Over the past year, we’ve seen heaps of 4×4 builds, from rugged touring rigs and clever restorations to purpose-built trail machines and off-road showpieces. 

Some were designed to carry gear and tackle long-range adventures, others focused on raw capability, and a few were just brilliantly executed for style and innovation. We’ve featured plenty of these builds throughout the year, but a handful stood out above the rest – vehicles that combine smart engineering, practical upgrades, and personal touches to create something truly exceptional. These are the 10 best 4×4 builds of 2025 in no particular order – the rigs that impressed on the trails, turned heads on the road, and set the benchmark for what a custom 4×4 can be.

JUMP AHEAD

• Nissan GQ Patrol
• Mazda BT-75 six-wheeler
• Toyota FJ Cruiser
• 60 Series LandCruiser
• Ford Ranger Raptor
• 80 Series LandCruiser
• Ford Ranger
• 300 Series LandCruiser
• VW Amarok
• Prado Altitude

01: Nissan GQ Patrol

Nissan’s GQ/GU series of Patrols have deservedly won themselves a reputation as some of the toughest and most dependable 4x4s of all time.

As the basis of touring rigs that have covered thousands of kilometres around the country and the globe, and the bedrock of the toughest competition trucks, it’s a reputation that is well earned. This reputation was the appeal for Victoria’s James Atkinson, who recognised the strengths of the venerable Nissan GQ Patrol. “I’ve always been attracted to how tough a GQ single-cab ute looks, and how strong the driveline and chassis is in Nissans,” James told us.

His 1993 model tray-back came with the legendary TD42 4.2-litre diesel with a turbocharger. The engine was pulled out and the bottom-end rebuilt, but retaining the naturally aspirated specifications. The top-end copped turbo valve springs, turbo injectors, turbo pre-combustion chambers and a turbo head gasket, all in readiness to accept some boost from a UFI 18G turbocharger via an HPD top-mount intercooler and 40mm Turbosmart external wastegate.

The air enters the mill through a weld-on top-half intake plenum, where it meets the diesel fuel supplied via an 11mm pump. The engine now makes enough grunt to turn those 37-inch Trepadors when the Patrol is out on the tracks.

GU discs are fitted with lockers, and these are located using Superior Hyperflex radius arms and an adjustable Roadsafe Panhard rod, while the rear-end uses Superior long arms. Suspending the heavy axles and smoothing out the bumps are Dobinsons remote reservoir adjustable shocks and a set of six-inch flexy coils up front, while under the back, another pair of Dobinsons remote reservoir shocks and 250kg-rated coils do the work.

The coil-cab Patrol was in pretty good nick when James picked it up and only required a bit of tidying up to get it looking as good as it does. It even had the PatrolDocta front bar and the high-mount 8274 fitted, but James has added his own touch to both of these.

1

“Being twin locked and (with) a strong high-mount winch means I can go just about anywhere in Australia and not have to worry about being stuck,” he told us. “I did a trip that started off at the beach in Robe, South Australia, and we made our way to Arkaroola and Wilpena Pound. It was awesome exploring out in the middle of nowhere.”

He’s the first to admit that skill only gets you so far and help from the right people will get you even further. James thanks his folks, Joanne and Stewart Atkinson; he says their endless support made this build possible. Also, his boss Damien Witts at 4×4 Offroad Clinic, who is “my boss/sponsor/supporter when I need parts, advice or a hand”.

02. Mazda BT-75 six-wheeler

Rather than opt for a full-size American diesel ute or light truck that can be tricky to manoeuvre down tight tracks, Jen and James chose to buy a Mazda BT-50 and built it to do the work of a bigger truck.

While the stock Mazda is no slouch, it’s not exactly the first thing you think of when you need a heavy-duty tow rig. But Jen and James had a plan – and despite initial misgivings, it was one that actually made a lot of sense. Hmmm… 4.5t legal towing capability when loaded up with all of the camping gear, fuel, water, and their son’s quad-bike? We needed to find out more about this weapon.

“We ordered it brand new in 2023,” James says. “Before we even got it registered, it was delivered to Six Wheeler Conversions in Toowoomba, where the chassis and suspension mods were done.”

