Every good trip starts the same way: Dust still settled on the driveway, coffee in hand, and zero real idea of how the next few weeks are going to pan out. 

This one kicked off with Max riding shotgun, sprawled across the passenger seat and proudly rocking the ARB swag the whole trip like it was first-class accommodation. Behind us were Sarah and Jesse in their 3.0-litre Hilux, with their three-month-old Border Collie, Willow, already proving she had more energy than the rest of the convoy combined.

There was no hard itinerary, no strict timelines, just a rough plan to head north, chase water, find cold beers in dusty pubs and see where the road took us. Some trips are about ticking off destinations; this one was about rolling together, making calls on the fly, and letting the kilometres do the talking. It didn’t take long to realise this was the kind of run where the best moments weren’t planned.

Tilpa Hotel: Iconic outback pub on the Darling River

Few pubs sum up the Australian outback quite like the Tilpa Hotel. 

Sitting on the banks of the Darling River in far-western New South Wales, this iconic bush pub has been pulling beers since 1894, back when paddle steamers were the lifeline of the region and Tilpa was a thriving river port. More than a century later, the population might be tiny, but the pub remains the heart and soul of the town, and a mandatory stop for anyone touring the Darling River.

To put the remoteness into perspective, Tilpa is roughly 14 hours from the nearest major city, surrounded by red dirt, river flats and endless sky. And yet, from the moment we rolled in, it felt anything but isolated. The locals were great company and always up for a yarn. It’s the kind of place where conversations start easily, stories get better with every beer, and no one’s in a rush to be anywhere else.

For a pub this far off the grid, the facilities are surprisingly comprehensive. The Tilpa Hotel supplies both petrol and diesel, accessible from 10am, which can be a genuine trip-saver when touring remote country. Even more impressive was the food. Prices were very reasonable given the location, with T-bone steaks at $35 and pizza at $25 – and they weren’t just passable pub feeds either. They were genuinely good, hearty meals that hit the spot after a long day on dusty roads.

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Inside, the pub features a well-kept pool table, dartboard and walls covered in handwritten names and messages from travellers who have passed through over the decades – a living guestbook of outback tourism. Outside, the beer garden overlooks the Darling River, offering one of those classic sunset views that somehow makes a cold beer taste even better.

Directly across the road is a large, free campground tucked behind the flood levee, with plenty of room for multiple rigs and easy access to the pub. It’s an ideal setup, but as always, this unspoken rule applies: If you’re staying, make sure you head over and support the pub. If you’re chasing the full outback experience, the men’s toilets deserve a mention. It’s rough, absolute no-frills and somehow it fits the place perfectly.

The Tilpa Hotel isn’t just a pub – it’s a slice of Australian outback history that’s still very much alive. Whether you’re passing through on a big lap, tackling the Darling River Run, or just chasing a cold beer with a cracking view, this one’s a must-visit. We’d go back in a heartbeat.

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Shindy’s Inn Louth: Historic Darling River pub

Perched on the banks of the Darling River in the small outback town of Louth, Shindy’s Inn is one of those places that instantly feels like it’s been part of the landscape forever.

Established in the late 1800s during the peak of river trade and pastoral expansion, the pub has long served as a gathering point for locals, stockmen, river workers and travellers moving between Bourke and the far west of NSW. Today, Louth is quiet and unassuming, but Shindy’s remains the town’s social anchor.

Rolling in around 11:30am, the place was understandably dead quiet, but that didn’t stop the locals from giving us the time of day – or a schooner of XXXX. It’s that classic country-pub hospitality where it doesn’t matter who you are or where you’re from; if you walk through the door, you’re welcome. 

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Inside, Shindy’s feels as much like a living museum as it does a pub. The walls are packed with memorabilia, historic photos and artefacts that tell the story of the Darling River, the town and the generations that have passed through. It’s the kind of place where you could easily lose an hour just wandering around, beer in hand, soaking up the heritage and stories layered into every corner.

Out the back, the pub opens up into a spacious outdoor beer garden complete with lush grass and a permanent stage – and it’s easy to imagine the place coming alive during big events. Locals tell us Christmas at Shindy’s is an absolute hoot, with live music, crowds spilling out onto the lawn and the kind of atmosphere that only a remote country pub can pull off properly.

The beer was cold, the staff genuinely lovely, and the view across the river flats was nothing short of unreal. There’s something about standing in a pub that overlooks the Darling, knowing it’s been doing the same job for well over a century, that really grounds the experience. 

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Port of Bourke Hotel: Gateway to the outback

Also set on the banks of the Darling River, the Port of Bourke Hotel sits in one of the most historically significant outback towns in NSW. 

Bourke was once a major inland port and transport hub in the late 1800s, where paddle steamers unloaded supplies and wool was moved out to the rest of the country. Known as the “Gateway to the Outback,” the town played a critical role in opening up Australia’s interior, and pubs like this were central to daily life – places where river workers, drovers and station hands swapped stories, waited out the heat and washed the dust down with a cold beer.

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Compared to some of the more weathered pubs along the Darling, the Port of Bourke Hotel presents as one of the more modern-looking venues, but it still holds on to that classic country-pub role. The wide veranda out the front is prime real estate, offering the perfect vantage point to watch locals roll past and strike up a yarn on a hot day.

That’s exactly where we found ourselves when we met Bill. If you’re from Bourke, chances are you know Bill – and judging by how many people stopped to say g’day, he’s well and truly part of the local fabric. He wasted no time having a laugh at my mate’s reverse parking efforts, letting us know that if the veranda had been full, we’d have been the entertainment for the afternoon. 

Inside, the main bar area is set up with a handful of tables, pool tables and cold beers on tap. It’s straightforward and unpretentious, exactly what you’d expect from a pub that’s long served as a social hub rather than a showpiece. A bit of a wander revealed a bistro area and an outdoor seating space with a playground, making it a practical stop for families passing through.

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Visiting the Northy: Classic outback pub in Bourke, NSW

Sitting just out of town and living up to its name, the Back O’ Bourke Hotel – better known as the Northy – is one of Bourke’s most iconic pubs.

For generations, it’s been a true outback watering hole, serving locals, station workers and travellers who’ve pushed a little further west than most. In recent history, the Northy faced one of its biggest challenges when a devastating fire tore through the pub, leaving the building heavily damaged. Thankfully, the pub has since been rebuilt and reopened, and while it carries a fresher look in places, the spirit of the Northy is very much intact.

These days, the Back O’ Bourke feels exactly like it always has at heart – a place to pull up for a beer and a yarn rather than a formal sit-down affair. After a big day behind the wheel, it’s an easy pub to settle into. The menu has its own unique spin, and we tucked into a steak sandwich and a Mexican parma, both of which hit the spot nicely after hours on the road. 

