For serious off-roaders, suspension upgrades are a cornerstone of performance. One upgrade that’s gaining traction is the rear end coil conversion. If you’ve heard the term but aren’t sure what it really means – or why someone would do it – this guide breaks it down.

Most utes and SUVs, especially older models, use leaf springs in the rear. Leaf springs are strong and simple, great for hauling heavy loads, but they have limitations in ride quality, axle articulation and adjustability. A rear end coil conversion replaces the leaf springs with coil springs, along with supporting components like control arms, a track bar and upgraded shocks. Essentially, it transforms the rear suspension from a rigid load-bearing system into a more flexible, performance-focused setup.

Typical components of a conversion include:

• Coil springs and spring perches
• Upper and lower control arms to properly locate the axle
• A track bar to prevent lateral axle movement
• Upgraded shocks to match the new geometry

The result is a rear suspension that rides smoother, articulates better off-road, and can be more finely tuned than traditional leaf springs.

Why do a rear end coil conversion?

1. Improved ride quality: Leaf springs are stiff, often causing a harsh ride on-road and off-road. Coil springs provide a smoother, more compliant ride without compromising off-road capability.
   
2. Better axle articulation: Greater suspension travel means wheels stay planted on uneven terrain. This translates to more traction and better off-road performance.
   
3. Customisability: Coils come in a range of rates – linear or progressive – allowing you to fine-tune ride height, stiffness, and off-road response for your specific rig and use case.
   
4. Modernisation and aesthetics: Older vehicles can feel dated in both ride and look. A coil conversion modernises the rear suspension, improving handling and giving your 4×4 a more contemporary stance.
   
5. Compatibility with Larger tyres and lift kits: Coil setups allow easier installation of larger tires and higher lifts while maintaining proper suspension geometry and driveline angles.
   
6. Better for off-road-focused builds: For rock crawling or trail rigs, coils outperform leaf springs in flexibility, making them the preferred choice for extreme articulation.

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Important considerations

While the benefits are clear, there are a few key points every 4×4 owner should know before converting:

• Types of coil conversions: Some are bolt-on kits, others require custom fabrication. Bolt-on kits are simpler but can be limited in articulation; custom setups allow more freedom but increase cost and labor.
  
• Impact on driveline angles: Lifting the rear with coils changes pinion angles and driveshaft lengths. Ignoring this can lead to premature wear or vibration.
  
• Weight capacity: Leaf springs excel at carrying heavy loads. Coils often reduce load capacity.
  
• Shock and bump stop upgrades: Coils require different shocks and sometimes longer or adjustable bump stops to prevent coil bind and maximise travel.
  
• Cost and labor: Kits typically range from $1000 to more than $3000, with additional costs if welding, fabrication or professional installation is needed.
  
• Off-road vs daily driving: Coils improve off-road comfort and flexibility but may sacrifice some load-carrying ability and simplicity compared to leaf springs.

Superior Engineering’s premium coil conversion kits

If you’re thinking about a rear coil conversion, one name that consistently comes up in the 4×4 community is Superior Engineering Landcruiser Coil Conversion Kits. Superior Engineering offers some of the most thoroughly engineered and road‑legal coil conversion solutions on the market.

Unlike budget kits, Superior’s packages are designed from the ground up with strength, compliance and real‑world off‑road performance in mind. They offer both bolt‑in and weld‑in coil conversion kits, with options that include track‑corrected chromoly diff housings, remote reservoir shocks, and heavy‑duty components suited to serious touring and overlanding.

Some standout features of Superior’s engineering approach include:

• Street‑legal and certified compliance: Most kits are engineered and pre‑approved under relevant VSB (Vehicle Standards Bulletin) codes, meaning they can be legally fitted and registered across Australia when installed correctly.
• 4‑Link suspension and adjustable geometry: Superior’s systems frequently use a 4‑link rear setup, improving both handling precision and articulation over simpler designs. This allows tyres to stay planted without compromising driveline angles.
• Heavy‑duty fabrication: Many kits incorporate upgraded chromoly diff housings and robust chassis bracing that spreads suspension loads over a wider area of the frame – an important factor for durability on rough terrain.
• Australian‑made and tested: Designed and manufactured locally, these kits are built to withstand the harsh conditions often faced by Australian 4x4ers, from corrugations to high‑speed desert driving.

Because Superior Engineering’s kits are developed as complete conversion solutions, they integrate braces, diff corrections, control arms and suspension geometry corrections into a package that can dramatically improve both on‑road manners and off‑road performance.

Superior Engineering has coil conversion kits for:

• LC79: Weld-in and Bolt-in
• LC76: Bolt-in
• PX, PXII and PXIII Ranger: 2012-2020
• BT-50: 2012-2020
• HiLux (VIGO and REVO): excludes Wide Track models

A rear end coil conversion is a game-changer for enthusiasts looking for smoother ride quality, increased articulation and modern suspension performance. While it requires an investment of time and money – and some careful planning regarding geometry and load – it pays off for those who demand both on- and off-road capability from their 4×4.

As if there wasn’t already enough competition between the long-established brands in the 4×4 ute segment – Toyota, Nissan, Ford and Mitsubishi – we now have an onslaught of new brands entering the market, all wanting a piece of what is still a relatively limited segment.

It’s a captivating battle and one that not all players will survive, whether they’re established names or newcomers. Here we’ve lined up a pair of 4×4 utes – one from an established manufacturer and the other from a brand that has been with us for a few years now.

Some onlookers might consider GWM a new brand to the Australian market, but it’s been more than 15 years since the first V220 and 240 utes arrived here. Great Wall was the first Chinese manufacturer to make a serious push into the Australian market and it has come a long way since then, now offering a broader range of vehicles. But has it come far enough to challenge one of the oldest names in the game?