On-road driving and towing manners are vastly improved thanks to the extra wheelbase and optimum weight distribution between the six tyres’ contact patches. As for the numbers, they’re pretty impressive. The new GVM is 4630kg (up from 3100kg stock), and the GCM is a hulk-like 8130kg (up from 6000kg). In case you’re wondering, the front axle load is 1450kg, while the rear axle group is rated at a massive 3183kg.

All of these modifications necessitated registering the BT-75 as a truck, so a licence upgrade to LR is required to drive it. But the results – and not having to worry about how much weight is being carried or towed – are priceless. With the chassis stretch completed, a lot more real estate was made available for the canopy, which is expansive. It’s a full custom set-up from the team at AMVE, who started off with a scale drawing and fabricated it into reality.

1

The canopy is divided into six compartments – three primary ones for the essentials and three secondary storage areas for the rest of the gear. The passenger-side compartment spans the length of the canopy and houses a full kitchen setup.

The suspension is roughly two inches higher than stock, allowing fitment of the 265/75R17 Falken Wildpeak tyres. To keep the front end protected, an AFN bar leads the way, while a Carbon 12,000lb electric winch is installed should the big rig encounter something it can’t power through on its own. A Stedi light bar keeps the ’roos visible after dark, and there are LEDs pointing rearward, on all the canopy doors, and under the awning, so meal prep or camp-chair-to-fridge journeys are well catered for. Yep, this is one seriously impressive rig.

03: Toyota FJ Cruiser

“When I first saw the FJ Cruiser I said, ‘I’ll own one of them, someday’,” says Melbourne fabricator Les Camilleri.

Les is the boss at Tinman Fabrications, a business that specialises in chopping 4×4 wagons and turning them into utes or tray backs. This is the first FJ Cruiser Les has chopped, and he says it will be the last. It’s not that the FJ was particularly difficult – it just took a while to get it right.

To achieve perfection, Les added 300mm to the FJ’s chassis between the axles. The extra wheelbase makes it look proportionate and perfectly suits the trayback that has been fitted. Les cut the chassis, fabbed in the additional length, then plated it up for extra strength and to accommodate a possible future GVM upgrade. More strengthening plates were used at the back of the chassis, where eight mounts were fabricated to hold the Eureka aluminium tray.

The flares, spare-wheel mount, and small toolbox in the tray show more of Les’s handiwork. The FJ serves as a daily workhorse and a weekend getaway rig for Les and his family. Les cut the rear section of the cab, removing the rear suicide doors, back seat, and rear compartment. He used a genuine Nissan GU ute rear panel on the back of the FJ, including the rear window. The integration is so neat that it looks factory-original. The roof is another work of art. After being cut down to length, Les hand-formed the edges and corners for a factory look, with a radius at the rear to match the GU panel.

Another clever custom touch is the repurposed factory roof rack mount, now serving as the mounting point for a 30-inch double-row light bar, which complements the quartet of 7-inch LED spotties on the front bumper for impressive night vision. Once the fabrication was complete, the cab was sent to Autosmart Body & Paint for a fresh coat of factory Voodoo Blue with a contrasting roof.

1

Giving the FJ the stance to match its new proportions are Maxxis RAZR 35s on Fuel Vector wheels. They tuck nicely into the wheel wells thanks to a Dobinsons suspension setup, comprising adjustable front coil-overs, adjustable rear shocks with Panhard rod, Dobinsons coils, and upper and lower links. The suspension install was handled by A&K Automotive. 

The powertrain remains the standard Toyota 4.0-litre petrol V6 with automatic transmission, with the only modification to date being a four-inch stainless-steel snorkel, made by Les. He also has a Harrop supercharger kit on his wishlist to give the V6 more grunt for towing his ski-boat or camper. Such is the dual personality of Les’s custom-built FJ ute – it’s his work truck during the week and a tow mule for weekend adventures.

04: 60 Series LandCruiser

This 60 Series was, more likely than not, destined for the graveyard when Adam got his hands on it and set about its resurrection.

