Plan to spend three to five days in the region to fully appreciate its natural beauty and take part in cultural experiences at an unhurried pace.

Cobourg Peninsula and Garig Gunak Barlu National Park

Remote and captivating, the Cobourg Peninsula offers a rare chance to experience rich biodiversity in a pristine setting. The area is dotted with historic sites that reflect its deep connection to Indigenous culture, adding another layer of significance to the landscape. Given its isolation, allow at least five days to explore. This timeframe accounts for travel in and out, time within the park, and the need to organise permits and carry adequate provisions. The remoteness is part of the attraction, delivering a truly unique adventure far from the pace of modern life.

Important considerations

Before setting out, always check road conditions and permit requirements. Access can change quickly with weather or local community events, so being well-prepared and informed is essential for a smooth trip. Staying up to date with the latest advice will help you make the most of your Arnhem Land adventure.

Cultural etiquette and community interaction

Respecting local customs and traditions is vital when visiting Arnhem Land. Following these simple guidelines will ensure your trip is both meaningful and respectful:

• Seek Permission: Always have the correct permits before entering certain areas, and respect restricted zones. This acknowledges the cultural significance of the land and its custodians.
• Photography: Ask for consent before photographing people or sacred sites. This shows respect and helps protect the privacy and sanctity of cultural places.
• Dress Modestly: Wear appropriate clothing when visiting Aboriginal communities. Modest attire reflects respect for cultural values and fosters positive interactions.
• Learn Basic Yolŋu Matha Phrases: A simple greeting in Yolŋu Matha goes a long way. Using local language helps build rapport and shows genuine respect.
• Engage Respectfully: Approach cultural experiences with humility and an open mind. Participate where appropriate, honour traditions, and you’ll gain a deeper insight into Yolŋu life.

Understanding and respecting the Yolŋu people’s deep connection to their land will enrich your journey and build mutual respect. By engaging with their culture and acknowledging their customs, you play a small part in preserving their heritage and fostering a positive relationship between visitors and the community.

1

Wildlife and natural highlights

• Ecosystem: Arnhem Land is renowned for its diverse ecosystems, which support an impressive array of wildlife and offer countless natural attractions for visitors.
• Saltwater Crocodiles: These powerful predators are common in rivers, billabongs and estuaries. Always exercise caution near waterways, especially when swimming or fishing.
• Birdlife: A haven for birdwatchers, Arnhem Land is home to species such as brolgas and jabirus. Their calls and presence add to the region’s unique atmosphere.
• Fishing: The waters here are rich with barramundi and other tropical species, making Arnhem Land a dream destination for keen anglers.
• Scenic Landscapes: From dramatic escarpments to pristine beaches, the landscapes are as varied as they are spectacular, offering endless opportunities for exploration.

As you journey through this pristine region, always stick to safety guidelines and never become complacent. Respecting wildlife and protecting fragile ecosystems is vital to ensuring Arnhem Land’s natural wonders remain for future generations to experience.

1

Safety and self-sufficiency

• Travel in Groups: Wherever possible, travel with at least one other vehicle. This improves safety and ensures help is close at hand in an emergency. If solo, make sure your 4×4 is well equipped and set up a clear communication plan with someone back home.
• Inform Others: Always share your itinerary, route and expected return time with a family member or friend. This information is critical if search parties need to locate you.
• Emergency Plans: Have a clear plan for emergencies, including evacuation procedures and the locations of the nearest medical facilities. Familiarise yourself with local emergency contact numbers.
• Vehicle Maintenance: Keep your vehicle in top condition. Perform routine checks before departure and carry spares such as tyres, engine oil, tools and a first aid kit to deal with issues on the track.
• Health Precautions: Pack essential medications, insect repellent, sunscreen and a comprehensive first aid kit. Sandflies and midges can be a real nuisance in the tropical climate, particularly around moist coastal and freshwater areas.