Isuzu is one of the original midsize truck manufacturers, even if its vehicles weren’t always sold here under that name. The Chevy LUV and Holden Rodeo were both produced by GM’s Japanese partner Isuzu but wore more familiar badges in Australia. Isuzu has also come a long way in this country, building a formidable reputation with thousands of owners and dedicated fans while establishing its own brand identity. But has it done enough to stave off the tsunami from China and secure its future here?

Let’s find out as we pit the latest models from each brand head-to-head. For this comparison we have the Isuzu D-MAX X-Rider, priced from $59,500 plus on-road costs and powered by the new 2.2-litre engine. Up against it is the Cannon XSR, available at a drive-away price of $50,990.

Why did we choose the Isuzu with the new 2.2-litre engine instead of the venerable 3.0L 4J? The latter is getting on in years and its longevity in the modern market is uncertain, while the 2.2 is the new powerplant paired with an 8-speed automatic transmission. This is the driveline Isuzu Ute Australia will be backing into the future, whether the buying public likes it or not. The same D-MAX LS-M X-Rider costs another $2000 if ordered with the 3.0-litre engine and 6-speed transmission.

JUMP AHEAD

• GWM Cannon XSR
• Isuzu D-MAX X-Rider
• Ownership
• Verdict
• Specs

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GWM Cannon XSR

The Cannon XSR might be around $10K cheaper than the X-Rider D-MAX, but it’s the vehicle here with the most equipment as standard – and it’s not just gimmicky tech features.

Among the standard hardware are front and rear locking differentials, a Tank Turn function, Cooper all-terrain tyres, an air-intake snorkel, steel side steps, additional off-road drive modes, a model-specific grille and a distinctive matte grey paint finish. Slip inside and the XSR greets you with leather-trimmed seats that are heated and ventilated up front with six-way power adjustment for the driver and four-way for the passenger, a heated steering wheel, a 360° camera system displayed on a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, a wireless phone charger, power sunroof, seven airbags and a TPMS.

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Regular Cannon models include the full suite of ADAS safety features that help them achieve a five-star ANCAP rating, but the XSR’s steel side steps and other hardware mean it misses out on functions such as emergency lane keeping, smart dodge, blind-spot detection, rear collision warning and door-open warning. As a result, it doesn’t receive the same top safety ranking. Important systems such as ABS, ESC, parking sensors and SRS airbags remain, but the full safety suite isn’t present.

The Cannon is powered by GWM’s 2.4-litre diesel engine backed by a 9-speed automatic transmission and a part-time dual-range transfer case. The single-turbo engine produces 135kW at 3600rpm and 480Nm between 1500-2500rpm, which moves the Cannon along well on highways and back roads.

Things are less impressive at low speeds off road. This can largely be attributed to poor throttle calibration, which makes smooth control difficult. There’s noticeable lag when the accelerator is applied before the engine responds and surges forward. The lag can even be enough to catch you out when pulling into traffic, meaning extra caution is required, and it makes smooth low-speed driving harder than it should be.

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The 9-speed automatic works well and the inclusion of shift paddles is a bonus. It’s a shame the XSR misses out on the full-time 4×4 system offered on some lower grades in the Cannon range. The independent front suspension and leaf-sprung live rear axle have a very firm tune, making the ride jiggly on rough roads and verging on harsh on rutted tracks. Wheel travel is reasonably good, however, and the setup should handle a load well.

The XSR retains the Cannon’s 3500kg towing capacity and has an 875kg payload. The cargo tub is basic but practical, with a spray-in liner, four tie-down points and a step that folds out from the tailgate as well as integrated steps in the corners of the rear bumper.

Isuzu D-MAX X-Rider

While the Cannon XSR is a fully loaded high-spec model, the X-Rider Isuzu is more of a dressed-up lower grade.

The D-MAX X-Rider differentiates itself with darker trim and finishes that give it a more premium look without a big price jump. This includes a gloss-black grille and 17-inch alloy wheels, grey grille surrounds and sidesteps, black B-pillars, a satin-black sportsbar and a black tonneau cover over the cargo tub. The cargo tub includes tailgate lift assist and four tie-down points but lacks power outlets or lighting.

The darker theme continues inside with a black headlining, piano-black trim on the steering wheel and black cloth seat upholstery. The D-MAX interior features an 8.0-inch multimedia screen with both wired and wireless Apple CarPlay and Android Auto. It also displays 4×4 drive modes, an inclinometer and electrical system information. Audio comes via four speakers and the driver’s information display is a 4.2-inch screen. There’s no wireless phone charger but there are plenty of USB ports.

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Isuzu’s ADAS suite includes AEB with turn assist, forward collision warning, intelligent adaptive cruise control with stop and go, traffic sign recognition, lane departure warning, lane departure prevention, lane keep assist, emergency lane keeping, blind-spot monitoring, rear cross-traffic alert, rear cross-traffic braking, welcome headlight function, trailer sway control and eight airbags. Isuzu’s ADAS systems have sometimes been criticised for being intrusive, but IUA has recalibrated them over the years to improve usability and added a steering-wheel button that disables some functions.

Isuzu’s new RZ4F-TC 2.2-litre four-cylinder diesel engine produces a claimed 120kW and 400Nm from 1600-2400rpm, and is designed to meet Euro 5 emissions standards. It replaces the previous entry-level 1.9-litre engine that never gained much popularity in the D-MAX. The new 8-speed automatic transmission comes from Aisin, while the transfer case remains a traditional part-time dual-range unit. Only the rear differential receives a driver-selectable diff lock.