Minimal fuel use, a comfortable ride, surplus power, some high-tech wizardry, and the adoption of some cool old-school paint and panel modifications were to be the order of the day. Instead of throwing a V8 – or even a large-capacity Toyota diesel – between the rails, Adam and James opted for an intercooled turbo-diesel engine from an Isuzu D-MAX. The renowned 4JJ1 3.0-litre engine came in a complete 2011 D-MAX from the wreckers, making life a little easier.

It’s all very well having a replacement engine for a project, but that’s only a small part of the overall plan. The ancillaries, gearbox, transfer case, electrics, and physical fitting of the engine – as well as all other components – are where the hard work and magic happen.

Adam has managed to keep the Cruiser’s four-speed shifter mechanism adapted to the four-speed A340 out of the D-MAX, and mated it to a 70 Series transfer case. A standard 60 Series tail shaft, and a lovechild of a 60/79 front shaft, sends drive to the 60 Series diffs. The 79 transfer lever enters the cabin via the factory transmission tunnel hole.

Fitting the engine to the Cruiser chassis was achieved by cutting the engine mounts off the Isuzu chassis and grafting them to the Toyota chassis. The custom D-MAX wiring harness blends into the standard Cruiser dash cluster via an unlocked, standard D-MAX engine management system.

A JMACX Engineering snorkel feeds air into a 79 Series airbox, which was modified to take the D-MAX MAF sensor. The air-conditioning condenser, power steering pump, and various engine-bay piping were all retrieved from the D-MAX and squeezed into the Cruiser.

A set of 285/70R17 Predator New Mutant X-AT tyres have been wrapped around 17×9 ROH Zullo alloy rims. The leaf-spring packs have had an extra leaf installed for a little more carrying capacity, yet still maintain as much comfort as a leaf-sprung 4×4 can offer. The rears also feature Boss airbags and EFS shock absorbers.

1

A Carbon synthetic rope winch, with its control box relocated under the bonnet, gives a neat, clutter-free, minimalist front end. The only hint of a winch is the fairlead with hook, plus the slight protrusion of the clutch engagement handle. A Rhino-Rack roof platform sits atop custom roof-rack gutter mounts, finishing off the exterior of what appears to be a brilliant custom and perfectly usable touring 4×4. A pair of rear side-opening Emuwing Gullwing glass windows provide easy access to the Cruiser’s rear luggage compartment. The final touches of Skoda grey have been applied to a meticulously prepared body, albeit after a lot of rust removal.

The end result is an amazing amalgamation of old and new parts and technology – a combination that returns an improved driving experience in every way compared to the original. It is a head-turning custom body that has been a labour of love for Adam, and not possible without James.

05: Ford Ranger Raptor 

Mandurah local Bo Clayton has built his Raptor into a super tourer that retains its race-inspired Fox suspension and is equipped with a lightweight canopy, ready to lap the map.

“I wanted a comfortable vehicle to travel Australia in and what I got for the price I thought was value for money,” Bo explains. “If you look at all the extras the Raptor has over the lower-spec vehicles, I believe it was a cost-effective price.”

Taking on the range-topping 2024 Ranger Raptor to build a tourer was still a bold choice, bearing in mind it came with a reduced payload just above 700kg – 200kg less than the marque’s leaf-sprung alternatives. “The challenge was to keep the Raptor under the 750kg payload with the super lightweight canopy,” Bo says.

The Mode 4×4 canopy weighs 220kg and is a bolt-on service-body style, so there’s no additional weight from a tray or headboard. Installing the canopy was handled by David and Jayden at Mac 4X4 in Cockburn, south of Perth. While there, the crew also fitted an Offroad Animal bumper, plus a complement of 13 Stedi spot, bar, and worklights.

Bo installed the shelves and electrical system with help from Brad at Whitcroft IT, who supplied knowledge along with the Victron components and 300Ah lithium battery. Three-colour dimmable lighting helps locate items at night, while a Rockarmor 3000W inverter powers devices. Bo has also fitted a 95L Gecko ice-making fridge (eliminating the need for a fridge slide), a full slide-out pantry, and a slide-out prep table for the gas cooker.