While there’s food on offer, the Northy is best described as a proper watering hole first and foremost. It’s the kind of pub where the bar is the main attraction, conversations flow easily, and you’re just as likely to hear about cattle prices or road conditions as weekend plans. 

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Free campsite: Minor Balonne River Bridge

With dinner done at the Northy and the sun slipping away behind us, we pushed on across the border and called it a night at the Minor Balonne River Bridge campsite. 

Crossing into Queensland always feels like a milestone on a long drive, and after a full day behind the wheel, this was a much-needed stop. Set beside the Balonne River, the campsite delivered exactly what we were chasing: Warm night air, the sound of nature rolling off the water, and a sense of switching off as soon as the engines stopped.

Access is straightforward. The campsite sits right near the Minor Bridge crossing, with easy access off the main road and no technical driving required in dry conditions. Any high-clearance vehicle will have no trouble getting in, and even touring rigs should be fine with a bit of care. As always with river-adjacent camps, conditions can change after rain, so it’s worth checking the ground before committing, especially if the banks are soft or the river is up.

There are no facilities, no signage, and no effort made to turn it into anything fancy, but for a roadside free camp, it felt like luxury. Flat ground, plenty of space to spread out, and the river close enough to set the mood without being intrusive. We cracked a few Larry Pale Ales, let the day wind down naturally, and hit the hay early, rested and ready to knock over the kilometres toward Sandstone Point the following day.

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Sandstone Point Rodeo for NYE

On the run toward the Sandstone Point rodeo, the HiLux suddenly dropped into limp mode, refusing to sit on more than 100km/h.

Not ideal with plenty of highway ahead. We pulled over, popped the bonnet and had a quick poke around – no warning lights screaming, but something was clearly off. That’s when Max spotted the culprit: The rubber vacuum line to the MAP sensor had popped clean off. A few zip ties, a bit of bush-mechanic magic, and everything was back where it belonged. Five minutes later, the HiLux was out of limp mode and we were rolling again like nothing ever happened … for now.

Rolling into Sandstone Point Hotel for the NYE PBR Rodeo felt like the perfect way to cap off a long run north. Set right on the water at the northern end of Bribie Island, Sandstone Point is known for hosting major live events, and New Year’s Eve turns the place up another notch. Big crowds, a buzzing atmosphere and a genuine sense that this is one of Queensland’s go-to end-of-year destinations.

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This isn’t your typical dusty bush rodeo – and that’s part of the appeal. The crowd is noticeably more family-friendly, with plenty of people there as much for the event and the location as for the bulls. World-class riders, aggressive bulls and a fast-paced program kept the crowd locked in, with announcers and music maintaining a constant buzz between rides. 

What really sets the Sandstone Point NYE rodeo apart is the setting. One minute you’re watching riders being launched into the dirt, the next you’re looking out across the water with boats anchored offshore and live music rolling through the venue. Food trucks, bars and open spaces keep things moving, making it feel more like a coastal festival with a rodeo at its core than a traditional country meet.

If you’re planning to stay, booking well in advance is essential. Accommodation was booked out, so we improvised for the night, keeping things simple before an early start the following morning.

Double Island Point

Next up was Double Island Point, a destination that always feels like a reward after long hours on the blacktop.

Long before it became one of Queensland’s most popular beach-driving locations, Double Island Point was an important coastal landmark for shipping and fishing vessels, with its prominent headland used as a navigation marker along this stretch of coast. Today, it’s best known for its long, drivable beaches, clear water and relaxed camping.

Travelling with Willow the dog meant a bit of forward planning, so kennels were organised before we headed north. With Queensland regulations requiring a toilet per vehicle for beach camping, we also made a quick stop to get ourselves sorted and keep everything above board. A little preparation goes a long way once you leave the bitumen behind.

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Double Island Point has long been one of my favourite places in Queensland. After living in Coolum for a couple of years, it became a regular weekend escape – whether that meant surfing, slowing things down or just getting outside. It’s one of the most beautiful beaches you can legally drive on, and, for the rest of the convoy, it was a first visit. Being able to take them to the iconic lagoon – one of the standout spots on the entire coastline – was genuinely special.

We set up in Camping Zone 4 for three nights and quickly slipped into beach mode. Days were spent swimming, relaxing and letting time stretch out, while nights were filled with the sound of waves crashing under a bright full moon. This was also where the Alu-Cab rooftop tent earned its keep, delivering what we jokingly called “penthouse views” – open air, uninterrupted beach outlooks and the perfect spot for a midday siesta with the sea breeze rolling through.

Access to Double Island Point is via the beach north of Noosa, and vehicle access permits are mandatory. Separate permits are required for beach driving and camping, and both must be organised prior to arrival. Permits are available online, and rangers regularly patrol the area, so it pays to have everything sorted before hitting the sand.

Tide planning is just as important as permits. We timed our runs around low tide, when the sand is firmer and more forgiving, particularly for those new to beach driving. High tide can quickly narrow the beach and push vehicles into soft, chopped-up sections, especially near inland exits and headlands.

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Tyre pressures were dropped across the convoy to around 16 to 18 psi, which kept vehicles floating nicely without working the driveline too hard. Heavier touring setups may need to go lower depending on conditions, while lighter vehicles can sometimes run slightly higher. Low range isn’t always necessary on the open beach, but it’s invaluable for soft exits, bypass tracks and recovery situations.

A day trip up to the lagoon is almost mandatory, but it also highlights how quickly conditions can change. As we approached the bypass track leading into the lagoon, traffic slowed to a standstill. A 2WD Ranger was well and truly bogged in extremely soft, chopped-up sand, with vehicles stacking up behind it.

To set up the recovery, we had to turn around in the same boggy conditions – never ideal – and for a moment it felt like we were dangerously close to becoming part of the problem rather than the solution. With Maxtrax and a snatch strap out, the LandCruiser was positioned for a straight pull. On the first attempt, traction aids restricted power just when it was needed most, causing a brief struggle.

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After a quick reset, the second run was textbook: first gear low range off the line, a quick shift into second, holding around 3500rpm to maintain momentum through the soft sand. Within seconds, the Ranger was free and rolling, and traffic was flowing again after roughly 15 minutes. With the track cleared, we continued on to the lagoon, where calm, crystal-clear water and soft sand made it easy to forget the brief chaos. 

While we were settled in at D.I, the convoy grew by one. Lucinda Harvey, owner and founder of Saving True Blues, joined us for the next leg of the trip. Having spent most of her time outside Queensland, this was all new territory. And with K’gari – Fraser Island – sitting just a stone’s throw offshore, it didn’t take long for the inevitable suggestion to surface. Within 30 minutes of arriving, Lucinda looked around, took it all in, and said the words that would shape the next chapter of the journey: “We should go to K’gari”. And from there, things escalated quickly.

K’gari (Fraser Island)

We didn’t actually have a plan for where to go next.

