Just about every motorist has (or should have) an understanding of the importance of running the correct air pressures in their vehicle’s tyres for on-road driving, no matter what type of vehicle they drive.

The correct tyre pressures ensure optimum vehicle performance in terms of traction, grip, ride quality and fuel economy, as well as optimum tyre life in terms of tyre wear across the tread face, as well as sidewall longevity. Throw off-road driving into the mix and the importance of setting the correct tyre pressures is even greater. Adjusting air pressure to suit different terrain types will not only improve vehicle performance and ride quality, and prolong tyre life, but it will also minimise track damage.

While many four-wheel drivers are well-versed in the need to lower tyre pressures for sand driving, many don’t understand the benefits of lowering pressures for driving on other surfaces such as gravel roads and dirt tracks, or through mud and over rocks.

Before we go any further, it should be noted that the recommended pressures listed in this guide are just that, recommendations. It should also be noted that these recommendations are for vehicles fitted with Light Truck (LT) construction tyres, which have a stronger carcass, both across the tread face and in the sidewalls, than the Passenger Car (P) rated tyres that are often standard fitment on many new 4x4s. Also bear in mind that heavily laden vehicles will need to run higher air pressures in their tyres than lightly laden vehicles will.

JUMP AHEAD

• Road pressures
• Gravel and dirt roads
• Rocky terrain
• Mud terrain
• Sand terrain
• Remember to reinflate
• Required equipment
• Expert opinion
• Tips and traps
• FAQs

Road pressures

To figure out a start point when it comes to setting the correct tyre pressures for on-road driving, just look at your vehicle’s tyre placard.

But bear in mind that while the tyre placard will list different tyre pressure recommendations for different OE tyre sizes, you might have to adjust pressures to suit aftermarket LT tyres if fitted. The placard will also likely list higher pressures for when the vehicle is carrying a load, and this is an important consideration, especially for 4×4 utes that have high payload capacities.

If a vehicle is carrying a heavy load, it might be necessary to run higher pressures in the rear tyres than the front. Likewise, a vehicle equipped with a steel bullbar, a winch and driving lights will likely need higher tyre pressures up front than what is listed on the tyre placard.

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Figuring out the ‘perfect’ on-road tyre pressures to suit your vehicle is often a case of trial and error, and it will depend on how you want your vehicle to behave on the road in terms of ride quality, steering response and handling.

It is important not to go too extreme when adjusting tyre pressures for on-road driving. Go too low and the tyres will flex a lot in the sidewalls and generate too much heat, which can result in tyre delamination, which is essentially where the tyre separates in to its various components. Go too high with pressures and ride quality will suffer through a lack of sidewall flex, and the tyres will also be more prone to punctures.

Pressures also have a big effect on tyre life; overinflated tyres will wear prematurely in the centre of the tread area, whereas underinflated tyres will wear more on the outside of the tread area. With the right inflation pressures, the tyres should wear evenly across the tread face, assuming the wheels are correctly aligned and balanced.

Gravel and dirt roads

Driving on gravel roads and dirt tracks is very different to driving on sealed roads, so it’s important to adjust tyre pressures to suit the conditions.

For smooth and well-graded gravel roads on which you can easily maintain highway speeds, you might be able to stick to your on-road tyre pressures, but the loose surface will mean you have reduced traction and grip, resulting in compromised cornering capability as well as extended braking distances. Lowering tyre pressures results in a longer tyre footprint for improved traction and grip, and more flexible sidewalls for better ride quality.

How much should you lower tyre pressures? As a general guide, if you run 35psi on the road you might want to go down to 30psi on smooth gravel roads. And if the road surface deteriorates, you can lower pressures further still. From experience, I’d suggest somewhere between 32psi to as low as 26psi is suitable for rough gravel roads, depending on the load you are carrying.

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If for example, your on-road tyre pressures were at 38psi, drop to 32psi or so on rough gravel and see how the vehicle rides and handles. If you are running 35psi on the road, then maybe drop to around 26psi on rough gravel roads. You, your passengers and your vehicle will appreciate the many benefits of running lower tyre pressures on heavily corrugated roads.

The vastly improved ride quality you’ll experience by lowering tyre pressures is beneficial for the comfort of vehicle occupants and it makes driving less tiring. Lower pressures also minimise potential vehicle damage caused by incessant vibrations, and result in more grip, making the vehicle easier to drive. As well as offering better traction, grip and ride quality, lowering tyre pressures for gravel roads also reduces the risk of chipping across the tyre tread face, as the tyres are more flexible and therefore less prone to impacts from sharp stones and rocks.

Rocky terrain

Reducing tyre pressures in rocky terrain allows the tyres to flex, which means they can better conform to uneven terrain, in turn improving traction and reducing the chance of tyre damage.

As mentioned, lower tyre pressures also result in a longer tyre footprint, which means better traction. If you’re crawling over rocky terrain in low range, you can lower tyre pressures quite a lot, as heat generation from high-speed driving will not be an issue. How low? If you run tough LT tyres, 22psi is a good starting point for rock crawling, but make sure your throttle and steering inputs are gentle and well-considered, because abrupt acceleration or steering inputs can result in the tyres slipping on their respective rims, which can lead to deflation, or the tyres coming off the rims altogether.

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There is a downside to lowering tyre pressures in rocky terrain, and that is increased susceptibility to sidewall damage. As you lower pressures, the tyre sidewalls bag out, so make sure you keep an eye out for sharp rocks or protruding tree roots and the like in rocky terrain.When track conditions improve, remember to reinflate your tyres; as your speed picks up, so too will tyre temperatures, and therefore the risk of tyre damage.