The old 3.0L Isuzu engine was never particularly powerful but it earned a strong reputation for durability and fuel efficiency. The smaller 2.2 doesn’t give away too much in terms of acceleration, helped by the two extra transmission ratios, but it’s still no powerhouse. It’s yet to prove itself in terms of long-term durability, but it is, at its core, an Isuzu diesel engine.

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The 4×4 system is a conventional dual-range part-time setup with a rear diff lock. When driving off road you’ll need to engage the Rough Terrain button to ensure the electronic traction control works effectively. Suspension is likewise traditional with independent front suspension and a leaf-sprung live rear axle. The X-Rider uses the three-leaf pack setup. Unladen it rides firm but it remains composed when the going gets rough on poor tracks.

This well-sorted feel is the key difference between the D-MAX and the Cannon. The Isuzu feels better put together, easier to operate and more refined. While the X-Rider is based on a lower model grade and lacks some luxury features, it doesn’t miss out on anything essential.

Ownership

The Isuzu D-MAX is covered by a six-year warranty, with up to five years of flat-price servicing with 15,000km intervals, and up to seven years of roadside assistance.

GWM’s customer-care program offers a seven-year/unlimited kilometre new-car warranty, five years of roadside assistance with 24/7 support, and five years of capped-price servicing.

Verdict

While the Cannon is bigger inside and outguns the D-MAX in terms of premium features and off-road hardware, the Isuzu feels like the more solid and better put-together vehicle.

It’s simpler, does everything asked of it without fuss, steers and rides better, and overall feels like the more sorted 4×4. The Great Wall promises a lot with its range of features and off-road hardware, but it still needs refinement. The suspension tuning and throttle calibration in particular leave the vehicle feeling unfinished.

Time will tell how both brands fare in the future, but GWM is growing rapidly and investing heavily in development both in China and here in Australia.

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Specs

Mitsubishi has previewed its “most adventurous utility ever”, the upcoming Triton Raider. 

Inspired by rally raid competition vehicles and engineered in Australia, the Raider has been tested in some of the country’s harshest terrain. Its final pre-launch trials took it through the rugged Flinders Ranges, including intense sandstorms in Arkaroola, demonstrating the ute’s off-road capability.

Mitsubishi has not revealed any technical specifications, features, or pricing for the Triton Raider yet, but more information is expected as the model’s 2026 debut approaches. For now, the Raider offers a glimpse of Mitsubishi’s focus on adventure and Australian-engineered performance.

Earlier this year, Mitsubishi also announced two new Triton Special Editions, aimed at simplifying what can often be a complicated accessories list. The GLX-R Special Edition targets tradies and fleet buyers with a “Tradie Accessory Pack” that includes a tow bar, bed liner, side steps, and weather shields – while removing the sports bar to better suit canopy fitment. 

The GSR Special Edition caters to lifestyle and touring buyers with a “Touring Accessory Pack” designed to deliver an adventure-ready dual-cab ute straight from the showroom. Priced from $58,490 for the GLX-R and $66,140 for the GSR, these variants offer factory-backed, pre-configured options that balance convenience, value, and real-world usability.

The 2026 Nissan Navara – a Triton twin – arrived in Australian showrooms earlier this week. Built on the same platform but tuned locally by Premcar, the Navara is offered in four 4×4 double-cab grades – SL, ST, ST‑X, and PRO‑4X – with suspension, 4WD systems, and off-road geometry specifically calibrated for Australian conditions. Pricing for the MY26 Navara starts at $53,348.

Texas tuner, Hennessey (HPE), has taken the already capable Chevrolet Silverado ZR2 and turned it into something far more extreme, unveiling the new Goliath 700 ZR2 – a supercharged, off-road-focused pickup pushing out an impressive 700hp (522kW).

For Australian buyers, Hennessey vehicles are available locally through KPM Motorsport, the brand’s exclusive Australian partner and authorised builder. The South Australian outfit currently offers a limited range of Hennessey-enhanced vehicles, spanning models such as the Ford Mustang, Ranger VelociRaptor, Chevrolet Camaro 2SS and ZL1, Dodge Challenger Hellcat and Demon, and Jeep Trackhawk.

At the heart of the Goliath 700 upgrade is a heavily reworked version of the Silverado’s 6.2-litre V8. Thanks to a twin-screw supercharger with air-to-water intercooling and Hennessey’s own engine management calibration, output jumps by 66 per cent, from 420bhp (313kW) to 700bhp (522kW) at 5500rpm. Torque also sees a healthy increase, climbing from 460lb-ft (624Nm) to 611lb-ft (828Nm) at 4200rpm.

The performance gains are just as dramatic as the numbers suggest. Hennessey claims a 0 to 60mph (0 to 97km/h) sprint of just 4.2 seconds, a significant improvement over the stock truck’s 5.6-second run, putting it firmly into high-performance territory for a full-size off-roader. Hennessey has also focused heavily on improving off-road capability and overall drivability. A BDS suspension upgrade paired with integrated Multimatic DSSV shocks enhances stability and control both on-road and when tackling rough terrain.

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Visually, the truck separates itself clearly from the standard ZR2. Carbon-fibre plays a major role, highlighted by a functional hood vent that replaces the factory applique to improve airflow and engine cooling. Steel front and rear bumpers, 20-inch off-road wheels, 35-inch tyres, and integrated LED lighting complete the aggressive, purpose-built look.