Preparation and vigilance are the keys to a safe and rewarding Arnhem Land adventure. With the right planning, you can minimise risks and focus on appreciating the region’s raw beauty and unique experiences.

Fast facts

• Best Time to Visit: May to October (Dry season) – cooler temperatures, accessible roads, fewer restrictions.
• Permits Required: General Access/Transit, Northern Land Council; Recreational & Camping (Gove Peninsula), Dhimurru Aboriginal Corporation; Cobourg Peninsula (Garig Gunak Barlu NP), NT Parks & Wildlife
• Fuel Stops (limited): Katherine, Bulman (limited), Nhulunbuy, Murganella (Cobourg Peninsula – diesel only, limited hours)
• Communications: Mobile coverage: limited to Nhulunbuy and select communities. We recommended a satellite phone, PLB (Personal Locator Beacon) and UHF radio.
• Vehicle Essentials: High-clearance 4×4; Long-range fuel tank/jerry cans; Recovery gear (winch, tracks, snatch straps); Air compressor, spare tyres, tools and parts; Comprehensive first-aid kit.
• Safety tips: Travel in convoy where possible; Carry enough food, water and emergency supplies for multiple days; Inform someone of itinerary and return date; Be croc-wise by avoiding rivers and estuaries.

6

Top 5 must-visit locations

1. Cape Arnhem Beaches: Remote white sands and red cliffs – perfect for 4×4 beach adventures.
2. Buku-Larrŋgay Mulka Art Centre: World-renowned Yolŋu art and culture in Yirrkala.
3. Camp at Little Bondi: Scenic beach camping with fishing and sunrise views.
4. Drive the Central Arnhem Road: An iconic outback 4×4 journey through rugged country.
5. Visit the Cobourg Peninsula: Wild coastal landscapes and rich history in Garig Gunak Barlu National Park.

A four-wheel drive journey through Arnhem Land is as enriching as it is adventurous. Beyond traversing untouched landscapes, it offers a rare insight into one of the world’s oldest living cultures

With careful preparation, respect for local customs and a genuine spirit of adventure, a journey through Arnhem Land will reward you with memories to last a lifetime. Access to this country is a privilege, not a right – and it demands humility and reverence for its heritage. Travel in a way that honours the land and its people, and you’ll discover an experience that leaves a lasting imprint on both heart and soul.

As you travel through Arnhem Land, pause to immerse yourself in its beauty, listen to the stories of its custodians and marvel at the unique flora and fauna that flourish here. Every moment is an opportunity for growth, learning and connection – with the land itself, with nature in its rawest form, and with the rich tapestry of history and culture that defines this extraordinary region.

Ram Trucks Australia has launched the Heavy Duty models in Australia, with a two model line-up. The 2025 Ram HD was only launched in the USA earlier this year, so it’s significant we get the new models here relatively soon.

While the US range of Ram HDs is extensive with various grades, models, body and cab configurations, in Australia, RTA is only offering two HD models: the 2500 and the 3500, and both of these are in high-spec luxe grade double-cab pick-up configurations. While the US truck market in Australia is growing, it’s still small stuff by US standards, so complying dozens of models for our buyers is prohibitive. 

The Ram 2500 HD will cost $172,950 plus on-road costs, while the Ram 3500 HD will hit you for $177,950 plus on-road costs. These prices remain the same as the last generation of Ram HD trucks despite the 2025 models having higher specifications and equipment.

The RAM HD’s main competitor in Australia is the Chevrolet Silverado 2500 from GMSV, but GMSV doesn’t offer a 3500 or bigger variant here. Ford doesn’t sell a Super Duty version of the F-250 in Australia; although, these and other options are available through third party importers. Toyota doesn’t manufacture a heavy-duty version of its Tundra pick-up.

Ram’s big ticket call for its Heavy Duty trucks is the upgrades to its legendary Cummins inline-six cylinder diesel engine, which now puts out a whopping 1458Nm of torque. In comparison, Chevy’s V8 diesel only makes 1322Nm while Ford’s 6.7L Powerstroke diesel makes 1423Nm in standard trim and a monster 1627Nm in HO tune. 