Parked at Double Island Point, camp dialled, vibes high, Lucinda Harvey dropped the line that changed everything. The first step was logistics. We ducked back up to the lagoon at Double Island Point to get phone reception, checked campsite availability, made sure permits were all good, and confirmed we could extend Willow’s stay a little longer.

We took the freshwater track out of Double Island Point, aired up slightly for the run into Rainbow Beach. From there, it was on to Inskip Point, infamous for one thing above all else: People getting bogged. And wouldn’t you know it, as soon as we rolled in, someone was stuck.

A small wagon was stuck in soft sand while traffic banked up behind it. About 20 vehicles sat watching, most on 35s, locked, loud and ready, while people tried to dig and shove Maxtrax under it. We suggested a snatch strap, hooked it up, and had them out in seconds. Traffic flowing again. A bit of thinking goes a long way on sand.

We rolled onto the Manta Ray Barge, crossed over, and … holy hell, K’gari was busy. Absolutely packed. So our first priority was getting to camp before everything filled up. We headed north and locked in Camp Zone 8, up near Orchid Beach and Ngala Rocks. Found a cracking spot with views, sun on our faces and salt in the air. That said, the campsites themselves were pretty grubby – a shame, really. So we did a quick clean-up, met the neighbours and dipped our feet in the water. That night, sitting on the dunes with the breeze rolling through, was easily one of the best nights of the trip.

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The following day the obvious next move was Ngala Rocks, and we spent the morning thrashing through it multiple times. The Cruiser went through comfortably in first gear high range. I ran second gear low range, no drama, even with a heavy setup. Tyres were sitting around 20 psi, which could’ve gone lower.

From there, it was time to show Lucy the classics. We cruised south for a sightseeing run to Champagne Pools, Eli Creek, lunch at the Eurong Beach Resort, and then Lake McKenzie. The drive inland through the rainforest still blows me away every time. The temperature drop, the shade, the colour of the sand – it’s unreal. With how busy the island was, police were everywhere, and we even got breathalysed at the intersection between Eurong and Lake McKenzie.

Lake McKenzie, as always, delivered. Crystal clear, warm water, and one of the busiest days I’ve ever seen there – but still absolutely stunning. From there, the convoy split. Sarah and Jesse headed toward Kingfisher Bay to catch their barge and go grab Willow, while we doubled back to the Manta Ray barge and pointed the bonnet south. By nightfall, we were camped up at my family’s place in Coolum, dusty, sunburnt, wrecked – and already talking about when we’d do it all again.

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Stonesthrow Bush Camping in the hinterland

After a few big days on the coast chasing waterfalls and freshwater swims around Yandina and out near Kenilworth, it was time to start pointing the bonnet south toward Victoria.

Before we did, though, we had one last proper stop lined up – a Hipcamp called Stonesthrow Bush Camping, tucked away in the Gold Coast hinterland. What makes Stonesthrow special is just how close it is to civilisation, yet how quickly it feels like you’ve escaped it. The property sits roughly 40 minutes from Movie World and about 30 minutes from the Gold Coast, but once you roll through the front gate, you’d never know it. Entry is an experience in itself: You’re greeted by free-roaming goats, horses and steers, all incredibly curious and more than happy to come say g’day.

Not long after, we met the owners. Richard came cruising up on a Yamaha TTR125, with his daughter Essence riding along. Easily some of the most welcoming camp hosts we’ve come across. They guided us through the property and up into the bush to the higher sections, where the views open right up across the valley. This turned out to be some pretty fun off-roading to get up to this section – off-camber dirt roads and washed-away ruts kept the journey lively, a proper hinterland adventure. 

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Richard ran us through the set-up: There’s a composting toilet and filtered water near the house, but campers are still required to bring their own toilet to use at their sites. Fair enough – as Richard put it, he’s not keen on mowing paddocks or walking through human poo while maintaining the property. Respect the place, and it stays as good as it is.

The campsites themselves are spacious, quiet and well spread out, offering a true bush-camping feel without the chaos you sometimes get at public spots. It’s also pet-friendly. It was one of the best Gold Coast hinterland camps we’ve stayed at. Peaceful, unique, and full of character. 

From there, it was time to wrap things up. We pushed south, breaking the drive with motel stops to make good time, keen to get home before the bushfires threatened to cut access back across the border. 

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Road trip wrap-up: Heading home

After our final night at Stonesthrow Bush Camping, reality came knocking. Max and I had to be back for the start of work, so the convoy split and we pointed the bonnet south. 

What followed was a big push: Tweed Heads to Goulburn, then Goulburn to Melbourne, cutting through regions scarred by bushfires. It was confronting. Blackened paddocks, burnt trees, and that heavy, smoky stillness that makes you slow down and take it all in. A sobering reminder of how quickly things can change out here.

Still, from dusty pubs and beach camps to late-night laughs and spontaneous decisions, it was one of those trips that sticks with you. Thanks for tuning in for the read. And remember – it doesn’t matter what you drive. Get out there. Go explore.

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Limp mode … again

A few days after we made it home, the phone rang. It was Jesse and Sarah, still in Goulburn, and the HiLux was in limp mode again.

This time it wasn’t a loose hose or a zip-tie fix. Fault codes were popping up, power was gone, and things were looking far more serious. After an RACV inspection and a tow truck ride, the verdict was grim: Either a blown turbo or a failed turbo sensor – still not 100 per cent confirmed, but all signs were pointing toward the turbo.

We wouldn’t be surprised if Jesse turns up in a LandCruiser sometime soon. He was already low-balling Marketplace listings for the entire trip.

Reports indicate BYD is preparing to bring an upgraded Shark 6 dual-cab to Australia, addressing one of the ute’s key limitations: Towing capacity. 

The new variant is expected to feature a plug-in hybrid 2.0-litre powertrain capable of hauling 3.5 tonnes braked, up from the current 2.5-tonne limit. The Shark 6’s new 2.0T setup is said to produce 345kW, up slightly from the previous 321kW system. While the power gain is modest, the braked towing improvement is significant for ute buyers needing serious trailer capability.

Tare weight is expected to rise marginally to 2738kg, and the 2.0T is also said to receive larger front brakes to handle the extra load. At this stage, BYD plans to offer the 2.0T exclusively in the dual-cab pickup, leaving the upcoming dual-cab/chassis version that is expected in the first half of 2026 unchanged.

Separate reports have also indicated that BYD will most likely bring its Ti7 to Australia under its Denza sub-brand, potentially dubbed the B7 for our local audience. The Ti7 powertrain consists of a plug-in hybrid system combining a 1.5‑litre turbo petrol engine with one or two electric motors and a lithium‑iron phosphate battery.

This follows BYD’s introduction of Denza B5 and B8 plug-in hybrid off-roaders already available in Australia, signalling the brand’s continued push into electrified 4×4 territory.

Outfitting a 4WD for touring or off-road adventures means accounting for extra weight.