The Raptor comes standard with trick Fox Racing live-valve shocks and coil springs on all four corners. These are electronically controlled 2.5-inch internal bypass shocks with in-cab mode selection. Ford’s petrol-fed EcoBoost V6 twin-turbo powerplant provides the grunt up front, driving through a 10-speed automatic transmission. Fresh air comes from a Safari Armax snorkel piped into the Fabulous Fabrications twin foam-filter airbox. The standard exhaust is retained but complemented by a pair of bolt-on four-inch dual tailpipes. An initial tune yielded 480hp (up from 397hp standard) and 725Nm (up from 583Nm), with final fettling planned after a longer run-in period.

1

Rounding out the under-bonnet mods, Bo says: “I extended the breathers from the gearbox, front, centre and rear diffs, and the winch to just under the bonnet line. For the other small jobs I must thank a good friend, Tim Gunn (Sik Em Wrex Racing).”

Inside, Bo added a Stedi light switch pod above the central screen, which also provides an access point for his GME 370C UHF radio. Replacing the now redundant rear-vision mirror is a triple-camera system monitor. After taking the path less travelled and building such an outstanding tourer, Bo is in the final stages of his overall plan. Keep an eye out for his rig as he makes his way around the map – and if you can catch him, say g’day.

06: 80 Series LandCruiser 

No matter how many new vehicles hit the market, we’re always chasing something different – a rig built for us and no one else. One that stands apart from the crowd, tailored to our needs rather than the showroom spec.

Toyota’s 4×4 range is one of the biggest around – surely there’s something for everyone? Not for Graeme. He wanted something unique: the comfort of a wagon, the practicality of a ute, and the classic cool of a vintage 80 Series. Oh, and it had to have a V8 – not just any V8, but the twin-turbo diesel from the 200 Series LandCruiser.

Enter Off Track Concepts (OTC), who have been dropping 1VD V8s into 80 and 100 Series LandCruisers for years. “From the first time I contacted Hagen and said that I wanted a chopped 80 with extended chassis and a V8, he just said yes, he could do all that,” recalls Graeme.

The rear of the chassis was lopped off just ahead of the suspension arm mounts, allowing OTC to retain the factory Toyota geometry when the section was reattached 300mm further back. Up front, custom engine mounts were fabricated to house the Toyota V8, and the known weak point around the steering box was reinforced before the entire chassis was finished in two-pack black.

A donor 200 Series supplied many of the parts for the conversion, but the engine was a brand-new 1VD from Toyota, along with a new six-speed auto and a 79 Series transfer case. A pair of G Turbo Green Wheel turbos were bolted on, supported by a mix of 200 Series and custom-fabricated piping and ancillaries to fit the 90s-era engine bay. A set of +90 injectors and a custom ECU remap had the 1VD running sweet, laying down an impressive 1000Nm and 245kW at the tyres on the dyno.

The engine breathes through an OTC-fabricated airbox and snorkel, while Hagen also custom-built the dual three-inch stainless-steel exhaust. His handiwork continues with the shroud and twin fans mounted to the PWR intercooler. The 80 Series diffs have been refurbished with new bearings, seals, and hardware, including ARB Air Lockers front and rear.

1

Before the classic 80 Series body could be reunited with its stretched, repowered chassis, the rear section was chopped off behind the back doors. A custom one-piece panel and rear window were fabricated and fitted, converting it into a double-cab ute. OTC also grafted an onnet bulge and scoop onto the 80 Series skin to feed the intercooler.

ARB supplied the suspension, with a full OME BP-51 setup fitted, along with a twin air compressor neatly mounted in one of the under-tray toolboxes. The part-time 4×4 system keeps things simple, even when backed by a thoroughly modern drivetrain. Just because the OEMs didn’t build your dream rig doesn’t mean it can’t exist.

07: Ford Ranger

For Melbourne’s Arden Packeer, choosing the right 4×4 ute was all about selection. He test-drove as many models as he could before laying down his hard-earned cash.