The main difference between the Ram 2500 and 3500 models offered in Australia by RTA are their load capacities, with the 2500’s Gross Combination Mass at 12,750kg and the payload at 785kg; compared to the 3500 ’s GCM of 14,433kg and payload of 1652kg. 

1

While both Ram HD models are rated to tow up to 3500kg on a 50mm tow ball, 4500kg on a 70mm ball, or 8000kg on a fifth wheel or gooseneck connection, they both share the same chassis and axles – but the rear end of the 3500 is located on leaf springs while the 2500 rides on coil in a multi-link set-up. Both Ram models have a new eight-speed ZF transmission and part-time, dual range 4×4 transfer case. 

The front end of the MY25 HD Rams is distinguished by new headlights, grille and front end treatment. The 3500 is only differentiated by ‘3500’ badging in the bonnet vents. 

Luxurious load luggers

RTA sees the Heavy Duty models as premium towing and load-hauling vehicles and not the sort of trucks that anyone will be dropping a load of rubble in the tray of or basing an offroad racer on. As such, they spec the Australian-bound vehicles out of the USA with a host of standard features that would normally be part of the huge options list in their home country.

All RTA models get the Black Pack as standard, which does away with chrome exterior add-ons in favour of black accents, mirrors and grille. Both models ride on black-18-inch alloy wheels. Inside, features include leather seating with power adjustment, cooling and heating on the front pews. The Ram is now five-seat only with no third pew in the middle of the front row as in previous offerings. Instead, there’s a massive centre console between the front seats. The exterior rear-view mirrors are power adjustable, not only for angle but also extending for wider vision if towing. 

A new 12.3-inch digital instrument display and 12.0-inch multimedia screen extends across the dash, while the premium sound system offers wired and wireless Apple CarPlay and Android Auto, an Alpine sound system, and a pair of wireless smartphone chargers. 

1

The rear seat has plenty of space for three adults and offers huge under-seat storage and a flat load space when you fold it out for carrying gear. There’s also a powered sunroof above the front seats and a power-operated sliding rear window.

Passengers are protected by six airbags (two front, two side, two curtain); a 360-degree camera; front and rear parking sensors; lane-keeping assistance; autonomous emergency braking with pedestrian and cyclist detection; blind zone warning; rear cross-traffic alert; and tyre pressure monitors.

While the payloads are low, the cargo bed is massive, making it perfect for a big load of polystyrene or balsa wood. The US-spec power outlets have been removed and not replaced with locally compatible ones, and there’s a damped tailgate, spray-in bedliner and kick out step underneath to make climbing in easier. 

On- and off-road performance

Climb inside the Ram 2500 and the cabin is as big, spacious and luxurious as you would expect. The seating position is high, offering a good view over the massive bonnet, and all the controls are relatively easy to find and operate. 

Our 30-minute road drive took in highways, backroads, hills, valleys and a bit of gravel road. The Ram 2500 was stable and surefooted in all the conditions and easy to handle on the narrower sections. The 6.7L Cummins engine has torque on tap for any condition and was never lacking. This is a heavy vehicle, so it’s no sports ute.

The abundance of torque available needs to be managed at times because the Ram will light up the back tyres if you floor it from a standstill. We experienced this when pulling on to a 100km/h highway, where we wanted to get up to speed quickly and safely but tyre spin triggered the traction control, cutting the power and causing a hesitation in getting on to the highway. 

49

While the electronic traction (ETC) control is doing its job, we know this could be better managed with a full-time or on-demand 4×4 system like what is fitted to the Ram 1500. We experienced similar problems when driving the Ram 1500 in the wet, but switching the transfer case from 2WD to 4×4 Auto managed the wheelspin without cutting power, resulting in much smoother and safer acceleration. The DH rams have no 4×4 auto function. This problem is amplified when you start adding even more weight to the truck, like a heavy trailer behind it; just as many owners will be doing. 