Accessories like bar-work, drawers, roof racks and trailers add up quickly, making a suspension upgrade essential. The two main options are: heavier-duty springs, or standard springs paired with airbag helper kits. The choice depends on load patterns, towing needs, and terrain.

Understanding airbag suspension

Airbag helper kits adjust the effective spring rate to match changing loads. They aren’t full spring replacements and won’t improve off-road articulation, but they excel for towing and variable payloads.

Fitted over coils or leaf springs, airbags sit near the differential. At low pressure, they barely affect ride height or handling. Inflate them for heavy loads or trailers, and they maintain ride height, stabilise handling, and reduce stress on springs and shocks.

Understanding spring suspension

Springs (coils or leaf packs) are standard on most 4WDs. They manage static weight, control ride quality, and provide off-road articulation. Stock springs handle the vehicle’s unladen weight plus some permanent accessories, but heavy gear or towing often requires upgrades.

Comparing springs and airbags

Which should you choose?

• Fixed loads and off-road focus: Heavier-duty springs offer reliability, off-road articulation, and minimal maintenance.
  
• Variable loads or regular towing: Airbag kits add flexibility, keeping the ride level and protecting suspension under changing weight conditions.
  

Why Superior Engineering?

Superior Engineering designs and fits suspension solutions for Australian conditions, from full GVM, GCM and BTC upgrades to coil conversions with integrated airbags. Every system is engineered for safety, performance, and long-term durability.

Bottom Line: Springs provide a strong, simple foundation. Airbags give adaptability for heavy or shifting loads. Choose based on your travel style, payload, and towing requirements – with Superior Engineering, you get a setup built for the real-world Aussie outback.

Suspension isn’t just about ride comfort – it determines how your 4WD handles off-road terrain and carries gear safely. 

Superior Engineering recommends starting with a Spring Rate Calculator to remove guesswork. It estimates your vehicle’s load and suggests suitable spring rates, helping achieve the right balance of ride height, wheel travel and handling.

Why spring rate matters

A spring’s rate defines the weight it can support.

Springs that are too soft for your rig’s load can lead to sagging, reduced suspension travel, shocks bottoming out, and accelerated wear on other components. Springs that are too stiff, on the other hand, can make the ride harsh and limit wheel articulation. Getting it right ensures the suspension functions efficiently under real-world conditions.

The spring rate should reflect your constant load – the weight your vehicle carries day-to-day. This includes items such as:

• Bullbars and winches
• Rear canopies or drawer systems
• Roof racks and long-range tanks
• Bolted toolboxes
• Secondary batteries
• A full tank of fuel
• Regular passengers

Occasional loads – luggage, camping gear, or supplies – should not dictate spring selection. Springs sized for maximum weight will make the vehicle stiff and uncomfortable when lightly loaded.

Measuring your vehicle’s real-world load

For accurate results, measure actual axle weights rather than relying on estimates. Weighbridges or corner weight scales give the most reliable data. Make sure the vehicle is configured as it is used daily – full fuel, permanently installed accessories, and typical tools and equipment. This provides a solid foundation for selecting the right suspension.

Superior Engineering’s Spring Rate Calculator lets you build a digital model of your rig, including common accessories such as fridges, roof-top tents, and steel bars. The tool aggregates these loads to recommend spring rates for front and rear suspension, making sure upgrades deliver predictable ride quality and handling.

Spring rate also affects suspension geometry. Springs that are too soft will sag, lowering ground clearance and limiting travel, while overly stiff springs can restrict upward movement if the vehicle’s weight is insufficient. Any changes – adding accessories, removing weight, or upsizing tyres – should prompt a recalculation to ensure the suspension remains properly matched.

Expert support from Superior Engineering

While calculators provide a starting point, professional guidance is recommended to ensure safe and reliable installation. 

Superior Engineering also offers integrated suspension solutions and speedo correction services to maintain drivetrain performance. With more than 20 years of 4WD suspension expertise, the team helps match spring rates to real-world conditions, delivering comfort, capability, and reliability across all terrain.

Nissan Australia has revealed details of the range and prices of its new D27 Navara ute. To be available exclusively in 4×4 double-cab body style with a ute tub on the back, the line-up from launch will comprise just four models.

SL, ST, STX, and Pro-4X will be the variants available from March 1. Nissan has teased us with images of a Pro-4X Warrior concept but that model hasn’t been confirmed for production yet. With the success of the previous Navara Warrior, we’ll bet a buck that the Premcar-fettled D27 won’t be too far off.

What’s good news is that Nissan has expanded its relationship with Premcar, turning to the Melbourne engineering firm to tweak the suspension on all new Navara models. This includes specific calibration of the shock absorbers to suit Australian road conditions. Those shocks are now a twin-tube design for improved durability on rocky tracks.

It’s no secret the latest Navara shares a lot with Nissan’s alliance partner Mitsubishi and its Triton ute, but the Nissan team is keen to project its points of difference in both specification and price. While the ladder-frame chassis, suspension configuration and powertrain will be shared across the alliance partners, the specifications, standard inclusions and suspension differ between the two.

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What does each model come with?

Navara SL (from $53,348)

Standard equipment includes an electronic locking rear differential (RDL); LED headlights and LED tail-lights; a seven-inch Instrument Cluster Display; a nine-inch touchscreen infotainment system with wired Android Auto and wireless Apple CarPlay connectivity; sat-nav; cloth seats and vinyl floor covering; tailgate assist for easier access to the tub; 17-inch steel wheels with all-terrain tyres; and the Easy Select dual-range transfer case that misses out on the full-time 4×4 mode of the Super Select 4×4 transfer case.

Navara ST (from $56,765)

The ST has all of the features of the SL but adds 17-inch alloys; carpet floor covering; leather-accented steering wheel; USB plug in the rear of the console; privacy glass; auto-dimming rear-view mirror; heated exterior mirrors; and a rear sports bar.

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Navara ST-X (from $63,177)

Step up to the ST-X model and you finally get the Super Select 4×4 system with full-time 4×4 as well as 2WD and dual-range 4×4. Drive modes now include Normal, Eco, Gravel, Snow, Mud, Sand and Rock, and hill descent control joins the party. Eighteen-inch alloys replace the 17s on lower grades; the exterior mirrors have power-fold functionality; and silver colours on the exterior distinguish it from the lower grades. A cargo liner protects the cargo 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 grows to nine inches, and both Android Auto and Apple CarPlay go wireless.

Navara PRO-4X (from $68,418)

The Pro-4X is the hero of the range for the time being, and it really stands out with a distinctive grille surround with lava orange highlights; 17-inch matte black alloys wearing 265/65R17 all-terrains; wheel-arch flares with lava orange accents; black roof rails; and a NAVARA tailgate badge. Flash, hey?