Mud terrain

The right tyre pressures for mud driving depends on what type of mud you’re driving in.

What type of mud?! Well, if the mud is slippery and slimy on the surface, but you can feel a firm base underneath, then gravel-road tyre pressures (26 to 30psi) will allow the tyres to cut through the top layer and hopefully gain purchase on the firm base. If the mud is deep and gooey, and you can’t feel a firm base at all, dropping tyre pressures to as low as 22psi will hopefully give them a chance of gaining purchase in the slop, thanks to the resulting longer tyre footprint.

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As with rock driving, if you have lowered tyre pressures significantly to get through mud, don’t make sudden throttle or steering inputs, as the tyre could slip on the rim or mud could work its way in between the bead and the rim, resulting in rapid tyre deflation.With bead-locks fitted, ensuring the tyres cannot slip or peel off their respective rims, you can drop pressures even further for mud driving, but check the legality of such devices in your state or territory before going down this route.

Sand terrain

Lowering tyre pressures for sand driving seems to be the one everyone knows about, but how low should you go, and why?

Let’s start with why. As already discussed, lowering tyre pressures increases the tyre footprint, and in sand this helps the tyres to float over the surface rather than dig in to it. So, how low should you go? In soft sand, you can safely drop tyre pressures to as low as 16psi without peeling them off their respective rims, so long as you don’t make sudden steering movements or corner at great speeds. And remember, don’t drive too fast on sand with low pressures as heat will quickly build up and cause tyre damage.

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On harder-packed sand you might not have to lower pressures as much. You’ll figure it out as you go along by judging how easy or difficult it is to maintain forward progress; if it’s easy, don’t drop pressures too much, but if it feels like a hard slog, go lower.Dropping tyre pressures in sand not only reduces the chance of getting bogged, it also reduces the strain on your vehicle and it minimises the occurrence of track damage, so don’t be one of ‘those blokes’ who doesn’t feel the need to lower tyre pressures on sand.

Remember to reinflate

Make sure you reinflate your tyres to on-road pressures once you’re back on the blacktop.

While you’re pumping them up, have a good look over the tyres to see if there are any signs of damage, in which case you’ll have to repair or replace the tyre with a spare. Check the valve stems for leaks too, and make sure the dust caps are screwed back on once the tyres have been reinflated. If you only have a short distance of blacktop before you’ll be back on gravel again, you can maintain lower tyre pressures, but make sure you keep your speed down so your tyres don’t overheat.

Required gear

This is the gear you’ll need to regularly adjust tyre pressures to suit off-road terrain, and you should have in your kit in the case of tyre damage:

• Quality tyre pressure gauge
• Tyre deflator (or a stick if you’re in no rush)
• Reliable air compressor
• Tyre repair kit
• Spare tyre in good condition
• Functioning vehicle jack and wheel brace
• Tyre Pressure Monitoring System (TPMS)

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Advice from a 4×4 expert

David Wilson has been a 4WD trainer since before Google was a thing. Here are his top five tips for managing tyre pressures:

1. Start with your tyre placard: On bitumen, follow the tyre placard as your baseline. Most wagons and utes run 200–250 kPa (29–36 psi). Over-inflation wears tyres prematurely, increases puncture risk, and lengthens emergency braking distances.
2. Follow the ‘20 per cent’ rule: On dirt roads, let out 20 per cent of the placard pressure and reduce speed by 20 per cent. This gives tyres flexibility to absorb bumps, reduces punctures, and improves comfort and braking.
3. Keep adjusting down: As terrain gets rougher, gradually reduce pressure until traction and momentum return. Each reduction should be matched with a lower speed to avoid overheating tyres.
4. Don’t go too low: Minimum pressure is 100 kPa (15 psi) except in emergencies. Below this, tyres can come off the rim, so steer, brake, and accelerate very carefully.
5. Pump them back up: After off-road sections, restore tyres to the appropriate pressure for the surface. A fast air compressor and a reliable metal gauge make this quick and accurate.

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Tips and traps

FAQs: Expert tips for off-roading

• How much should I air down my tyres?
  The ideal pressure depends on wheel diameter, tyre aspect ratio, tyre type, vehicle weight, and terrain. Bigger wheels and low-profile tyres reduce sidewall height, limiting how much you can safely lower pressure. E-rated tyres are stiffer and better for heavier vehicles, while softer tyres work well for lighter rigs. Soft sand, snow, mud, and rocky trails all require different pressures.
  Tip: Start with street pressure and gradually reduce it while monitoring tyre performance.

• Why is sidewall height important?
  Lowering tyre pressure lets the tyre deform slightly, increasing the contact patch. On soft terrain like sand, snow, or mud, this improves floatation. On rocky trails, a softer tyre conforms to obstacles, giving better grip. Shorter sidewalls, which are common on large-diameter wheels, limit how low you can safely air down.

• What are the risks of airing down too much?
  Lower tyre pressure increases the risk of losing a bead, damaging the tyre or rim, reduced ground clearance, and accidents or injury.
  Tip: Air down slowly and in increments, especially on technical terrain.