“I looked at a bunch of different options and test drove a few – including the HiLux, 79 Series, D-MAX, and RAM – but kept coming back to the Ranger for its look and the comfort inside the cabin,” Arden told us. He took delivery of a shiny black 2024.5 Ranger Wildtrak V6 and set to work building it to suit his needs. “The original concept was to build a tough tourer – something capable as well as comfortable for a planned trip around Australia.”

The build has taken place in stages, with the first happening pre-registration with help from the Ford dealer. This included an ARB BP-51 suspension kit with a GVM upgrade to 3650kg and a set of 285/70R17 Mickey Thompson Baja Boss AT tyres wrapped around ROH Crawler wheels. A comprehensive kit of Hamer accessories went on, including an Atlas Plus bull bar, Nova rear bar, Hamer side steps and underbody protection, and to improve storage and carrying capacity, a Front Runner roof rack was fitted along with a tub-topping Utemaster Centurion canopy.

“I wanted to build something with a tub canopy as I didn’t like the look of the large tradie-style canopies, so it was a compromise between weight and capability. I didn’t want to compromise on quality.”

Stage two of the build was the fit-out of the canopy by BAW Automotive. There’s a 12-volt system with a custom 400Ah lithium battery. Redarc gear comprises a 3000W RS3 inverter, Alpha 100 BMS, 1280 TVMS with a pair of RedVision screens (one in the canopy and one inside the ute), plus 400W of solar panels mounted on top of the Streamline rooftop tent, which sits on a Utemaster rack.

Drawing on all that power are a 60-litre Engel fridge, a coffee machine, a microwave oven, an induction cooktop, and a Jolica hot water system. Lighting is fitted above and below the Ranger, with Lazer ditch lights, rack lights, and a light bar. There’s also a Brown Davis 145L replacement fuel tank, Safari Airmax snorkel, Manta 3-inch exhaust, ARB Air Locker up front to complement the factory rear locker, an ARB air compressor, and a Darche 270° awning.

1

The steering wheel is a custom-made unit with Raptor-style paddle shifters for easier control of the 10-speed auto. Ahead of it sits a Raptor-style dash cluster with additional functionality and modes unlocked using Forscan. Other interior additions include switch and Molle panels, a GME UHF radio, and an EVC throttle controller. The V6 diesel and 10-speed auto remain some of the only stock components left on Arden’s Ranger. Arden admits he’d like to fit a set of 35-inch tyres, have it engineered to suit, and see how that affects performance.

Arden has been testing the Ranger’s capabilities in the Vic High Country. “I’ve done Billy Goats, Blue Rag, and Crooked River, but my favourite was the Buffalo Ranges track up to Mt Murray. Similar views to Blue Rag, but one of the longer ridgeline drives in the High Country.”

08: 300 Series LandCruiser 

One of the many great things about Toyota LandCruisers is that no sooner than a new one hits the market, LC enthusiasts will be modifying them and making them their own.

That wasn’t quite the case for Bruce Stewart, the owner of this GR Sport. He’d come from 20 years of driving dual-cab utes but grew up travelling in LandCruisers. “I grew up camping and off-roading with my family in my old man’s 55 and 60 Series LandCruisers, which led me to always want one myself,” Bruce told us.

Bruce went for the most capable LandCruiser in the 300 Series range, with the GR Sport offering triple-locking diffs and the added articulation of the clever e-KDSS suspension. Starting with a vehicle that is arguably the pinnacle of 4×4 wagons available today, Bruce wasn’t about to fit any second-rate products to his Cruiser. There’s an ARB bullbar with side rails and sliders, with a 12,000lb Warn EVO winch nestled within the bullbar, while a pair of Supernova Infinite 8.5 LED driving lights sit up top along with a GME UHF antenna.

Underbody protection comes from Custom Offroad, with a four-piece set protecting the radiator, sump, transmission, and transfer case. A rear bar from The Cruiser Company not only protects the lower parts of the rear quarters but provides a mount to carry the 35-inch spare. On the other side of the rear bar is a storage box. The GR Sport has plenty of cargo space, which Bruce has filled with a drawer system from Beast Tourers. To the side of the drawers sits a Dometic CFX 95L fridge on an MSA 4X4 slide, while above there’s a small oven to heat those tasty treats on the road.