Inside, Pro-4X owners will enjoy leather-accented seats with orange stitching and suede bolsters, a leather-accented steering wheel with orange stitching, and PRO-4X logos embossed on the front seatbacks. Black-painted inner door handles and lava orange accents throughout the front console and door trim add to the vibe. The Pro-4X also comes standard with a towbar fitted that is wired in and ready to go; otherwise it’s an extra on the lower grades.

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Engine and powertrain

All D27 Navaras are powered by the Alliance’s 2.4-litre bi-turbo-diesel engine that makes 150kW and 470Nm, with a 7.1L/100km combined fuel consumption sticker.

The engine is backed by a shared six-speed automatic transmission, with no manual cog-swapper offered in the Nissan. The transfer case is Mitsubishi’s Super Select system that provides two- and four-wheel drive, high- and low-range, and full-time 4×4 for all-road driving. All Navaras come with a rear differential lock, which Nissan is quick to point out isn’t the case with its competition.

Something the Navara does lose in this jump to the shared D27 platform is the availability of a coil-spring option in the ute. This was a point of difference enjoyed by many users in the D23 Navara. All Navaras now come with leaf springs supporting the rear end, and there are different leaf packs for each of the four model grades and their differing weights. The front suspension still uses wishbones and coil IFS configuration, common to mid-size 4×4 utes.

All Navara D27s have a 3500kg towing capacity. The GVM is rated at 3190kg and the GCM at 6250kg, giving payloads between 1064kg for the SL model and 964kg for the Pro-4X.

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Safety

All models in the D27 Navara range share the same level of safety kit: eight airbags; Emergency Braking (AEB); Lane Departure Warning with Emergency Lane Assist; trailer sway control; front and rear parking sensors; reversing camera; Blind Spot Warning; Intelligent Around View Monitor with Moving Object Detection; driver monitor; TPMS; and front and rear cross-traffic alert. The features give the D27 a five-star safety rating, but that was using the 2024 test.

Ownership

The new Navara will be offered in a choice of eight exterior colours.

Nissan backs the range with its service-activated warranty program, extending coverage to up to 10 years or 300,000km when servicing is completed within the Nissan dealer network. Without activation, the standard warranty is five years with unlimited kilometres. 

Roadside assistance follows the same structure, with up to 10 years or 300,000km of coverage available under the service-activated program, otherwise reverting to one year with unlimited kilometres. The Navara also comes with a five-year flat-price servicing schedule, with services capped at $499.

The D27 Navara range will be available in Nissan dealerships from March 1.

Pricing

The Ford Ranger has opened 2026 at the top of Australia’s 4×4 sales charts, maintaining its lead despite the launch of the all-new Toyota HiLux late last year.

Ford delivered 3241 Ranger 4x4s in January, comfortably ahead of the HiLux on 2275 sales. The Ranger also finished January as Australia’s top-selling vehicle overall with 3403 registrations (4×4 and 4×2 combined), ahead of the HiLux (2800), Mazda CX-5 (2289), Chery Tiggo 4 Pro (2234) and Mitsubishi Outlander (1975).

Ford also led the 4×4 wagon segment, with the Everest recording 1913 sales to finish January as Australia’s best-selling 4×4 SUV. It outsold the Toyota Prado (1392) and Isuzu MU-X (1131). In the large SUV category, the Toyota LandCruiser 300 Series continued to outperform the Nissan Patrol, with 907 sales versus 410.

In the budget ute segment, the GWM Cannon and Cannon Alpha led the class with a combined 885 sales. That total almost exceeded the combined results of rivals including the Foton Tunland (113), JAC T9 (118), KGM Musso (102), LDV T60 (301), LDV Terron9 (120) and MG U9 (216). The Cannon range also outpaced established nameplates such as the Mazda BT-50 (780), Nissan Navara (450) and Volkswagen Amarok (264). Kia’s Tasman also had a soft start to the year, recording 410 sales in January. Could slow sales fast-track a Kia Tasman redesign?

At the premium end of the market, Chevrolet’s Silverado led the full-size pickup segment with 247 sales, including HD variants, ahead of the Ram 1500 (179), Ford F-150 (127) and Toyota Tundra (63).

Broader market data shows the light commercial vehicle segment started 2026 at a slower pace. January sales totalled 17,995 units, down 2.5 per cent from 18,453 a year earlier. PU/CC 4×4 sales also declined, falling 2.9 per cent year-on-year to 13,650 units.

By fuel type, petrol vehicle sales dropped sharply, down 14.7 per cent compared to January last year, while diesel sales declined 3.7 per cent. Electrified vehicles continued to grow strongly, with electric vehicle sales up 124.1 per cent and plug-in hybrid sales increasing 170.5 per cent year on year.

Despite softness in several segments, the overall new vehicle market edged higher. Total sales reached 87,092 units in January 2026, up 288 vehicles, or 0.3 per cent, compared with January last year.

China continued to strengthen its position as Australia’s second-largest source of vehicles behind Japan. Vehicles manufactured in China grew 68.6 per cent year on year to 20,260 units. Japan remained the largest source with 22,943 vehicles, followed by Thailand (17,072), South Korea (11,277) and Germany (4346).

Jeep Australia has confirmed updates for the 2026 Wrangler and Gladiator, bringing minor but useful refinements to its off-road heroes.

For 2026, both vehicles now feature quick-release door hinges, making door removal faster and easier for drivers who regularly prefer the open-air experience. On the inside, Jeep has replaced the red stitching on the steering with a Tungsten finish, said to give the cabin a more subdued look. 

Changes exclusive to the Wrangler Rubicon include the addition of a heavy-duty steel front bumper as standard, previously a $3374 option. Jeep has also brought back several familiar colours including Anvil, Mojito, Reign, Tuscadero, Earl and Joose – alongside a limited-run Goldilocks finish.

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For the Gladiator Rubicon, Jeep has added a standard remote-start system and a revised tool and storage solution. The new zippered pouch replaces old plastic trays to keep bolts and tools organised when removing the roof, doors or windscreen. Exterior colour options now include Goldilocks, as well as the return of Mojito, Reign and Joose.

Both models continue to deliver Jeep’s signature rugged engineering, including the Rock‑Trac 4×4 system, skid plates for underbody protection, and a 12.3-inch Uconnect 5 touchscreen with wireless Apple CarPlay and Android Auto. The Wrangler retains Dana solid axles, a full-float rear axle, and a front-facing TrailCam off-road camera. 

Jeep Australia is introducing the 2026 Wrangler 85th Anniversary Special Edition, a limited-run, heritage-inspired halo model above the Rubicon that celebrates 85 years of Jeep engineering and adventure. It will be priced at $88,490 (Manufacturer’s Suggested Retail Price).