“The Hennessey Goliath 700 ZR2 is designed for customers who want extreme power and capability without compromising on usability and comfort,” said Alex Roys, President of Hennessey. “We deliver performance dominance and heaps of presence by combining powertrain and chassis upgrades with comprehensive exterior and interior styling enhancements. We’ve created a truck with purpose that feels just as confident on the highway as it does tackling challenging terrain.”

Hennessey positions the Goliath 700 as a serious alternative to factory-backed high-performance trucks like the Ford Raptor R and Ram TRX, offering Chevrolet fans a similarly extreme option with both power and presence.

Production will be limited to just 100 units, each priced from $139,950 USD (approximately $210,000 AUD).

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Power and performance

• Power: 700 bhp @ 5,500 rpm
• Torque: 611 lb-ft @ 4,200 rpm
• 0–60 mph: 4.2 seconds
• Twin-screw supercharger system
• Air-to-water intercooler system
• HPE engine management calibration

Performance and chassis upgrades

• BDS suspension upgrade with upper control arms
• Integrated Multimatic DSSV shocks
• 20-inch Hennessey off-road wheel upgrade
• 35-inch off-road tyres
• Stainless steel cat-back exhaust system
• Upgraded black exhaust tips

Carbon fibre and exterior enhancements

• Exposed carbon fibre sport hood applique
• Carbon fibre Hennessey tailgate applique
• Raised Hennessey and Goliath exterior badges
• ‘Supercharged’ fender badging

Lighting and bumpers

• Hennessey Goliath steel front bumper
• Hennessey Goliath steel rear bumper
• Hennessey-branded skid plate
• 40-inch LED front bumper light bar
• Three-inch off-road LED pod lights

Interior

• Hennessey all-weather floor mats
• Hennessey embroidered headrests
• Serial-numbered interior plaques

Functional and utility features

• Electronic power running boards
• All necessary gaskets, fluids and hardware
• Professional installation
• Chassis dyno tuning and road testing
• Three-year / 36,000-mile limited warranty

Australian electric vehicle drivers could save tens of thousands of dollars in fuel costs over the life of their car, according to new data released by EV charger manufacturer Evnex, as fuel prices hover over $2 per litre.

Figures released by EV charger manufacturer Evnex show that the average electric vehicle (EV) driver saves $2820 annually on fuel compared to a petrol vehicle. Over the average 11.5-year lifespan of a vehicle in Australia, that equates to a total saving of $32,430.

For 4×4 owners – who often face higher fuel bills due to off-road driving, towing and remote-area touring – the potential savings could be even more impactful.

Evnex’s data, drawn from 5000 chargers across Australia, shows that charging an EV at home costs about $380 per year on average, compared to roughly $3200 for petrol.

“Most people know EVs are cheaper to run, but very few realise quite how dramatic the gap is,” says Ed Harvey, CEO of Evnex. “When you break it down, the average EV owner is spending around $7.30 a week on charging – barely more than an almond latte. The idea that you can power your car for a year for what a petrol driver spends in less than three months is pretty staggering.

“This isn’t modelled on lab conditions or manufacturer claims. It’s actual data from Australian homes, reflecting how people really charge their cars day to day,” Harvey added.

The report also points to environmental benefits, noting that more than one-third of Australia’s electricity now comes from renewable sources – a figure expected to rise to 82 per cent by 2030.

“With more than a third of Australia’s electricity now coming from renewable sources – and that share climbing rapidly toward the government’s 82 percent target by 2030 – this is great for both the pocket and the environment. Every EV charged at home here is running on an increasingly clean grid,” said Harvey.

The findings come as Australia’s EV market continues to grow, with more than 454,000 plug-in electric vehicles now registered nationwide. In 2025, EV sales rose 38 percent year-on-year, making up 13.1 percent of new car sales. In the 4×4 segment, electrified options are only just starting to emerge, with models like the KGM Musso EV now on sale in Australia as one of the first fully electric dual-cab utes. Upcoming EV utes also include the LDV eTerron9, Isuzu D-MAX EV and Toyota HiLux BEV.

While choice remains limited for now, the arrival of purpose-built electric utes signals a shift in a segment long dominated by diesel-powered 4x4s.

Four-wheel driving is supposed to be about getting away from it all – remote tracks, good mates and a bit of adventure. 

However, like any hobby, it comes with its fair share of habits that can quickly test everyone’s patience. Whether it’s poor track etiquette, questionable driving techniques or just plain laziness, some behaviours seem to pop up time and time again. Here are 10 of the most annoying habits you’ll encounter on Australian 4WD tracks.

1. Driving the middle of a narrow track

Anyone who’s spent time on tight bush tracks knows visibility is often limited, especially around corners or over crests. Yet some drivers seem determined to sit right in the middle of the track as if they’re the only vehicle out there. Sticking to the centre makes passing difficult and can force awkward reversing manoeuvres when two vehicles meet unexpectedly. On narrow tracks, the basic rule is simple: Keep left where possible and stay alert for oncoming traffic. It’s not always practical, but making the effort makes everyone’s day a little easier.

2. Not airing down tyres

Watching a vehicle rattle along a corrugated track on full road pressures is painful, both for the occupants and the vehicle itself. Tyres pumped up to highway pressures reduce grip, make the ride harsher and increase the risk of punctures. In sand, the consequences are even worse. A vehicle struggling to climb dunes or constantly bogging often just needs lower tyre pressures. Airing down increases the tyre’s footprint, improves traction and reduces strain on the vehicle. It’s one of the simplest things you can do to improve off-road performance, yet plenty of drivers still skip it.