• How do tyre types affect air-down performance?
  Tyre load rating and construction matter. Choosing the right tyre type helps balance ride comfort, grip, and safety:
  • E-rated tyres: Stiffer sidewalls, higher weight capacity, better for heavier vehicles
  • C-rated tyres: Softer, more flexible, better for lighter vehicles or technical off-road conditions

• What’s the best way to air down quickly?
  A simple, low-cost method is to remove the valve core, which can drop a 35-inch tyre from 35 to 15 psi in under a minute. Always use a valve core tool and monitor pressure with a reliable low-pressure gauge. Carry extra valve cores and stems in case of loss or damage.
  Tip: Reduce pressure incrementally to avoid sudden loss of control.

• How should I air up after off-roading?
  Use a high-quality air compressor—electric or engine-driven—and check pressures with an accurate gauge. Multi-line inflation/deflation systems can make the process faster. Restoring tyre pressure after off-road sections ensures safety and prolongs tyre life.

• Are there any practical tips for testing pressures?
  Experiment in a safe environment to find what works best for your vehicle and terrain. Reducing tyre pressure by around 50 % often improves ride quality and grip on soft terrain. Test tyres on obstacles to see how the sidewall deforms and handles at different pressures.

*This tyre pressure guide is not gospel. Always run recommended tyre pressures when driving on the road.

The last time I drove a vehicle wearing the iconic MG badge was about 35 years ago. It was a sweet little British roadster, even if the steering did have a habit of disconnecting from the front wheels, leaving the driver with no control over the vehicle’s direction.

If anyone had told me then that the next time I’d drive an MG would be in 2026 – and that it would be a gargantuan 4×4 ute made in China – I would have laughed harder than I did when the steering failed on that MGB. Yet here we are. The MG brand no longer represents Morris Garages but now sells a range of small cars, SUVs and this monstrous U9 ute, all built in China. Strange things are afoot at the Circle K.

There’s nothing sweet or little about this MG, but if it’s bang you’re chasing from your ever-devaluing buck, then this truck could be for you. It can be hard for any new model to stand out in the overcrowded midsize 4×4 ute segment, but the MG U9 demands attention. And once the U9 Explore Pro catches your eye, it’ll be chasing your $60K. That’s right – this massive, fully loaded, triple-locked and turbocharged ute, with more standard features than just about anything else in its class, sells for $61,000.

JUMP AHEAD

• Chassis, suspension and powertrain
• Exterior and interior
• How does it perform on- and off-road?
• Ownership value
• Specs

Chassis, suspension and powertrain

The reborn MG brand has gone about things a little differently to others in the market when it came to designing its big utility.

While it is a double-cab ute built on a ladder-frame chassis and powered by a four-cylinder diesel engine backed by an automatic transmission and a dual-range transfer case, things start to stray from the norm when you look under the skin. This is where the clever coves will be piping up, proclaiming that the MG U9 is just an LDV Terron 9 with a different badge – and they’d be right. To a certain degree, anyway. While they are essentially the same ute, the key difference between the MG and the LDV – and every other midsize 4×4 ute on the market – is that the U9 uses an independent rear suspension configuration in place of a live axle.

While IRS set-ups are more commonly found under passenger cars and light-duty SUVs, where improved dynamics and comfort take precedence over load capacity, the U9 still manages a 3500kg towing capacity and a 770kg payload in the Explore Pro model, rising to 870kg in the entry-level Explore variant. The rear axle under the U9 is rated to 1200kg. 

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While we’re under the vehicle, we can tell you that the front suspension is a conventional wishbone and coil IFS set-up, and there’s an eight-speed automatic transmission behind the engine. All three differentials can be locked from inside the cabin, accessed via a menu on the screen after pressing a console-mounted button. Strangely, there’s no way to lock the centre diff in high range. The Explore Pro is the only U9 variant to get a locking front differential.

Up front is a 2.5-litre single-turbo diesel that MG and LDV claim is the most powerful in the segment, with a claimed 160kW and 520Nm from the four-cylinder engine. It’s an unremarkable engine that doesn’t feel any more powerful than the 2.8-litre in the HiLux, and certainly not as punchy as the now-discontinued Ford bi-turbo 2.0-litre. Maybe that big, blunt front end is pushing so much air that it stifles performance.

Exterior and interior

While the body of the U9 is big and blocky, and could be assumed to follow the status quo in the segment, it differs in that the side panels are one-piece, running from the door pillars back to the rear of the tub.

This means there is no bulkhead between the cabin and the load bed and, in fact, the U9 allows you to open a flap between the folded rear seats and the tub to carry long items. This design also allows for more rake in the rear seat backrest, improving comfort. Speaking of the back seat, it’s a wide, leather-clad pew with heating for the outer positions. The front seats are also leather-trimmed and feature heating, ventilation, power adjustment and a massage function for the driver. Front seat occupants are faced with a wide, bluff dashboard housing a pair of 12.3-inch screens – one for multimedia and one for driver information.

The cabin is wide, spacious and loaded with equipment, but I found it frustrating that some of the buttons on the console and HVAC controls still require input via the multimedia screen rather than operating directly. Why should you need two actions to perform a single function? 

A few other small gripes include the harsh material on the windowsills – it was wearing a hole in the skin on my elbow after a few days of driving – and the digital rear-view mirror, which gives a poor and distorted view of what’s behind the U9 while driving. Luckily, the reversing camera provides a clean and well-defined image on the screen when manoeuvring the 5.5m-long ute.

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How does it perform on- and off-road?