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2026 Wrangler 85th Anniversary Special Edition highlights

Interior:

• Plaid fabric seats with black leather-accented side bolsters
• Plaid fabric dashboard insert
• Bronze 85th Anniversary logo shifter medallion
• Bronze cupholder plaque

Exterior:

• Bronze 85th Anniversary swing gate plaque
• Choice of Bright White or two complimentary premium paints (Black, Granite Crystal)
• Complimentary body-coloured fender flares
• Complimentary body-coloured 3-piece hard top roof
• Bronze tow hooks on front steel bumper
• Blue Agave ‘WRANGLER’ side hood decals
• 17” steel oxide alloy wheels with 85th Anniversary logo wheel caps
• 85th Anniversary blue Agave swing gate decal

The two- and four-door Wrangler Rubicon remains powered by a 200kW/400Nm 2.0-litre turbo-petrol engine, while a 209kW/347Nm 3.6L V6 petrol powers the Gladiator.

Pricing

The Ford Everest and Toyota Prado were the best-selling 4×4 wagons in 2025, with a narrow margin between them. The Ford outsold the Toyota by just 55 vehicles over the year, which was the first year of sales for the Prado 250 Series.

While Australian new-vehicle buyers tend to favour the higher-specification premium variants in each model range – something dealers love thanks to the greater profit margins – there is still strong value to be found in the lower grades.

With this in mind, we’ve paired the base-model Toyota Prado GX with the Ford Everest Trend to see how they compare. The Prado GX starts at $72,500 plus ORC, while the Everest Trend bi-turbo comes in at $67,290 plus ORC. There is an Everest Ambiente below the Trend in Ford’s line-up, but one wasn’t available to us – and the Trend is a closer match to the Toyota in both price and specification.

JUMP AHEAD

• Toyota Prado GX
• Ford Everest Trend
• Off-road comparison
• Verdict
• Specs

Toyota Prado GX

The GX is the base variant in the six-model 250 Series Prado range, priced at $72,500 plus ORC, while the top-of-the-range Prado Kakadu will set you back $99,990 plus ORC.

We said at the launch of the 250 Series that the GX was possibly the best variant in the line-up, as it was, at the time, one of only two models with just five seats, freeing up extra space in the cargo area for gear. The only other five-seat Prado was the $93k Altitude; however, Toyota has since introduced a Prado GXL in five-seat trim.

The GX isn’t just the cheapest model in the Prado range – it doesn’t miss out on any features you really want in a touring 4×4, leaving you with a bigger budget for the accessories you really want.

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What equipment does the Prado GX get?

For a base model, the Prado GX isn’t short on standard equipment. Like the rest of the range, the interior is well equipped, starting with a premium 12.3-inch multimedia screen compatible with wireless Apple CarPlay and Android Auto, Bluetooth connectivity and cloud-based, in-built sat-nav. The Toyota sound system is impressive for an entry-level model, with a 10-speaker setup and a 200mm subwoofer handling audio duties.

GX and GXL Prados feature a seven-inch digital instrument display rather than the 12.3-inch screen fitted to higher grades, but it provides all the vehicle information needed for general use without unnecessary distractions. It still allows individual configuration to suit driver preferences.

The five seats are trimmed in comfortable cloth with manual adjustment, while the steering wheel is a hard plastic item. The steering column is adjustable for both reach and height.

The Prado’s tall cabin affords plenty of headroom for passengers, particularly in the rear. Overall cabin space is generous and easily accommodates a family on adventure trips. The lack of a third-row seat in the GX removes one of the most criticised aspects of the 250 Series – the amount of space those seats consume even when folded. There is still a slight rise in the floor to house the 48-volt lithium-ion battery, but it’s a far better outcome than the seven-seat layout.

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Prado GX safety features

All Prados share the same level of safety equipment, so the GX isn’t left wanting in this area. Standard features include:

• Pre-collision system with autonomous emergency braking
• Pedestrian, cyclist, motorcyclist and oncoming vehicle detection
• Intersection collision avoidance support
• Emergency steering assist
• Acceleration suppression at low speeds
• Curve speed reduction
• Deceleration assist
• Lane trace assist with lane-departure alert
• Road-sign assist (speed signs only)
• Emergency driving stop system
• Blind-spot monitor with rear cross-traffic alert
• Safe exit assist
• Driver monitor camera
• Rear parking support brake
• Front and rear parking sensors
• LED lighting, including headlights
• Panoramic view monitor
• Reversing camera with guidelines
• Vehicle stability control with active traction control
• Anti-lock braking system
• Brake assist
• Electronic brake-force distribution
• Downhill assist control
• Crawl control
• Trailer sway control
• Nine SRS airbags
• Three rear ISOFIX child restraint points with top tethers

Toyota doesn’t list it as a safety item, but we’d argue tyre-pressure monitoring is more important than features such as active cruise control and auto high beam. If you want factory TPMS in a new Prado, you’ll need to step up to the VX.

Prado GX powertrain and performance

All 250 Series Prados are powered by Toyota’s 1GD-FTV 2.8-litre four-cylinder turbo-diesel engine paired with an eight-speed automatic transmission, so choosing the entry-level GX doesn’t mean missing out mechanically. The diesel is assisted by Toyota’s 48-volt V-Active technology, which doesn’t increase outputs – the engine still produces a respectable claimed 150kW/500Nm – but is well proven from its use in other Toyota models.

Four-wheel drive comes via a full-time, dual-range system with a lockable centre differential, but there’s no factory rear diff lock. Only the Altitude and Kakadu models are fitted with a rear differential lock from the factory. Thankfully, Toyota’s electronic traction control is sharp and effective at managing grip when the tyres break traction.

The GX also features Crawl Control and hill descent control, which work exceptionally well to maintain progress in low-grip situations without throttle input. Think of it as cruise control for off-road use, maintaining a set speed across varying terrain, and it’s especially beneficial for drivers with less off-road experience or confidence.

The Prado GX misses out on the Multi-Terrain Select modes fitted to higher grades, but that’s no great loss. Instead, it offers basic drive modes including Normal, Sport and Eco. The new Prado offers a 3500kg towing capacity, with an integrated towbar that’s pre-wired and ready to use.

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Prado GX ownership considerations

Toyota 4×4 vehicles are renowned for their ruggedness and dependability, and there’s no reason to believe the 250 Series Prado will be any different.

Owners of the new Prado can expect a five-year, unlimited-kilometre warranty. Toyota Australia also offers five years of capped-price servicing for the LandCruiser Prado at $390 per service for the first 10 services, at intervals of six months or 10,000km – whichever comes first.

Emergency roadside assistance is provided through Toyota Emergency Assistance, extending coverage from five to seven years if the vehicle is serviced and maintained in accordance with the warranty and service book by a Toyota dealer. For anyone concerned about the lithium battery used in the 48V system, it’s covered by an eight-year/160,000km warranty (whichever comes first) if battery energy storage capacity falls below 70 per cent of its original capacity.