3. Spinning wheels unnecessarily

Few things destroy a track faster than uncontrolled wheelspin. Whether it’s someone attacking a climb with too much throttle or trying to power their way through a bog hole, spinning tyres quickly dig deep ruts and holes that make the track harder for everyone else. In most cases, smoother throttle control, better line choice and lower tyre pressures would get the vehicle through without tearing the track apart. Wheelspin might look dramatic, but it’s rarely the best solution.

4. Leaving rubbish behind

Remote campsites and scenic bush clearings lose their appeal quickly when they’re littered with empty cans, food wrappers and broken gear. Unfortunately, rubbish left behind by a minority of drivers is one of the biggest frustrations in the 4WD community. It also has real consequences. Poor behaviour makes it easier for authorities to justify closing tracks or restricting access to popular areas. The rule is simple and widely accepted: leave the place cleaner than you found it.

5. Driving with every light bar blazing

Modern LED light bars are incredibly effective, which is great when you’re travelling remote highways at night. The problem is that some drivers forget to dim them when other vehicles appear. Being hit with several thousand lumens of light around a blind corner isn’t just annoying – it’s dangerous. Like high beams, light bars should be switched off for oncoming traffic. It’s basic courtesy that too many drivers ignore.

6. Blocking tracks while airing up or down

Tyre pressure adjustments are a normal part of four-wheel driving, but where you stop to do it matters. Pulling up right at the entrance to a track, beach access point or narrow section of road can quickly create a queue of vehicles waiting behind you. Most tracks have small pull-off areas or wider sections nearby where you can stop without blocking the way. Taking a few extra seconds to move aside makes life easier for everyone else.

7. Refusing to reverse

Eventually every 4WD driver encounters a narrow section of track where two vehicles meet head-on and one needs to reverse to a wider spot. It’s part of driving in the bush. The frustration comes when someone refuses to budge, insisting the other driver should reverse regardless of who is closer to a passing point. A bit of common sense and cooperation usually solves the problem quickly. Without it, a simple situation can turn into an awkward standoff.

8. Overloading the vehicle

Some touring rigs look like they’re preparing for a six-month expedition across the desert when they’re only heading away for a long weekend. Roof racks piled high with gear, multiple jerry cans, heavy accessories and packed drawers can push vehicles well beyond their safe limits. Excess weight affects braking, handling and suspension performance, especially off-road. It also increases the chance of mechanical failures on rough tracks. Packing sensibly and keeping weight under control makes a big difference to both safety and reliability.

9. Ignoring basic recovery etiquette

Recoveries are a normal part of off-road driving, but they’re also one of the riskiest situations you’ll encounter on the tracks. Despite that, you’ll still see people standing too close to recovery straps, using unrated recovery points or rushing into a snatch without thinking it through. A safe recovery requires planning, communication and the right equipment. Taking a few extra minutes to set things up properly can prevent damage, injury or worse.

10. Treating public tracks like a racetrack

Shared tracks are used by all sorts of people – other 4WD drivers, dirt bikes, hikers, cyclists and sometimes even horse riders. Yet some drivers approach them like a rally stage, sliding through corners and charging along at high speed. Aside from the obvious safety risks, high-speed driving kicks up dust, damages tracks and creates unnecessary hazards around blind corners. Slowing down and driving to the conditions makes the tracks safer for everyone using them.

Special mentions

• Hogging camp kitchens or fire pits. Staying at prime spots for too long prevents others from using facilities.
• Using the horn for every minor thing. Excessive beeping adds stress rather than improving safety.
• Ignoring wildlife on tracks. Not slowing down for smaller animals like wombats, birds, or kangaroos creates unnecessary risk.
• Poor reversing signals. Failing to clearly indicate or communicate when backing up can confuse other drivers.
• Leaving trailer brakes off. Forgetting to secure trailers or leave them properly braked increases accident risk.
• Overenthusiastic recovery attempts. Pulling someone out too aggressively or without checking the setup can damage vehicles or gear.
• Not checking track closures. Showing up at a washed-out or closed track wastes time and can put vehicles at risk.
• Using cheap or incorrect recovery gear. Under stress, substandard gear can fail catastrophically, creating hazards for everyone involved.

The fifth-generation Nissan Navara is now on sale in Australia, priced from $53,348, with suspension and 4WD systems tuned for local roads, tracks and off-road conditions. 

Melbourne-based engineering partner Premcar oversaw development, testing every model across sealed highways, gravel roads, corrugated tracks, and rugged terrain. The result is a ute that remains composed and predictable whether unladen, carrying a full load or towing.

The Navara is offered in four Dual Cab 4×4 grades: SL, ST, ST-X, and PRO-4X. The SL and ST are built for trade and commercial use, with robust load-carrying and towing capability; the ST-X is a dual-purpose model balancing weekday commuting with recreational off-road use; and the PRO-4X is the lifestyle and off-road-focused flagship, with suspension and tyres optimised for rough terrain. All grades come with six-speed automatic transmissions, reflecting the preference of most Australian buyers.

All Navara grades are powered by a 2.4-litre bi-turbo diesel paired with a six-speed automatic transmission. The engine produces 150kW and 470Nm of torque, up 10kW and 20Nm over the outgoing D23 model, and is slightly more fuel efficient, consuming 0.2 L/100km less.

The SL and ST feature an Easy 4WD system with a part-time dual-range system and an electronic rear differential lock. The ST-X and PRO-4X are equipped with the more advanced Super 4WD system which includes a Torsen limited-slip centre differential, multiple drive modes (2H, 4H, 4HLc, 4LLc), and hill descent control.

The ST-X and PRO-4X also include a seven-mode Drive Selector – Normal, Eco, Gravel, Snow, Mud, Sand and Rock – to optimise throttle mapping, transmission behaviour, traction control, and 4WD system performance.