On the highway and sealed roads, the U9 tours well. The engine is strong and the transmission responds quickly to inputs. Ride quality is acceptable, however NVH levels are poor. The fact that the Pro runs all-terrain tyres doesn’t help, but their inclusion is appreciated on a 4×4 ute. 

I was initially put off when I read that the U9 Pro rides on 20-inch wheels, but the 275/65 Falken Wildpeak tyres still offer plenty of sidewall and give the ute a tougher look. In practice, the tyre size wasn’t an issue at all. Once we left the sealed roads and hit gravel, the suspension’s shortcomings became apparent, as the tyres thumped into potholes and the short-travel independent rear suspension reached its limits.

On steep gravel climbs that we would normally tackle in high range, the U9 scrabbled for grip, as the calibration of the electronic traction control couldn’t keep up. With no ability to lock the centre diff in high range, selecting low range becomes necessary. This was also the case when we got into low-range moguls, where the short-travel suspension lifts wheels easily, requiring the centre and rear diffs to be locked. With all three diffs engaged, the U9 felt unstoppable.

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Ownership value

MG vehicles come with a seven-year/unlimited kilometre warranty.

This can be extended to up to 10 years/250,000km (whichever comes first) for passenger vehicles intended for personal use, and up to seven years/200,000km (whichever comes first) for light commercial vehicles, provided scheduled servicing is completed with an authorised MG dealer.

If these kilometre limits are exceeded during the standard warranty period, the extended coverage will not apply. Roadside assistance is included, and service pricing is fixed for the first 12 months.

Specs

Here’s one way to avoid the rising cost of fuel: Toyota’s first battery-electric HiLux, the HiLux BEV, will hit Australian showrooms in May, priced from $74,990 plus on-road costs. 

Available exclusively in double-cab body style, the range starts with the SR cab-chassis and SR pick-up from $76,490, while the flagship SR5 pick-up is priced at $82,990. Both feature a dual-motor all-wheel-drive system powered by a 59.2kWh lithium-ion battery. The front motor delivers 82kW/206Nm, the rear 129kW/269Nm, giving a combined 144kW/468Nm. Toyota’s Multi-Terrain Select traction system offers six drive modes for off-road conditions.

Toyota says it has undergone extensive real-world testing in harsh Australian conditions, including remote outback operations and off-road environments, ensuring it can handle the same demanding work as its diesel counterpart.

Battery charging includes 150kW DC fast charging (10 to 80 per cent in 30 minutes) and 10kW AC charging (10 to 100 per cent in 6.5 hours). Driving range is 315km for pick-up grades and 245km for the cab-chassis. The HiLux BEV features reinforced suspension, ventilated disc brakes with regenerative braking, and a 2000kg braked towing capacity. Exterior updates include a closed-off grille and 17-inch aero wheels.

“Offering both Australian businesses and private buyers the choice of a HiLux with zero tailpipe emissions is a crucial step forward in providing consumers the right powertrain for the right application, at the right time,” said John Pappas, Toyota Australia Vice President Sales, Marketing and Franchise Operations.

“This is an exciting time for Toyota; bringing in an electric version of the much-loved HiLux pick-up finally gives businesses and fleets the option of low-emission motoring mixed with Toyota’s extensive parts and servicing network.

“In fact, Toyota has already been testing the HiLux BEV for months on mine sites in temperatures nearing 50°C, ensuring the performance of this new powertrain matches the tried-and-tested HiLux diesel. Private buyers looking to make the switch to an electric pick-up now have the backing of Toyota quality, durability and reliability.”

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Inside, the HiLux BEV mirrors the practicality and comfort of its diesel siblings. The SR grade offers fabric upholstery, all-weather floor mats, a urethane steering wheel, shift-by-wire gear shifter, dual-zone automatic climate control, automatic windows, smart entry and start, and a 1500W inverter in the centre console capable of powering small appliances. 

A 12.3-inch touchscreen multimedia system pairs with a 12.3-inch multi-information display and four-speaker audio, providing embedded satellite navigation, voice commands, wireless Apple CarPlay and Android Auto, DAB+ digital radio, and USB-C ports in the front and rear.

The SR5 pick-up adds a more premium interior with leather-accented upholstery, heated front seats with powered driver’s adjustment and two-way lumbar support, heated steering wheel, carpeted floor, electrochromatic rearview mirror, soft lidded instrument panel, silver door handles, eight-speaker audio system, and wireless phone charging. Exterior enhancements include high-grade LED headlamps with auto-leveling, auto-retracting and heated mirrors, LED fog lamps and tail-lights, rear privacy glass, and painted hood moulding with a lower radiator grille.

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Safety comes via Toyota Safety Sense, including autonomous emergency braking, radar cruise control, lane trace assist, rear cross-traffic alert, and eight airbags. Toyota Connected Services allows remote vehicle monitoring through the myToyota Connect app.

Private buyers who purchase or lease through a novated arrangement receive a complimentary 7kW AC wallbox charger for home use. The HiLux BEV will be offered in Glacier White, Frosted White and Ash Slate.

HiLux BEV pricing

Toyota Australia has issued a safety recall for 13,390 HiLux utes produced between August 28, 2025 and February 24, 2026. The recall affects vehicles fitted with a Toyota Genuine Accessory bull bar or nudge bar with a light bar.

The issue comes down to the wiring. On affected vehicles, the harness may have been installed incorrectly, which affect the earth connection to the Electric Power Steering (EPS) module. In the worst case, the EPS could fail entirely. That means your power steering could suddenly stop working. At low speeds, this makes the wheel heavy and could increase the chance of an accident, with serious injury or worse.