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Ford Everest Trend 

It feels like only yesterday we were welcoming Ford’s family fourby to our roads, but the Everest has now been with us for four years. Essentially a five-door wagon built on Ford’s T6 platform – shared with the Ranger ute – the Everest differs with a shorter wheelbase and a Watts-link, coil-sprung rear suspension designed to improve handling and comfort.

The Everest offers a choice of powertrains across the range, with either a 2.0-litre bi-turbo diesel producing a strong 500Nm or a 3.0-litre diesel V6, depending on model grade. It should be noted the bi-turbo diesel will be discontinued from Ford’s range this year, replaced by a 125kW/404Nm single-turbo 2.0L diesel, while the V6 will be offered across more models.

At the same time, the Everest Ambiente and Trend models will be discontinued and replaced by the Everest Active entry-level model, which will be offered with a choice of four- and six-cylinder diesel engines. For this test, we’re running the Everest Trend powered by the bi-turbo 2.0L engine. In specification, it’s the closest match to the Prado GX in both equipment and price.

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What equipment does the Everest Trend get?

The Everest Trend might sit low in the model range, but it doesn’t feel that way thanks to its high level of standard inclusions. It comes standard as a five-seater, but this example was fitted with the optional third-row seat, making it a seven-seater. A key difference between the Everest and Prado is that the Ford’s third row folds flat into the floor, rather than sitting on top of it as the Prado’s third row does.

Ford describes the seat trim as ‘leather accented’, but it feels cheap and tacky, and we much prefer the Prado’s cloth upholstery. The driver’s seat has eight-way power adjustment; however, the front passenger seat lacks height adjustment. The steering column is adjustable for both reach and height, while the steering wheel is wrapped in soft leather.

The seats are firm yet comfortable, with plenty of space in the first and second rows, while the third row is best reserved for kids due to the relatively low roof height. Kudos to Ford for fitting roof vents for passengers in all three rows – again, something the Toyota doesn’t offer.

The multimedia screen is a 12-inch vertical unit, while the driver’s instrument cluster is an 8-inch display. The multimedia system features wireless Apple CarPlay and Android Auto, in-built navigation and eight speakers, along with a single wireless phone charger – something not offered in the Prado GX. The Everest Trend also includes a power-operated tailgate and a 400W inverter with a power outlet at the rear of the centre console.

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Everest Trend safety features

The Everest Trend is fitted with a comprehensive suite of safety features, including:

• Nine airbags, including driver and passenger knee airbags
• Collision Mitigation, including AEB, Reverse Brake Assist and post-impact braking
• Lane keep assist
• Lane departure warning
• Front and rear parking sensors
• BLIS with cross-traffic alert and trailer coverage
• Digital reversing camera
• Anti-lock braking system
• Electronic stability control

Notably absent, again, is tyre-pressure monitoring. To get factory TPMS in the Everest range, you’ll need to step up to the top-spec Platinum.

Everest Trend powertrain and performance

Ford’s 2.0-litre bi-turbo diesel engine is a cracker, especially when paired with the 10-speed automatic transmission as fitted to the Everest. With its claimed 154kW/500Nm outputs, it does everything you could ask of a family touring 4×4, and does so in a relatively refined manner. It’s smooth and quiet, and well matched to the 10-speed, which has been considerably updated and recalibrated since we first sampled it in earlier models.

The transfer case offers on-demand four-wheel drive, along with high- and low-range 4×4 and a two-wheel drive mode. The Trend also features a rear differential lock; in fact, a driver-selectable RDL is standard across all Everest grades.

The Trend’s drive modes include Eco, Normal, Slippery, Sand, Mud and Ruts, plus a Tow/Haul mode. In tow mode, Ford’s clever trailer tech becomes available, including setup, integration and a towing checklist, along with an integrated factory electric brake controller. All Everest 4×4 models have a 3500kg towing capacity. Suspension consists of a double-wishbone, coil-sprung independent front end, with a live rear axle using coils and a Watts link for lateral axle location. 

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Everest Trend ownership considerations

Ford 4x4s come with a five-year/unlimited-kilometre warranty, with Ford Roadside Assistance provided from the warranty start date. After the first 12 months, roadside assistance is extended for a further 12 months each time the vehicle is serviced at the recommended intervals by a participating Ford dealer. Ford also offers prepaid service plans for fleet buyers.

Off-road comparison

Both vehicles here are competent off-roaders, but they go about the job in different ways. The sharp calibration of Toyota’s electronic traction control, combined with greater wheel travel in the Prado – particularly at the rear axle – gives the Toyota the ability to crawl over deep ruts and obstacles with relative ease. Over the same terrain, the Ford spun its tyres at the first hurdle and needed its rear diff lock to get through the uneven moguls. The Toyota’s softer suspension calibration also allows it to better soak up bumps, ruts and corrugations on rough gravel tracks.

As popular models, both vehicles are well supported by aftermarket suppliers, allowing owners to tailor them for a wide range of off-road conditions. Extra points go to the Toyota for its 110-litre fuel tank, which allows longer distances between refuelling stops.

Bull bars and protection equipment, suspension and tyres, storage and other upgrades are all readily available. Notably, Ford’s collaboration with ARB 4×4 allows buyers to equip their Everest with ARB gear at the Ford dealer as part of the vehicle purchase. Both of these 4x4s were heavily developed in Australia and are well suited to local on- and off-road conditions.

Verdict

The takeaway from this test is that both wagons are well suited to family 4×4 touring in Australia and, while they follow a similar design brief, each has its own characteristics, strengths and weaknesses.

The Toyota Prado is the newer vehicle and it feels it in terms of interior design and technology. It’s also the only one using any form of electrification in its driveline, even if Toyota’s 48-volt system is only a mild-hybrid setup at best. It provides a small performance benefit, but we feel any gains are outweighed by the weight and space taken up by the battery, along with the fact it adds another major system that could leave you stranded if it were to fail. In a remote outback location, the consequences could be serious.

The 250 Series brings major improvements to the Prado, with a larger cabin for family use and improved capability thanks to its excellent 4×4 system and suspension. It’s a vehicle well worthy of our 4×4 of the Year award.

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The Everest feels older, but that shouldn’t be seen as a negative. It still offers all the features you’d want in a family 4×4, plus the extra seating if you need it. The bi-turbo diesel makes the Everest slightly quicker than the Prado, while its firmer suspension delivers flatter cornering and more confident on-road handling.

Ford tunes its 4×4 suspension to be firmer and more sporting than the softer, more comfort-focused setup used by Toyota. The result is an Everest that rides flatter on-road, while off-road the Prado is more supple, more comfortable and offers better wheel travel, particularly at the rear axle.

Choosing between the two ultimately comes down to which characteristics best suit your needs – the Prado’s stronger off-road performance at the expense of on-road dynamics, or the Everest’s handling and seven-seat flexibility. That said, the roughly $4-5k price advantage of the Ford could easily fund an aftermarket suspension upgrade to help bridge the gap.