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Suspension tuning

The Navara’s suspension is designed to handle the full range of conditions, from unladen kerb weight to full payload and 3500 kg braked towing. Nissan and Melbourne-based engineering partner Premcar developed three separate suspension calibrations for different grades to suit their intended use.

Andrew Humberstone, Managing Director, Nissan Oceania said: “We made a deliberate decision to develop three distinct suspension calibrations rather than a single compromise, because a tradesman loading a tonne of gear every morning has fundamentally different needs to a family towing a caravan or boat on the weekends.”

During development, Premcar engineers evaluated 137 damper codes and made over 550 internal shim changes. Final validation covered 18,500km of local testing on sealed roads, gravel, corrugations and off-road terrain. The aim was consistent across all variants: stable steering, linear handling, improved ride comfort and confident towing behaviour.

A key feature is the internal rebound spring in the front dampers, which allows damping force to be reduced while maintaining roll stiffness. Bernie Quinn, CEO and Engineering Director of Premcar said: “When you’ve got the internal rebound spring in there, you can actually take some damping force out and control roll with the spring instead. That means you get a better compromise between comfort and steering response – compared to a car that doesn’t have internal rebound springs.”

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Grade-specific tuning

• SL and ST: 17-inch wheels, heavy-duty four-leaf rear springs. Suspension was tuned with a loaded tray to replicate trade use, giving stable mid-corner control, reduced bump-stop contact, and consistent steering under load.
  
• ST-X: 18-inch wheels, three-leaf rear springs. Tuned for two occupants and validated for full payload and towing. Provides controlled body movement, improved compliance on rough and undulating surfaces, and predictable handling.
  
• PRO-4X: 17-inch wheels, three-leaf rear springs, all-terrain tyres. Calibrated for off-road articulation while maintaining on-road stability, flatter body roll, and consistent towing behaviour.

Quinn added: “These utes need to carry a lot, so Premcar tested every way you can think of. The aim is simple – to deliver a ute that feels good in every possible Australian scenario for every possible customer.”

Electronic Power Steering is also new for the Navara, adjusting effort automatically for city manoeuvring or highway stability. It works with the locally tuned suspension to provide linear roll-rate response and predictable steering under load.

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Off-road geometry and towing

The Navara’s off-road geometry has been improved where it counts: ground clearance 228 mm (+8 mm), approach angle 30.4, rampover angle 23.4, and departure angle 22.8 (+2.2). All models support 3500 kg braked towing. Revisions to suspension, internal rebound springs, and linear steering provide stable pitch control under load, giving confidence when towing caravans, boats or trailers.

Pricing

The Toyota LandCruiser and HiLux are among the vehicles increasingly targeted by tech-savvy thieves in Victoria, with police warning that electronic key-cloning technology is now being used in a significant proportion of car thefts across the state.

Victoria Police says more than a quarter of all vehicles are now likely stolen using key-cloning technology, allowing offenders to override modern security systems without needing the original keys. Intelligence suggests more than 10,000 vehicles a year may be taken using this method. Motor vehicle theft has escalated rapidly in recent years; according to the Crime Statistics Agency, 33,212 vehicles were stolen in Victoria in the 12 months to September 2025.

“Our intelligence estimates as many as 30 cars are being stolen using key cloning technology in Victoria every day,” said Bob Hill. “Key cloning devices are showing up more and more frequently at search warrants and during intercepts of suspicious vehicles.”

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Police say popular vehicles fitted with push-button start systems are increasingly being targeted, often disappearing from residential streets or public locations without any associated burglary, robbery or carjacking. In many cases, owners report they still had both keys and their vehicle simply vanished.

Toyota models feature prominently among the most targeted vehicles. Police say 846 Toyota LandCruiser vehicles were stolen last year in circumstances suggesting technological theft was likely. That figure has climbed sharply from 241 in 2024 and just 89 three years earlier. Other commonly targeted vehicles include the Toyota Corolla, Toyota RAV4, Toyota HiLux, Holden Commodore and Subaru Impreza.

Victoria Police says it seized about 800 key-cloning or key-reprogramming devices from offenders last year, and the police continues to work with affected manufacturers in response to the growing issue.

“The best thing you can do is park your car off the street and install anti-theft devices, such as OBD port locks, to reduce your chances of falling victim,” added Hill.

Despite the rise in thefts, police say around 80 per cent of stolen vehicles are recovered each year. Authorities are urging owners to consider additional security measures, including installing an on-board diagnostic (OBD) port lock to prevent thieves connecting a reprogramming device to the vehicle.

Toyota also responded to rising vehicle thefts earlier this year by introducing a genuine steering wheel lock as an official accessory in Australia. The device, priced at about $200, is made from automotive-grade steel and uses a four-point contact design to clamp securely to the steering wheel, with anti-tampering features and a bright red finish intended to act as a visible deterrent to thieves.

Suburbs with the highest number of technology-driven vehicle thefts last year included Melbourne, Dandenong, Tarneit, Narre Warren, St Albans, Craigieburn, Southbank, Reservoir, Truganina and Epping. Early 2026 hot spots also include Berwick, Malvern East, Clayton and Glen Waverley.

• UPDATE 1: From the showroom to the tracks
• UPDATE 2: Mods tested in the Vic High Country

Part 1: From the showroom to the tracks

“What kind of car is that?” It’s a question I’ve been asked many times in the first month of driving the Grenadier.

Is it a Land Rover? Is it electric? Is it Chinese? Not many people seem to know exactly what it is. The only other vehicle I’ve driven that causes this much confusion is my 1968 Country Buggy. Yep, Google it.