Toyota dealers will inspect all affected vehicles and fix the EPS earth terminal if needed. The work is free and should take around 30 minutes. Toyota will reach out to owners directly, but it’s a good idea to check that your contact details are current so you don’t miss the notice. If you’re heading away soon, this one’s worth a quick call to your dealer before your next trip.

Toyota’s new HiLux range arrived in Australia late last year. The ute sticks with the familiar 2.8‑litre turbo‑diesel engine, producing 150kW and 500Nm, paired with a 48‑volt mild hybrid system and the same platform and core mechanicals that have made HiLux a market staple. 

Updates include Australian‑led exterior styling tweaks, an updated interior, and refreshed technology and safety suites across the line‑up. The range includes the familiar WorkMate, SR, SR5, Rogue and Rugged X grades in single‑cab, extra‑cab and double‑cab formats, with both 4×2 and 4×4 drivetrains. 

Most models retain strong capability, including 3500kg towing, while enhancements such as new electric power steering and larger multimedia screens improve day‑to‑day usability.

Spend enough time on the tracks and you start to notice patterns – not just in the terrain, but in the people behind the wheel. 

Every trip has a mix of personalities, from the keen rookies who are just learning the ropes to the experienced drivers who quietly keep everyone safe. Some make you laugh, some make you groan, and some make you rethink your own driving style. Here’s a look at the 10 types of 4×4 drivers you’ll always see on the tracks – and maybe a few you recognise.

1. The overloaded enthusiast

You hear them before you see them. Twin spares, four jerry cans, rooftop tent, awning, maxtrax, shovel, axe – all permanently mounted. Their rig could tackle almost anything, and they’re ready for every scenario imaginable. The catch? Half the gear never gets used, and the extra weight can slow them down. Still, when the unexpected happens, this is the driver everyone flocks to, because no one else has quite that level of preparation.

2. The it’ll be right” rookie

Bright-eyed, enthusiastic and often a little clueless, the rookie is usually underprepared. Tyres are overinflated, recovery gear is minimal, and their knowledge of low range or winching is mostly theoretical. They mean well and are eager to learn, but they’re often the reason trips run late, recoveries happen, and group patience is tested. Everyone starts somewhere, though, and with a few trips under their belt, this driver usually grows into someone much more capable.

3. The convoy commander

With UHF in hand and eyes on the whole group, the convoy commander treats every washout, rut, and puddle like a tactical operation. They love structure, spacing, and check-ins, and they thrive on keeping the group moving safely and efficiently. Add in their running commentary and quips over the radio – they’re often convinced they’re a budding stand-up comedian – and you might groan as much as you laugh. Still, deep down, everyone appreciates their organisation. Trips with a convoy commander are smoother, safer and usually less stressful.

4. The lone wolf

The solo adventurer prefers quiet tracks, minimal chatter, and the freedom to explore without a convoy. They usually come well-prepared, carrying the right gear and knowing how to use it. You rarely see them, except for tyre tracks fading into the bush, but when you do, they’re often navigating terrain with impressive efficiency. The lone wolf’s independence can be inspiring – or intimidating – depending on your perspective.

5. The camp set-up king

First to arrive and last to leave, the camp set-up king turns a simple stop into a full production. Awning up, walls installed, lights strung, table laid out, fridge slide deployed, cooker running – by the time they’re done, the campsite is the envy of the group. Everyone gravitates to their spot for comfort, food and a proper place to sit. Packing up the next morning is another story, but no-one complains – the campsite experience is always worth it.

6. The send-it specialist

Momentum is everything for the send-it specialist. Rocks, mud, climbs – they attack every obstacle with confidence, throttle steady, and minimal hesitation. Sometimes it works flawlessly, and they look like a hero; other times, it ends in wheelspin, bouncing, or a recovery that could have been avoided. Watching them is entertaining, occasionally nerve-wracking, and always a reminder of the fine line between skill and bravado.

7. The cautious crawler

Slow, steady, and deliberate, the cautious crawler approaches obstacles with careful planning. Tyres are aired down, lines are picked with precision, and nothing is rushed. Their methodical approach takes longer but significantly reduces the risk of damage or getting stuck. They may not be flashy, but they’re effective, reliable and often a calming influence on the group when conditions get tricky.

8. The social media shooter

Every stop is a content opportunity. Drone up, camera out, perfect bonnet shot, sunset reel – progress slows to a crawl, but the final footage is impressive. They’re the ones who later show everyone the trip highlights and make it look incredible, even if it took twice as long to capture the perfect shot. Trips with a social media shooter might test patience, but the memories are worth it.

9. The borrower

Always missing something, the borrower asks, “Anyone got a spare strap?” or “Can I borrow some water?” They’re usually underprepared, but the 4×4 community has their back. Over time, other drivers start remembering what the borrower might need, and somehow, with everyone’s help, they make it through the trip. Their good humour and reliance on teamwork often make them endearing rather than frustrating.

10. The quiet expert

Silent, calm and highly skilled, the quiet expert rarely speaks but always commands respect. They know terrain, recoveries and vehicle limits like the back of their hand. When something goes wrong, everyone looks to them for guidance, and they solve problems efficiently without drama or ego. Every convoy benefits from having one quiet expert on board – trips run smoother and safer with their steady presence.