With a 3500kg caravan hooked on to the back of the Ram 3500, we floored the throttle on a dry road and it spun the rear wheels through first and second gear and into third, with the ETC chattering away. This would be a lot worse on wet or gravel roads, and having full-time 4×4 would go a long way to eliminating it.

Once up and running, the Ram 3500 made light work of towing the big van. There’s no shortage of power, the transmission works smoothly and the leaf-sping rear suspension was unfazed by the load. It is designed to carry considerably more. The Cummins engine is also fitted with an exhaust brake to help slow the rig down on long, steep descents, or just to feed your truck-driving fantasies. 

Verdict

Towing heavy trailers in comfort and luxury is what the Ram HD is made for, and it does it well. The specifications of the driveline and equipment levels are spot on the job and the price-point, but the lack of on-road 4×4 is the one big deficiency. 

When you travel the highways and see the size of vans, boats and other trailers that people are hitching up behind these trucks and consider the load is often worth a lot more than the trailer, you can see why owners want to be able to do the job safely and in comfort. 

The Ram HD 2500 and 3500 models fill that role very well and are so comfortable, it feels like you could drive for days.

Technology and features

• New front fascia (new)
• Bi-LED headlights (new)
• Black pack including grille, wheels, side mirrors, side steps (new)
• Sports Hood ‘power bulge’ bonnet (new)
• Five-seat layout with large, multi-level centre console (new)
• Eight-way electrically adjustable heated and ventilated front seats
• Memory seat settings for the driver
• Leather trimmed upholstery
• Sunroof above front seats (new)
• Power-operated sliding rear window
• Rear privacy glass
• Extendable sun visors with illuminated and covered vanity mirrors
• Push button start
• Damped tailgate with remote release and central locking
• Spray-in bedliner
• 12.3-inch widescreen digital instrument display (new)
• 12-inch infotainment screen
• Wired and wireless Apple CarPlay and Android Auto (new)
• 9-speaker TBC Alpine premium audio system including sub-woofer
• Dual wireless smartphone charging (new)
• Four USB-A charging ports (new)
• Four USB-C charging ports (new)
• Six airbags (two front, two side, two curtain)360-degree camera
• Front and rear parking sensors
• Speed sign recognition (new)
• Lane-keeping assistance
• Adaptive cruise control and standard cruise control
• Autonomous emergency braking with pedestrian and cyclist detection (updated)
• Blind zone warning
• Rear cross-traffic alert
• Tyre pressure monitors
• Height-adjustable brake and accelerator pedals
• Electronic column shifter
• Foot operated park brake (left of pedals)
• Quick release park brake (bottom right of dash)
• AdBlue fuel gauge in the instrument cluster
• Electric adjustment for all four side mirrors
• Electric adjustment for side mirror extension 

Specs: MY25 Ram 2500 HD

Ram Trucks Australia has released prices and specifications for the MY25 Ram 2500 and 3500 Heavy Duty pick-ups ahead of showroom deliveries in November. Prices remain unchanged from the outgoing models: $172,950 plus on-road costs for the 2500 and $177,950 for the 3500.

At the heart of the MY25 Ram 2500 and 3500 is a revised 6.7-litre in-line six-cylinder Cummins turbo-diesel engine producing 313kW and 1458Nm – 13 per cent more power and 26 per cent more torque than the previous model. Changes include a redesigned engine block and head, heavy-duty pistons, a new turbocharger, larger intake and exhaust valves, and improved intake port geometry. A new eight-speed ZF TorqueFlite automatic replaces the old six-speed transmission, and a revised final drive ratio lowers revs at highway speeds. 

“We want people to make sure they have the right vehicle for their intended purpose,” said Jeff Barber, the General Manager of Ram Trucks Australia. “In many cases, that means stepping up to a Ram 2500. The MY25 Ram 2500 and 3500 Heavy Duty has more technology, more creature comforts and more luxury than ever before. It’s the most luxurious version of the 2500 and 3500 we have introduced in Australia. And that is a reflection of changing customer preferences.”