By now, most people know the story of why the Grenadier was created. Man drives Defender. Defender stops being made. Man decides to build his own four-wheel drive to replace his much-loved Defender – but better. That man is Sir Jim Ratcliffe, owner of Ineos, Manchester United and a large part of the Mercedes F1 team.

I owned a 2015 Defender back in 2023 in the UK, and I’ve also owned a 1976 VW Kombi. In many ways, the Kombi and Defender feel like a closer driving experience than the Defender and Grenadier. Yes, the Grenadier looks a little like an old Defender, but that’s where the similarities stop. I was lucky enough to go on a few of the Grenadier’s Australian development trips in the Outback a few years back. These were all pre-production vehicles and not final spec. They were rough and still being worked on by engineers, but even then I could tell they were highly capable, and I was looking forward to driving the production model.

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Fast forward to late 2025 and I’m picking up my long-term Grenadier. I’ve gone for a Trialmaster Station Wagon in Scottish White (apparently named after one of Sir Jim’s Scottish mates and his white legs), powered by the BMW B57 diesel engine. I opted for steel wheels, leather trim, heated seats and Safari Windows. The base price is $120,000, plus $8670 in options.

The Trialmaster comes standard with front and rear diff locks, a raised air intake, Class III 1-7/8” NAS tow hitch and electrics, and an access ladder. I also had factory rubber mats added. There are no carpets in this vehicle and that’s exactly how I like it – rubber mats and a vinyl floor are the best.

The very first thing you notice when you drive a Grenadier is the steering. It doesn’t self-centre very quickly compared to most other vehicles. Once you’re aware of this and get used to the steering technique required, it’s fine. Just be ready for it. The Recaro seats are very comfortable and help soak up the kays, plus they look cool. Rear passengers also get a Recaro bench seat, and I like how high it sits you in the back. It’s great for kids, as it makes it easier to look out of the vehicle, placing rear passengers at a similar head height to those in the front.

I picked up the Grenadier just before the start of the summer holidays, and it’s proven to be a great beach vehicle. Having no carpets makes it super easy to get sand out, and the interior utility rails work well when you’ve got lots of gear to tie down in the back.

I strap the surfboards to the roof, with four factory rails fitted. I’m planning to get a roof rack, but more on that later. Running to and from the beach is fun, and the kids have found it to be a great family vehicle so far. It’s not really what this vehicle is designed for, though. Yes, it will do the day-to-day tarmac stuff just fine. The 550Nm of torque that the BMW engine pumps out makes keeping up with traffic easy as well.

It was time to head off-road, so I pointed it toward Lerderderg State Park. I’ve photographed and driven many four-wheel drives up here, so it’s a great place to get to know the Grenadier. The first thing I do once I hit the dirt is flick the low-range selector lever across to lock the centre diff. This also automatically turns off the ESC.

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I leave it in high range to begin with. The ride on gravel roads is excellent and, as I start to push it a little harder, it actually feels light on its feet and keen to turn in sharply. I then head to some fairly steep, rutted tracks. I select low range and start driving up the first climb. The Grenadier has solid axles front and rear, which gives it excellent wheel articulation. I try engaging the rear diff lock and it just walks up the track. No need to even try the front diff lock – I need to find a harder track. That will have to wait until my next trip, though. My first experience off-road has shown that the Grenadier is highly capable, and I’m going to enjoy finding gnarlier places to drive it.

One thing that takes a while to get used to is having the speedo in the centre display rather than directly in front of you. Living in Victoria and constantly stressing about being 3km/h over the limit, I sort of wish it was straight ahead. My other small gripe is that the driver’s-side wiper misses a chunk of the windscreen near the A-pillar. It only becomes an issue if you really get the vehicle and screen super muddy, but I do notice it.

Plans? We’re going to throw some factory and non-factory accessories at the Grenadier while we have it, starting next month. Can’t wait.

• Kilometres this month: 4780km
• Average fuel use: 11.7L/100km

Part 2: Mods tested in the Vic High Country

The Grenadier wave is alive and well. I used to get the Jeep wave back when I had a JK Wrangler and was wondering if Ineos owners would do the same. Well, they do! I even got a wave from a guy in a 110 Defender – maybe the sun was in his eyes?

This month has seen quite a few kays racked up in the Grenadier. I wish I could say they were all off-road kays; sadly not. As a daily driver, though, I’m really enjoying the Grenadier. It has such a nice ride – comfortable on the tarmac and even better when you hit the dirt. I think they’ve done a great job with the suspension tune.

I headed up to Mt Disappointment in Vic this month to shoot a HiLux vs Ranger comparo. One of the tracks we drove was pretty gnarly and it was the first time I needed the rear diff lock. Once engaged, the Grenadier just walked up in low range – no issue. The way it moulds itself to the terrain is amazing to watch. It also does all the hard work for you. I tried picking the worst lines and it just ate them up.

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I used the freshly fitted Rhino-Rack Pioneer platform to photograph the utes from. I went for the three-quarter length option as it still allows me to open the safari windows. It was $3688 plus fitting. It’s great now – the factory ladder on the back door actually goes somewhere! I also fitted a set of MaxTrax up on the platform – thanks Matt.

A factory Ineos roo bar ($2720), rock sliders ($1921) and checker plates ($560) were also fitted. The roo bar is a smart design that works with the existing factory bumper. You just take a couple of caps off and it bolts straight on. Job done! The rock sliders are also well designed and solid. They bolt directly to the chassis rails and offer a twin-tube setup. The checker plates sit on top of the front guards and allow up to 120kg load. Luckily I’m only 103kg, so I’ve been up there quite often just because I can.