Special mentions

Some drivers don’t fit neatly into the main categories, but they’re impossible to ignore:

• The gear tester: Always experimenting with new tyres, lifts, or recovery gear mid-track. Helpful at times, chaotic at others.
• The storyteller: Every puddle, rut or obstacle comes with a tale. Campfire chatter is their stage.
• The snack supplier: Always has chocolate, chips or cold drinks on hand. Instant hero.
• The weather watcher: Obsessed with forecasts, radar apps and cloud formations. Knows when it’s safe to push on – or call it a day.

Every off-road adventure is better because of the mix of personalities on the tracks. Some make things smoother, some more entertaining, and some downright challenging. Which type are you – and which one drives you mad?

Organisers of the 2026 Birdsville Big Red Bash have cancelled the music festival after heavy rain left the Big Red site unusable.

“After careful consideration of the available options, we decided that relocating the Birdsville Big Red Bash was not feasible for 2026. We surveyed our patrons to fully understand their feelings about a relocated festival and their attendance intentions,” said event founder and Managing Director of the Outback Music Festival Group, Greg Donovan. 

“The survey achieved an incredible 95 per cent response rate, which provided comprehensive insight into their thoughts and opinions. The decision to cancel this year’s event, whilst difficult, is based on what we believe is in the best interest of the event and patrons.” 

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Ticket holders will have the choice of three options, available until 19 June 2026:

• Request a refund: Processed immediately by Oztix
• Transfer tickets: To the 2027 Birdsville Big Red Bash (July 6-8, 2027) – no action required
• Transfer tickets: To the 2026 Broken Hill Mundi Mundi Bash (August 20-22, 2026)

“We’ll be doing our part to ensure customer refunds are processed efficiently and importantly supporting Greg and the team to bring the Bash back next year,” said Stuart Field, Oztix Co-Founder and Managing Director. “Its significance on the Australian events calendar is unmatched – as one of the most unique and remote festivals in the world.”

The cancelled 2026 line-up included Missy Higgins, Hoodoo Gurus, The Teskey Brothers, The Living End, Birds of Tokyo, Jessica Mauboy, Shannon Noll, Kate Ceberano, The Whitlams, Tim Finn, Troy Cassar-Daley, Chocolate Starfish, Ross Wilson, Furnace and the Fundamentals, Shane Howard, Wes Carr, Jem Cassar-Daley, Tom Busby and Gypsy Lee.

Held for more than a decade at the foot of Big Red, the festival typically attracts over 10,000 campers to the edge of the Simpson Desert. 

Up until I got to use one recently, I was doubtful whether carrying an octopus of air hose connections was worth the weight, space and effort required to connect them when inflating or deflating tyres. I hate to admit it, but I was wrong!

One of our group on a recent Moon Tours trip had a MorrFlate air compressor and the extra-long wheelbase four-tyre hose kit to connect the compressor to all four tyres at once. This was incredibly handy, as he had not only the four tyres on his vehicle to inflate but also the four tyres on his camper van.

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MorrFlate TenSix PSI Pro features

The MorrFlate TenSix PSI Pro compressor, which was part of the kit, is rated at 10.6cfm (at 0psi), with an air pressure range between 10 and 120psi in auto mode. This means you can set the desired air pressure and let the unit do its thing, switching off when the target pressure is reached. The compressor is rated at an 80% duty cycle and draws 50amps while running, although current draw can peak as high as 90amps, so you’ll want the vehicle running while the compressor is operating.

Each cylinder has a large aluminium heat sink to keep the working parts cool, and there’s a digital gauge and controls on the front of the unit to easily read and set air pressure. I wondered about the no-nonsense short stainless steel braided air hose that allows easy connection of the hose kits, but the reason for it escaped me until I spoke to the distributor here in Australia.

Compressed air coming straight from the compressor is around 90°C, which is pretty warm, but by the time it reaches the end of the stainless steel hose the temperature drops to around 50°C, which is much better for the longevity of standard air hoses. Expect the stainless steel hose to be warm to the touch.

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Performance and ease of use

The nylon-braided air hoses are kink-resistant, rated at 200psi and 28cfm, and it takes about a minute to walk around the vehicle and connect all four tyres.

Connecting the air hoses to each tyre is easy and secure, with absolutely no sign of a loose connection or air loss. These air hose kits can also be used with most other air compressors if you already have a set-up like we do in our vehicles. The Australian distributor of this US-made equipment claims the MorrFlate TenSix will inflate four 35-inch tyres from 10 to 40psi in under five minutes. I didn’t measure the time exactly, but I was impressed when the unit inflated four 33-inch tyres from 15 to 45psi in seemingly no time at all. The compressor was relatively quiet during the process and, while warm to the touch after filling eight tyres, wasn’t excessively hot.

One thing the website makes clear is that, while you can use the TenSix PSI Pro to inflate a single tyre in emergencies, it’s optimised for four-tyre use. Using it on one tyre at a time shortens the duty cycle to around 8 to 10 minutes due to the extreme airflow and back pressure from a single outlet. It does, however, handle two tyres at once with little difficulty.

Pricing, warranty and final thoughts

Perusing the company’s website, you’ll find there are two compressors available, including a more sophisticated Air Hub and various hose kits in different lengths.

Prices vary from $289 for the smaller compressor to $399 for the TenSix unit. Hose kits range from $249 upwards, while the TenSix compressor kit with extra-long hoses comes in at $728. The warranty sounds impressive, with a 30-day 100-per-cent refund policy along with a lifetime warranty and a lifetime manufacturer warranty.