The MY25 range comes standard in Australia with the Black Pack, which is an optional package in the United States. It includes a black grille, wheels, side mirrors, side steps and the ‘Sport Hood’ power bulge bonnet. Inside, a 12.3-inch digital instrument cluster sits alongside a 12.0-inch infotainment screen.

Dual wireless phone chargers, a nine-speaker Alpine audio system, and a five-seat layout with a multi-layer centre console are standard. Front leather seats are heated and cooled with eight-way power adjustment, and brake and accelerator pedals are electronically height-adjustable. Rear seats offer under-seat storage with a fold-out platform.

1

Safety features include lane-keeping assist, speed-sign recognition, driver fatigue monitoring, autonomous emergency braking with pedestrian and cyclist detection, and a side-view monitor that activates when signalling. All four mirrors are electronically adjustable and extend automatically for towing.

Towing capacities are 3500kg (50mm tow ball), 4500kg (70mm tow ball), and 8000 kg (fifth wheel or gooseneck). The 2500 has a payload of 785kg and a maximum Gross Combination Mass of 12,750kg; while the 3500 offers a payload of 1652kg and a Gross Combination Mass of 14,433kg. The vehicle launches in second gear by default, automatically switching to first when towing or hauling heavy loads. Exhaust brakes assist with long descents, and the column shifter is electronically controlled.

Technology and features

• New front fascia (new)
• Bi-LED headlights (new)
• Black pack including grille, wheels, side mirrors, side steps (new)
• Sports Hood ‘power bulge’ bonnet (new)
• Five-seat layout with large, multi-level centre console (new)
• Eight-way electrically adjustable heated and ventilated front seats
• Memory seat settings for the driver
• Leather trimmed upholstery
• Sunroof above front seats (new)
• Power-operated sliding rear window
• Rear privacy glass
• Extendable sun visors with illuminated and covered vanity mirrors
• Push button start
• Damped tailgate with remote release and central locking
• Spray-in bedliner
• 12.3-inch widescreen digital instrument display (new)
• 12-inch infotainment screen
• Wired and wireless Apple CarPlay and Android Auto (new)
• 9-speaker TBC Alpine premium audio system including sub-woofer
• Dual wireless smartphone charging (new)
• Four USB-A charging ports (new)
• Four USB-C charging ports (new)
• Six airbags (two front, two side, two curtain)360-degree camera
• Front and rear parking sensors
• Speed sign recognition (new)
• Lane-keeping assistance
• Adaptive cruise control and standard cruise control
• Autonomous emergency braking with pedestrian and cyclist detection (updated)
• Blind zone warning
• Rear cross-traffic alert
• Tyre pressure monitors
• Height-adjustable brake and accelerator pedals
• Electronic column shifter
• Foot operated park brake (left of pedals)
• Quick release park brake (bottom right of dash)
• AdBlue fuel gauge in the instrument cluster
• Electric adjustment for all four side mirrors
• Electric adjustment for side mirror extension 

Specs: MY25 Ram 2500 HD

From October 31, Victoria’s seasonally closed High Country tracks are open once again – just in time for the Melbourne Cup weekend and the start of the summer touring season.

4WD enthusiasts can now return to some of the state’s most rugged country, with access restored to tracks across the Snowy River and Errinundra national parks. Tracks were restored thanks to volunteers from four Four Wheel Drive Victoria clubs and the Friends of Errinundra group.

Over four days in October, these volunteers joined forces with Parks Victoria rangers to prepare the region’s remote network of tracks and roads for summer travel. Now in its 19th year, the annual program coincides with the end of Victoria’s seasonal road closures, which run from June to protect both visitors and the environment from winter damage.

Teams spent the week reopening gates, clearing fallen trees, and restoring walking tracks – making the area safer and more accessible for off-roaders keen to explore the rugged region.