Hopefully I won’t have to test out the roo bar. The rock sliders, however, have had their first slide. Yes, it was a little painful, but I figure that’s what they’re for. They feel super strong and can take the weight of the Grenadier no worries. Plus, the scratches are underneath so I can’t see them.

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I had to top up the AdBlue this month. It gave me a warning that it was running low, which was handy. The front parking sensors have been triggering at random. Apparently it’s some dirt stuck on the edge of a sensor that’s setting it off. No big deal, as you can manually turn them off and it stops the beeping. I might try giving them a proper clean.

Next mods? I want to try a bigger tyre size. The standard 265s are fine and do a great job, but I’d love to see those guards filled a little more. Maybe a 295? Mud-terrains? Let’s see what happens.

• Kilometres this month: 5300km
• Average fuel use: 12.4L/100km

Camping in the bush is about spending quality time with family and friends, but it’s also about immersing yourself in the sights, sounds and solitude of nature.

It’s the chance to escape the city, tackle challenging tracks in your 4×4, and unwind under the stars. But even in the most remote locations, your actions have an impact on fellow campers, wildlife and the fragile environment around you. Small lapses in behaviour can turn a peaceful campsite into a frustrating experience for others, or even create safety hazards.

Following a few simple etiquette rules not only keeps your trip running smoothly but also ensures that everyone in the 4WD community can enjoy the outdoors responsibly, safely and respectfully.

1. Keep noise to a minimum

Campsites are shared spaces, and loud music, shouting or engine noise can ruin the atmosphere for everyone. Generators, in particular, can be surprisingly disruptive if left running for hours, especially early in the morning or late at night. Many campers rise early or enjoy a quiet evening under the stars, so respecting quiet hours – usually around 10pm to 7am – helps everyone sleep well and keeps the bush peaceful. Headphones, low-volume music and careful use of generators go a long way toward maintaining a calm campsite.

2. Respect campsite boundaries

Crowding neighbours’ sites creates tension. Make sure your tent, awning, chairs and gear stay within your allocated space. Overcrowding a small campsite with multiple rigs or excessive equipment not only infringes on others’ privacy but can make the site unsafe and uncomfortable. This applies on formal sites and informal bush pads alike. Giving other campers enough room ensures everyone can enjoy their site peacefully without encroachment.

3. Take all rubbish when you leave

Even biodegradable items like food scraps can attract wildlife, and non-biodegradable litter pollutes tracks and campsites. Always take everything you brought in, including packaging, cans and broken gear. Leaving your campsite spotless preserves the environment and prevents authorities from restricting access due to litter problems.

4. Manage campfires responsibly

Campfires are a classic part of bush camping, but they’re high-risk if mismanaged. Check for fire bans or restrictions before lighting a fire, use established fire rings if possible, and keep a bucket of water nearby. Never leave a fire unattended, and fully extinguish it before going to bed or leaving the site. Avoid burning plastics or treated timber, as this pollutes and produces toxic smoke.

5. Keep pets under control

Dogs and other pets can enhance a trip, but they need to be under control at all times. On-lead pets prevent disturbance to wildlife, other campers and livestock. Be considerate: Not everyone is comfortable with pets wandering through their site, and uncontrolled dogs can cause safety issues, especially around campfires or children.

6. Minimise light pollution

Bright lights and floodlights can ruin other campers’ night vision and interrupt the sense of wilderness. Headlamps, low-power lanterns or dimmed camping lights are usually sufficient. Avoid pointing lights into neighbouring tents or the track; it keeps the night calm and preserves the bush experience for everyone.

7. Respect shared facilities

Many campsites have toilets, picnic shelters, water taps and bins. Leaving them messy or monopolising them frustrates others and can quickly turn a pleasant campsite into an unpleasant one. Always clean up after use, avoid leaving personal items behind, and take turns politely. Even small actions – like wiping down a bench, properly disposing of waste, or ensuring bins aren’t overflowing – help keep facilities usable and pleasant for everyone.

8. Keep vehicles tidy and accessible

Parking can become a source of tension. Avoid blocking other campers’ cars, pathways, or emergency access roads. Keep your rig, trailer, and gear within your site footprint, and ensure any recovery or setup equipment is neatly stored. Consider how others might enter or leave the site without difficulty.

9. Avoid damaging vegetation

Bush campsites are fragile ecosystems. Stick to established tracks and pads, avoid creating new clearings, and don’t drive over shrubs or grass unnecessarily. Don’t cut down trees for firewood or construct permanent structures. Even small impacts can add up over time, so minimal disturbance is key to keeping sites sustainable.

10. Be friendly and considerate

Politeness goes a long way in shared spaces. Greet fellow campers, offer help if needed, and communicate clearly about shared areas or track usage. A friendly approach reduces tension, prevents misunderstandings, and contributes to a positive 4WD camping community.

Special mentions

• Late arrivals setting up in the dark. Pulling in after sunset and noisily unpacking can disturb already-settled campers.
• Leaving tents or gear unattended for long periods. Can block other campers from using facilities.
• Ignoring track rules around campsites. Some sites are one-way access; follow signage.
• Ignoring wildlife. Keep a safe distance, and don’t feed native animals.
• Flying drones recklessly. Drones can spook wildlife and annoy fellow campers if flown too close to campsites.
• Overusing single water sources. Filling multiple containers at once or leaving taps running can inconvenience other campers.
• Excessive vehicle cleaning or washing. Spraying mud or water near other sites can be disruptive and damage fragile ground.
• Hoarding picnic tables or firewood piles. Taking more than you need prevents others from using shared resources.
• Using permanent markers or graffiti. Leave nature as you found it.