Up top, an ARB Base Rack carries a 150W solar panel, a Darche 180° awning, TREDS recovery boards, and still leaves room for more gear. An ARB air compressor is mounted in the engine bay, out of the way, sharing space with a pair of Deep Cycle Systems 90Ah lithium batteries controlled by a Victron management system.

The twin-turbo V6 diesel benefits from a Just Autos Stage 3 multi-mapping tune with an extra front-mount heat exchanger, Safari intake snorkel, and three-inch Manta stainless-steel exhaust system. The custom tune proved positive, with the big Cruiser spinning the rollers up to 745Nm between 3100 and 3400rpm, measured on the 35-inch Nittos.

1

There’s no doubt there’s a lot of gear in the Cruiser, but Bruce planned ahead by fitting a JMACX 4200kg GVM upgrade using a replacement rear axle housing manufactured by JMACX, while JMACX Alpha struts support the front end with help from Blackhawk upper control arms.

Bruce has only fitted top-notch products to his Cruiser, but he also worked with the right people to get the best advice and work done on his rig. These include Paul at Outback 4WD, Mark at Mountain District 4×4, and Troy at Beast Tourers. He also thanks his team at LGPM Process Innovation for their help and input. “There isn’t much more I want to mod on it,” he says, “although a chop in future could be on the cards.”

09: VW Amarok

Ken Miller has a thing for Amaroks, having owned six of them, and that enthusiasm hasn’t slowed despite the change of base vehicle. When it came time to replace his old stretched build, he went for a V6 diesel-powered PanAmericana model.

“I don’t like being like everybody else,” Ken told us when we asked why another Amarok and not a Ranger. “You really can’t go past the tech and comfort of a European-based vehicle. The fuel economy and reliability are second to none, as are their capability and price.”

Ken has upped the ante with his own take on the latest VW, adding plenty of personal touches and modifications. Step one was to get the vehicle over to Limitless Chassis, where it was cut and had an extra 300mm welded in between the front and rear axles. Carrying the load is a replacement suspension kit from Outback Armour, providing an extra 50mm of ground clearance and adjustable ride control, while Airbag Man airbags assist at the rear axle.

Concept Canopies built the custom tray and canopy for the project, which Ken then kitted out to his needs. The tray features underside toolboxes, an 80-litre water tank, and a rear trundle drawer, while the custom-size canopy houses an 85-litre upright fridge, microwave oven, pantry, and induction cooktop – all the gear Ken needs to be self-sufficient on trips away from home. Power for the canopy accessories comes from a pair of 100Ah lithium batteries, charged via an Enderdrive DC-DC system and feeding a 3000W inverter.

The Amarok’s drivetrain remains standard, with VW’s 3.0-litre V6 diesel backed by a 10-speed automatic transmission and full-time dual-range 4×4. Ken has added an EVC throttle controller, allowing him to sharpen the response for performance or soften it for low-speed, rough-track driving.

Up front, the Amarok wears a Rhino bumper with underbody protection, housing a 12,000lb Carbon winch and an Ultravision 22-inch LED lightbar. Conventional rock sliders have been replaced with powered drop-down side steps from Off Road Industries. Further auxiliary lighting includes a 40-inch Stedi lightbar mounted on the Front Runner roof rack, along with Stedi camp lights. The rack also carries Front Runner surfboard mounts – essential for Ken’s Sunshine Coast lifestyle – plus shovel mounts and storage boxes, all from Front Runner.

1

The rooftop tent and 180° awning mounted on the rack are both from CSS. The Maxtrax on the rack are another essential piece of kit for a 4×4 that spends plenty of time on the beach, while a Sherpa Big Air compressor handles re-inflating the 295/70 Toyos on Method Race Wheels.

While it might look like Ken has created the ultimate Amarok for his bush and beach off-road adventures, he tells us there’s already a new project on the boil – and this VW Amarok is up for sale. It’ll be interesting to see what he comes up with to top this tourer.