“Our partnership with Four Wheel Drive Victoria and the Friends of Errinundra shows what’s possible when community comes together,” said Dave Burton, Parks Victoria Area Chief Ranger. “These volunteers bring not only skill and equipment, but a genuine passion for preserving and protecting these remote landscapes for everyone to enjoy.

5

“Through collaboration, we ensure our parks remain accessible, safe and welcoming for all, and it’s a great reminder of the vital role volunteers play in helping us look after Victoria’s natural treasures.”

Parks Victoria says the community-driven effort highlights the long-standing partnership between land managers and 4WD clubs, ensuring responsible access to the state’s most remote and spectacular landscapes.

Nissan is set to reveal the next-generation Navara globally on November 19, 2025, with Australian and New Zealand sales expected in the first half of 2026. 

The launch will mark the start of the Navara’s fifth decade in the region. Since its debut in Australia in December 1986, the Navara has sold more than 420,000 units, earning a reputation as a reliable workhorse for trades, farmers and weekend adventurers alike.

In the video below, Nissan’s Senior Design Director, Ken Lee, discusses balancing 40 years of Navara heritage with modern Australian expectations ahead of the November reveal.

“Living and travelling across Australia gave me deep insight into its diverse landscapes and passionate car culture. Utes are more than work trucks; they’re part of life.” said Lee.

“For nearly 40 years, Navara has been writing its story alongside Australia’s own evolution,” said Andrew Humberstone, Managing Director, Nissan Oceania. “Every generation has learned from the previous one, and every Australian customer has taught us something about what matters most in a ute.”

Ahead of the reveal, Nissan released a heritage film (below) highlighting four decades of the ute in Australian life – from early mornings on job sites to boating trips and family outings.

The film demonstrates how the Navara has adapted to local conditions and customer needs over the years.

The new Navara is reported to use a ladder-frame chassis shared with the current Mitsubishi Triton, with both utes assembled at the same plant in Thailand. This follows the collaboration within the Renault-Nissan-Mitsubishi Alliance.

Engine choices are expected to focus on diesel, following the Triton’s lead, which offers 150kW and 470Nm from a four-cylinder turbo-diesel, coupled with either a six-speed automatic or manual transmission. Reports indicate Nissan is also considering a plug-in hybrid variant for the new Navara.

Full details remain under wraps, but information will no doubt be revealed as we approach the vehicle’s official launch.

The Toyota Prado has always had a bit of a soccer-mum school drop-off vibe. Practical and functional, yes – but you could never say a Prado was a cool car.

Enter the current 250 Series Prado, and all of a sudden the temperature has seriously dropped – we’re seeing some pretty cool-looking versions of Mum’s taxi out on the tracks. With the 250 Series landing in the USA a full year before we got it here, we were teased with what Americans were doing with them and the accessories they were fitting. But it didn’t take long before Australians started adding their own special touches.

Paul Toohey was never worried about any stigma attached to the Prado. After many years working in the local aftermarket 4×4 accessories industry with some of the biggest names in the business, he’s owned three previous-generation Prados, along with a few LandCruisers, a Jeep and even a Jimny. So he was quick to jump into a 250 when they hit the market here.

“The Prado is a vehicle that many people choose for its proven reliability, good resale value, comfortable size, reasonable towing capacity, touring capability and off-road ability,” he says. “The 250 Prado balances Toyota reliability, practicality and genuine off-road capability.”

1

Off-road performance and style

To get the most from the Toyota’s factory off-road ability, Paul chose the Altitude model with its rear diff-lock, disconnecting front sway bar and 18-inch wheels and tyres for his new work rig.

As GM of EvaKool fridges, he definitely didn’t want the seven-seat Prado, as plenty of his company’s gear was slated for the cargo area – along with a heap of other top-notch modifications and accessories.

“We wanted to build a vehicle with a retro look to celebrate 31 years of EvaKool, and when we saw the shape of the 250 Prado, we knew it could look the part,” Paul recalls. “We looked at the available models and knew the Altitude was the right one for us.”