The big takeaway is that you’ll save tens of thousands of dollars by choosing either of these base-model fourbies, and that money can go a long way towards accessories, a trailer or a big trip.

Specs

UPDATE: February 4, 2026

Following the release of the mysterious teaser last week, Toyota USA has now dropped an interior image of its upcoming electrified three-row SUV.

The image reveals a a premium, modern interior set-up with second-row captain’s chairs, a panoramic roof, and a larger infotainment screen. The image is paired with this message from Toyota: “Big energy. Bigger versatility. A new adventure starts February 10th. #LetsGoPlaces”.

Speculation will end on February 11 (Aussie time), when Toyota officially drops the covers. Full story below 👇

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Toyota has dropped a mysterious teaser, with multiple reports suggesting a large, three-row electric SUV could be on the horizon. 

Toyota USA released the single, dimly lit rear-view image under the tagline: “Something New is On the Horizon”. From the silhouette, it looks like a full-size SUV with a boxy, rugged stance that hints at LandCruiser vibes. Wide fenders, roof rails, a shark-fin antenna, and a wraparound LED tail-light bar give it a commanding presence, while a brief animation shows oversized head restraints and a blue-lit infotainment display inside.

Toyota has confirmed plans to build two three-row electric SUVs at its Georgetown, Kentucky plant. While the name isn’t official, speculation points to bZ5X, a potential six- to eight-seater roughly the size of a Kluger.

If this turns out to be one of those models, it could mark Toyota’s first full-size, high-riding EV with three rows, appealing to families and off-road enthusiasts alike.  For now, all we have is a hint of what’s coming – but for those watching the EV 4×4 space, this could be a model worth keeping an eye on.

Late last year, Toyota appeared to signal an electric HiLux was in the works, after a leaked slide from the 2025 Japan Mobility Show revealed two new pickup silhouettes alongside the bZ4X EV, one labelled as a BEV. 

For now, the electric HiLux for general sale remains unverified, though a mining-only electric prototype is currently being trialled.

The Nissan Patrol GQ and GU remain two of Australia’s most respected 4×4 platforms.

They are tough, simple and incredibly capable, and their reputation for reliability has turned them into icons for touring, towing and remote travel. These Patrols have earned their place in Australian off-road history because they respond exceptionally well to modification, and they continue to outperform many newer vehicles in the rough stuff.

But time, heavy loads and constant off-road punishment begin to show the limits of factory components. Many GQ and GU owners fit bigger tyres, lift kits, barwork and touring setups that place extra strain on suspension arms, mounts and geometry. The brilliance of the Nissan Patrol’s off-the-shelf platform exists in truly rare air, but unlocking its full capability often means reinforcing it with stronger, modern components.

This is where Superior Engineering becomes one of the most trusted names in the Patrol world. Their engineering team has spent years developing high-strength Patrol upgrades that improve articulation, correct geometry, reduce wear and strengthen the vehicle where it needs support. The goal is not to change the character of the Patrol; the goal is to give owners a safer, more predictable and more capable vehicle that handles serious off-road conditions and long-distance touring.

With the help of Superior Engineering, we have put together a foundational guide for building a GQ or GU Patrol that remains true to its roots while performing at a level that matches modern expectations.

Top 5 upgrades from Superior Engineering

1. Billet Hybrid Radius Arms

The factory radius arms on GQ and GU Patrols are a known limitation once larger tyres, suspension lifts and increased articulation are introduced. Superior Engineering’s Billet Hybrid Radius Arms are designed to correct caster, strengthen the front end and significantly improve handling in modified vehicles.

These arms are machined from high-grade billet material for exceptional strength and durability. Their hybrid design corrects geometry on lifted Patrols, restores steering feel and reduces premature tyre wear. For owners stepping up to 35-inch tyres or long-travel suspension, upgraded radius arms become one of the most important foundational changes for stability and on-road control.

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2. Shock Reservoir mounts

Upgrading a GQ or GU Patrol with remote-reservoir shocks often leaves owners improvising mounts with zip ties or clamps, as the factory design provides no dedicated points. Superior Engineering’s Res Mounts offer a secure, vehicle-specific solution, keeping reservoirs protected, supported and clear of moving suspension components. They reduce the risk of hose damage and improve long-term reliability, making them essential for touring and high-articulation setups.

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3. Shocks

Shocks play a major role in a Patrol’s handling, comfort and off-road stability. Superior Engineering offers a range of shocks tuned specifically for GQ and GU weight, wheel travel and common lift heights.

These shocks are built with heavy-walled bodies, high-quality valving and corrosion-resistant finishes to withstand serious off-road punishment. Whether the vehicle is tackling slow, rocky crawls or long, corrugated touring roads, upgraded shocks help control body movement, stabilise loads and deliver a more comfortable experience. Upgraded shocks are one of the most noticeable improvements any Patrol owner can make.

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4. Superflex Sway Bars

The Patrol’s articulation is legendary, but factory sway bars limit movement once the vehicle is upgraded for off-road capability. Superior Engineering’s Superflex Sway Bars are designed to maintain on-road stability while significantly increasing wheel travel off-road.

These bars allow the suspension to move more freely, keeping tyres on the ground and improving traction on uneven terrain. The result is better flex without compromising everyday drivability. For GQ and GU owners who explore rugged tracks or compete in off-road events, Superflex Sway Bars unlock a level of performance the factory setup cannot achieve.

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5. Control Arms

Control arms are a critical component for maintaining correct suspension geometry under load or lift. Superior Engineering’s control arms for the Patrol platform are built from high-strength materials and engineered to handle the increased stresses associated with modified vehicles.

These arms improve alignment, reduce unwanted axle movement and enhance overall durability. They are particularly important for lifted Patrols or vehicles carrying heavy touring setups. With upgraded control arms, the Patrol maintains more consistent geometry and better handling both on the road and in demanding off-road environments.

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The Nissan Patrol GQ and GU remain two of the most capable and respected 4×4 platforms in Australia.

Their strength and simplicity are major reasons they continue to dominate in remote travel, heavy towing and recreational off-roading. But real-world use, modifications and age create predictable weaknesses that benefit from modern engineering solutions. Superior Engineering does more than supply replacement parts. They deliver well-tested, platform-specific upgrades that strengthen the Patrol where it needs improvement while keeping the vehicle’s iconic character intact.

The purpose of these upgrades is not to create a wild or overbuilt Patrol. It is to ensure owners can explore, tour and work with confidence, knowing the vehicle is reinforced for the harsh conditions Australia is known for. Whether preparing a GQ or GU for family touring, weekend adventures or serious off-road trails, the right combination of radius arms, mounts, shocks, sway bars and control arms will transform how your Patrol drives and performs.

With guidance from 4×4 Australia and the engineering expertise of Superior Engineering, Patrol owners can build a stronger, safer and more capable rig that stays true to its legendary reputation.