10: Prado Altitude

When you’ve owned more than 50 four-wheel drives in a relatively short life, you’re kind of justified in carrying the Mr 4WD tag on your number plates.

While Nick Walford’s 250 Series Toyota Prado wears an extra ‘D’ on the end of the title, you can rest assured that the MR4WD plates are bolted to one of his other Cruisers. Nick chose the Prado Altitude as it represents the most off-road focused model in the range, thanks to its Multi-Terrain modes, rear locking diff, and disconnecting front sway bar. It also comes in this retro blue-and-white livery. Nick’s Ningaloo Blue Prado wasn’t going to stay stock for long and was soon wearing a replacement rear bar with wheel carrier from The Cruiser Company.

The bullbar you see on the vehicle in these photos is also from TCC, and by the time you’re reading this, TCC rock sliders should be fitted as well. The bullbar has provisions for a winch, lights, and antenna mounting, while being airbag compatible. Nick has fitted a set of Bushranger VCT driving lights to the Prado’s bar, and there’s a Bushranger winch on the way soon.

The Prado rides on the latest Alpha suspension system from JMACX. The kit includes 2.5-inch bore remote reservoir adjustable shock absorbers, coils to suit the Prado’s weight, Blackhawk replacement upper control arms, an adjustable Panhard rod, and extended rear sway bar links. The roof rack is the Rhino Recon Rack developed specifically for the 250 Series Prado, and mounted to it is an Alu-Cab rooftop tent.

While Nick has a collection of 4x4s, they are not just for show. He tells us that his favourite place to get off-road is K’gari, and the Prado had already done a trip up to the SEQ islands before it was kitted out. The day after our photo shoot in Victoria, he was driving it back to Queensland for the Brisbane 4×4 show, and then back across to the islands for some more time in the big sandpit.

1

Nick commented on the performance of the Alpha suspension when driving on the beaches, saying, “It feels like you are driving a Trophy Truck! It’s fully adjustable, so I can dial it in for comfort, but it’s right at home on the beaches.”

There’s more to come for Nick’s Altitude. When he stops for a minute, there’s the aforementioned winch and awning to be fitted, and he hasn’t even started on the inside yet, where a set of storage drawers and a fridge will soon find a home. If you want to keep up with the build, Nick’s travels, and check out some of the other rigs in his shed, see his Instagram at mr_4wd.

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

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

Typical components of a conversion include:

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

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

Why do a rear end coil conversion?

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

1

Important considerations

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

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

Superior Engineering’s premium coil conversion kits

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

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

Some standout features of Superior’s engineering approach include:

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

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

Superior Engineering has coil conversion kits for:

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

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

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

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

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

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

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

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

JUMP AHEAD

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

1

GWM Cannon XSR

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

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

1

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

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

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

1

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

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

Isuzu D-MAX X-Rider

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

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

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

1

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

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

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

1

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

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

Ownership

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

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

Verdict

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

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

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

46

Specs

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

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

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

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

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

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

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

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

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

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

1

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

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

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

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

10

Power and performance

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

Performance and chassis upgrades

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

Carbon fibre and exterior enhancements

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

Lighting and bumpers

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

Interior

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

Functional and utility features

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

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

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

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

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

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

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

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

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

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

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

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

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

1. Driving the middle of a narrow track

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

2. Not airing down tyres

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

3. Spinning wheels unnecessarily

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

4. Leaving rubbish behind

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

5. Driving with every light bar blazing

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

6. Blocking tracks while airing up or down

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

7. Refusing to reverse

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

8. Overloading the vehicle

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

9. Ignoring basic recovery etiquette

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

10. Treating public tracks like a racetrack

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

Special mentions

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

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

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

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

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

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

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

1

Suspension tuning

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

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

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

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

1

Grade-specific tuning

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

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

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

15

Off-road geometry and towing

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

Pricing

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

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

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

1

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

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

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

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

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

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

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

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

Part 1: From the showroom to the tracks

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

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

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

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

1

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

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

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

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

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

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

14

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

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

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

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

Part 2: Mods tested in the Vic High Country

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

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

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

1

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

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

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

16

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

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

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