1

The choice of a Ningaloo Blue Prado with a white roof also suited Paul’s plans for a retro look to celebrate the brand’s history – but he had bigger plans to ramp that style up to the max. You can’t miss the retro striping package down the Prado’s flanks, with subtle branding included, but what really gives it that old-school look are the Fifteen52 ‘Analogue HD’ alloy wheels that mimic classic steelies.

They’re actually alloy, so relatively lightweight, but maintain the vintage vibe of old 4×4 steel rims. Paul had them powder-coated to match the Prado’s roof colour before wrapping them in a set of 285 Blackbear All Terrains with raised white lettering – groovy, man!

Look behind the wheels and tyres and you’ll find some of the finest Australian-made suspension money can buy. The JMACX Alpha adjustable suspension package is designed to deliver superior ride and control, with adjustability to suit load and driving style. On this build it’s paired with Blackhawk upper control arms – the same parts used on the 300 Series LandCruiser.

1

Body protection starts with a full steel bull bar from TJM, which houses a Torque winch – also from TJM – and a pair of Beast driving lights from Lightforce. Underbody protection comes from Kaon and includes front and rear shock protection – a valuable addition when you consider the price of those JMACX shocks!

The Prado’s powertrain remains standard, with the 2.8 diesel and 8-speed auto transmission – however, Paul suggests a Just Autos tune could be on the cards at some stage.

Interior and rooftop setup

Where the serious planning and work has gone into this Prado is inside, starting with the rear fit-out by RV Storage Solutions, which incorporates one of EvaKool’s 40-litre drawer fridge/freezers.

Paul is quick to point out that the unit offers a true 40-litre capacity and weighs close to half of what a 40-litre chest fridge with a slide would come in at. In fact, weight was an important consideration when building the Prado – especially when it came to what went up on the roof.

Rounding out the internal storage are a host of Kaon products, including the rear shelf, molle panels, tailgate console, storage bags and pouches. Hidden behind the left-side trim panel is a TJM Pro Series Twin Air Compressor and air tank, mounted on a JBA bracket, while the air hose is kept tidy on an Apex Designs reel.

1

Under the cargo floor, powering the fridge and other accessories, sits an Invicta 100Ah slimline lithium battery managed by a Redarc Alpha BCDC, all fitted by Accelerate Off Grid Auto Electrics. A 2000W inverter runs items like the induction cooktop and for charging Kincrome power tools.

Back on top of the Prado, you’ll find a rooftop tent and awning – but not from the usual suspects in the local industry.

“For this build we were really trying to use the lightest products,” Paul explains. “Pairing the US-made Go Fast Campers rooftop tent with the Australian-made Clevershade Ultralite awning gave us the perfect lightweight combo for the Prado’s roof. At just 65kg for the tent and 16kg for the awning, we’ve kept the total weight well under what most people would have with just a rooftop tent installed.”

The awning and RTT are mounted on a prototype stainless-steel and aluminium roof rack from TJM, which should be available in stores by the time you’re reading this.

11

The EvaKool Prado was finished to this stage in time for the Melbourne 4×4 Show in August and then joined us on our alpine drive – but like any build, it’s not finished yet.

Aside from the aforementioned tune, Paul says there’s a Lightforce light bar to go up on the roof rack along with some camp lights, a sound bar in the cargo area that will constantly evolve as new products are tested, and the possibility of fitting bigger Black Bear mud-terrain tyres.

“Being in this industry allows us a selection of amazing products,” Paul says of the Prado build. “With this build we were able to put together a vehicle that consists of products that we have used for years in both Industry vehicle builds as well as products that I run on my own personal vehicles. These are products that have been tried and tested.”

Having a new 4×4 loaded with some of the best gear in the country as your company ride is pretty special – but it’s something that comes with Paul’s years of experience in the industry. You might say it’s a pretty Kool company car.