All in all, the MorrFlate kits are well-made pieces of equipment backed up by an impressive warranty. A premium piece of equipment that’s fantastic when inflating or deflating two or more tyres at once. Maybe I’ll just find room in the Troopy for a kit.

• RRP: $728 (as tested)

Hipcamp has updated its Australian platform to include car camping, rooftop tents, and 2WD/4WD access filters, allowing campers to find campsites that match both their vehicle type and the level of access required.

The update also clarifies whether a site is 2WD accessible, 4WD recommended, or 4WD required. The platform’s previous “RV Type” filter has been renamed “Rig type” to reflect the growing variety of vehicle-based camping setups. Users can now search for Car, Campervan, Motorhome, Rooftop tent, Camper trailer, Caravan, Fifth wheel or Other, and save rig details – including vehicle length in metres – to their profiles for faster future searches and bookings.

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“We’ve heard from so many Aussie campers with rooftop tents and off-road rigs that they want a simpler, more reliable way to find places that fit how they camp,” said Alyssa Ravasio, Founder and CEO of Hipcamp. “This update is about recognising that community more clearly and building a better Hipcamp experience around the realities of camping in the bush, on the coast, and in the more remote and rugged places people want to explore.”

Hipcamp is a global app and website that connects campers with private and public campsites. In Australia, it allows users to search, compare, and book locations ranging from national parks and remote bush sites to private properties. The platform reported 18 million unique visitors in 2025.

The update is live on Hipcamp’s website and the latest app version.

For many 4×4 enthusiasts across eastern Australia, the Easter long weekend has traditionally marked a time to pack up and head off‑road. But this year, a rising tide of fuel shortages and spiking prices is prompting a noticeable shift: Some travellers are opting to stay closer to home or rethink their plans entirely.

Nationwide concerns about fuel availability – particularly diesel – have intensified in recent weeks. Dozens of regional petrol stations have reportedly run dry of petrol or diesel, with some independent outlets rationing or selling out completely. Station owners have described the situation as the worst shortage they had seen in decades.

Tourism operators in Victoria and other states say rising petrol and diesel prices are already influencing how Australians plan holidays. Families and smaller touring vehicles that might have headed to regional hotspots are instead thinking about shorter journeys or staycation‑style weekends closer to home.

Industry groups have noted that while many won’t cancel holidays outright, travellers – including caravanners and campervan owners – are adjusting trips to be shorter or closer, reducing overall fuel consumption. In some parts of NSW and Queensland, fuel shortages have even forced local service stations to impose limits on how much fuel customers can buy – a sign that anxiety around supply has trickled into everyday travel behaviour.

For off‑road enthusiasts, rising fuel prices and uncertainty around availability create a direct challenge. Remote tracks and long stretches between service points already demand careful planning, and running low can be more than inconvenient, it can be dangerous. 

Rather than risk journeys where fuel stops are critical, many owners are recalibrating their Easter plans.

• Shorter regional outings instead of extended desert or outback loops.
• Day trips from home bases where fuel security is more certain.
• Exploring closer national parks and lesser‑known tracks that don’t depend on long fuel‑range planning.

These changes mirror broader tourism trends this Easter, where higher fuel costs and supply worries are expected to suppress long‑haul travel intent and encourage people to explore destinations within two hours of home.

Governments and industry bodies have pushed messages urging calm and assuring motorists that overall national supplies remain adequate, even as rural and regional areas experience shortfalls. Officials emphasise that panic buying has exacerbated local shortages, while noting that fuel reserves and imports continue to flow.

Still, for the 4×4 community gearing up for Easter, the practical reality on the ground is prompting many to park their big trips and stick closer to home this holiday break.

Nissan Australia has launched the D27 Navara ute and we’ve had our first taste of it on the backroads and tracks outside Canberra. 

Here, we were able to sample the top-of-the-range (for now) Pro-4X model, as well as the ST-X and ST variants. There is also an SL model on sale, but it wasn’t available on this launch drive. Nissan has confirmed that a Pro-4X Warrior model will be added to the range later, but it wouldn’t reveal when. As with the previous Warrior, it will benefit from a full suspension upgrade from Premcar, along with additional body protection and styling enhancements.

The D27 Navara is only being offered in a 4×4 double-cab body style with a ute tub. There are no other cab options or 4×2 variants in the new Navara range.

Nissan has expanded its relationship with Premcar, turning to the Melbourne engineering firm to refine the suspension across all new Navara models. This includes specific calibration of the shock absorbers to suit Australian conditions. The shocks are now a twin-tube design, improving durability on rough tracks.

Significantly, the front shocks now feature an internal rebound spring which, as the name suggests, absorbs and controls the damper through the full range of compression, delivering more controlled and compliant performance on rough terrain.

JUMP AHEAD

• What each model gets
• On- and off-road performance
• Powertrain and performance
• Safety and ownership
• Verdict
• Specifications
• Pricing

What each model gets

It’s no secret that the latest Navara shares plenty with Nissan’s alliance partner Mitsubishi and its Triton ute, but the Nissan team is keen to highlight its points of difference in both specification and price. 

Standard equipment on the SL includes an electronic locking rear differential (RDL), LED headlights and tail-lights, a 7-inch instrument display, and a 9-inch touchscreen infotainment system with wired Android Auto and wireless Apple CarPlay. There’s also satellite navigation, cloth seats, vinyl flooring, tailgate assist for easier access to the tub, 17-inch steel wheels with all-terrain tyres, and Nissan’s Easy-Select dual-range transfer case, which misses out on the full-time 4×4 mode offered by the Super Select system.

The ST builds on the SL’s equipment list, adding 17-inch alloy wheels, carpet flooring, a leather-accented steering wheel, a rear USB outlet, privacy glass, an auto-dimming rear-view mirror, heated exterior mirrors and a sports bar in the tub.

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The ST-X model gets the Super Select 4×4 system, offering full-time 4×4 as well as 2WD and dual-range 4×4. Drive modes include Normal, Eco, Gravel, Snow, Mud, Sand and Rock, along with hill descent control. The ST-X also steps up to 18-inch alloy wheels in place of the 17s on lower grades, adds power-fold exterior mirrors and features silver exterior highlights to distinguish it from the rest of the range. A cargo liner protects the tub and tailgate assist is standard.

Inside, the ST-X gets leather-accented seats with power adjustment for the driver, heated front seats, dual-zone climate control, push-button engine start and a wireless phone charger. The multimedia screen remains 9-inch, but both Android Auto and Apple CarPlay are now wireless.

The Pro-4X is the hero of the range for now and stands out with a distinctive grille surround featuring lava orange highlights, 17-inch matte black alloy wheels with 265/65R17 all-terrain tyres, wheel arch flares with orange accents, black roof rails and a tailgate badge. None of the new Navaras have a power outlet or lighting in the cargo tub, nor a tonneau cover as standard.

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Inside, Pro-4X owners get leather-accented seats with orange stitching and suede bolsters, a leather-accented steering wheel with matching stitching, and ‘PRO-4X’ logos embossed on the front seatbacks. There are also black-painted inner door handles and orange accents on the centre console and door trims. The Pro-4X comes standard with a towbar fitted, fully wired and ready to go. The towbar is optional on the lower grades.

The interior across all grades feels well laid out, comfortable and easy to operate. The 9-inch infotainment screen seemed adequate when it debuted in the Triton just a couple of years ago, but with newer models like the HiLux, Tasman and Shark now offering larger displays, it looks and feels small in the 2026 Navara. There’s nothing wrong with its operation, but it does appear dated by current trends.

On- and off-road performance

Our drive of the ST Navara included a particularly rough and rutted farm track, where the suspension exhibited excellent poise and control over even the most unsettling sections.

The ST and SL models employ a four-leaf rear spring pack designed for users likely to carry a constant load. The ST we drove had around 300kg of ballast in the tray and remained settled and composed on both sealed and unsealed roads.

The ST-X and Pro-4X Navaras use a lighter three-leaf rear spring pack to maintain passenger comfort when unladen, and we found it worked equally well both on- and off-road. There are different damper tunes for the two spring configurations, as well as for the 17- and 18-inch wheel specifications.  There is no longer a Navara with a coil-sprung rear axle, as there was in the previous D23 generation.

We spent most of our off-road driving in an ST-X Navara, tackling steep and rutted terrain that at times required low range on descents, but we didn’t need to engage the rear diff lock at all. The Navara proved up to the task without raising too much dust. From this drive, we felt the ST-X is the pick of the D27 range, offering all the comfort, convenience and driver-assist features available without the gaudy orange accents featured on the Pro-4X, inside and out.

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Powertrain and performance

All D27 Navaras are powered by Mitsubishi’s 2.4-litre bi-turbo diesel engine, producing 150kW and 470Nm, with a claimed combined fuel consumption of 7.1L/100km. The engine is paired with a six-speed automatic transmission, with no manual option offered. 

The transfer case in SL and ST grades delivers dual-range part-time 4×4, while the upper grades get Mitsubishi’s excellent Super Select system, which offers two- and four-wheel drive, high and low range, and full-time 4×4 for on-road driving.

The engine’s peak torque of 470Nm doesn’t tell the full story of the Navara’s performance. The key is where that torque is delivered, with a broad spread that gives the ute plenty of mid-range grunt where it’s most useful. This will be especially appreciated by those who tow or regularly carry loads, but it improves the driving experience in all scenarios.

All D27 Navaras have a 3500kg towing capacity. GVM is rated at 3190kg and GCM at 6250kg, giving payloads between 1064kg for the SL and 964kg for the Pro-4X.

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Safety and ownership

All models in the D27 Navara range, from SL to Pro-4X, share the same level of safety equipment.

This includes eight airbags, autonomous emergency braking (AEB), lane departure warning with emergency lane assist, trailer sway control, front and rear parking sensors, a reversing camera, blind spot warning, intelligent around-view monitor with moving object detection, driver monitoring, tyre pressure monitoring (TPMS), and front and rear cross-traffic alert. These features have earned the D27 a five-star safety rating, although this is based on 2024 testing.

The new Navara comes with Nissan’s service-activated warranty of up to 10 years/300,000km (otherwise five years/unlimited kilometres). It also includes up to 10 years/300,000km of service-activated roadside assist (otherwise one year/unlimited kilometres), along with a five-year flat-price service schedule, with services priced at $499.

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Verdict

The comment that the new Nissan’s infotainment makes it feel dated compared to newer utes like the HiLux, Shark and Tasman could just as easily be applied to the Navara as a whole. It will make a solid workhorse or family touring 4×4, but it won’t match those newer models for outright appeal, nor is it likely to challenge the popularity of the Ford Ranger.

Pricing and value for money will be key to Navara sales.

Specifications

Pricing