Following the launch of the Express Black Edition earlier this year, Ram has expanded its full-size ute line-up with another blacked-out variant, the 1500 Laramie Night Edition.

Much like the Express, but this time based on the 1500 Laramie, the Night Edition gains a ‘power bulge’ Sports Performance Hood, black grille, black badging, black mirror caps, black door handles and 22-inch alloy wheels wrapped in 285/45/22 tyres.

“The Laramie is one of the most popular variants in the Ram 1500 line-up and the new Night Edition is expected to broaden its appeal even further,” said Jeff Barber, General Manager of Ram Trucks Australia.

“We know there are customers who prefer the design of the Sports Performance Hood and black highlights instead of chrome, and the Laramie Night Edition delivers those enhancements as well as a long list of luxury features.”

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Power comes from Ram’s twin-turbo 3.0-litre inline six-cylinder Hurricane petrol engine, producing 313kW at 5200rpm and 635Nm at 3500rpm. It is paired with an eight-speed automatic transmission and on-demand four-wheel drive.

The Ram 1500 Laramie Night Edition has a 98-litre fuel tank and is rated to tow up to 4500kg when using a 70mm tow ball, or 3500kg with a 50mm tow ball. Payload is rated at 799kg, with a maximum combined tub and towball load of 470kg. The Ram 1500 carries a gross vehicle mass (GVM) of 3505kg and gross combination mass (GCM) of 7711kg.

It is available in three exterior colours: Bright White, Diamond Black and Granite Crystal, with the latter two adding $950 to the purchase price.

Inside, the Laramie Night Edition carries over a high level of standard equipment, including a panoramic sunroof, 19-speaker Harman Kardon audio system, heated and ventilated front seats, leather upholstery, a 14.4-inch infotainment screen and 12-inch digital instrument cluster. For owners using their Ram 1500 for towing or touring, the Night Edition also includes a tri-fold tub cover, spray-on bed liner, power tailgate and Ram Box storage integrated into the rear fenders. LED headlights are also standard as part of the Night Edition package.

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The MY26 Ram 1500 Laramie Night Edition is priced from $141,950 plus on-road costs. It is due in Australian showrooms this month.

The Laramie Night Edition follows the launch of the Ram 1500 Express Black Edition earlier this year, which became the entry point to Ram’s full-size ute range.

Priced from $109,950 plus on-road costs, the Express Black Edition features its own blacked-out styling package, including a dark grille, badges, mirrors, door handles, side steps and 20-inch alloy wheels, along with a sports bonnet and LED lighting. It misses some of the premium equipment found on higher-spec variants, but retains the Ram 1500’s 4500kg braked towing capacity and offers a 1014kg payload.

Night Edition features

• Sports Performance Hood
• Black grille
• Black badging
• Black side mirror caps
• Black door handles
• Black exhaust tips
• Power-operated retractable side steps
• Black 22-inch wheels
• Body-coloured bumpers
• Spray-in bed liner
• Power tailgate (up and down)
• ‘Kick down’ bed step on passenger side
• Power operated sliding rear window port
• Tinted rear windows
• LED headlights and fog lights
• Cargo area light
• Tri-fold tonneau cover
• ‘Ram Box’ storage compartments in rear fenders
• Leather trimmed upholstery
• Heated and ventilated seats
• Panoramic sunroof
• Black interior highlights
• Large centre console with internal sliding tray
• 14.4-inch infotainment screen
• 12-inch digital instrument display
• Wired and wireless Apple CarPlay and Android Auto
• 19-speaker Harmon Kardon audio
• Sensor key with push button start
• Remote engine start
• Gear selector dial
• Electric park brake
• Rear underfloor covered storage pockets x 2
• Storage space under the rear seats
• Adaptive cruise control
• Forward collision alert with AEB
• Lane-keeping assistance 
• Blind spot monitoring
• Rear cross-traffic alert
• Front and rear parking sensors
• Rear view camera
• Tow bar assembly
• Trailer wiring harness
• Trailer brake control

RRP pricing (July 2026)

• Ram 1500 Express Black Edition: From $109,950 (plus on-road costs)
• Ram 1500 Rebel: From $139,950 (drive-away until 30 Sept 2026, while stock lasts)
• Ram 1500 Laramie Sport: From $139,950 (drive-away until 30 Sept 2026, while stock lasts)
• Ram 1500 Laramie Night Edition: From $141,950 (plus on-road costs)
• Ram 1500 Limited: From $159,950 (plus on-road costs)
• Ram 2500 HD Laramie: From $172,950 (plus on-road costs)
• Ram 3500 HD Laramie: From $177,950 (plus on-road costs)

MSA 4×4 changed the game for towing mirrors when it launched its towing mirrors several years ago, and since then it has made them available for all popular current 4×4 models.

The Queensland-based company’s design eliminates the need for temporary clip-on mirrors, providing a factory-style solution that works whether towing or not. 

When tucked into their standard non-towing position, the MSA mirrors (↗) look just like regular OEM products. If your vehicle has indicators in the housings, blind-spot indicators, heated mirror glass or surround-view cameras hidden inside, the MSA replacements will generally retain all of those functions.

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We’ve found the glass quality in the MSA mirrors can be better than what the vehicle came with from the factory, giving you a better view of what’s behind you.

The mirrors get clever when you need a broader view of what’s behind. If you only need a small increase in rear view, you can simply rotate the rectangular mirror head for extra width.

Want more? Just slide the mirror out on the arms for full rear viewing, and again you have the choice of having the mirror head vertical or horizontal, whichever suits your driving or what you might be towing.

A closer look

MSA 4×4 towing mirrors (↗) are designed as a full replacement for the factory mirror assembly, with a patented, ADR-compliant design engineered specifically for Australian towing conditions. Unlike clip-on mirrors, the MSA units integrate with the vehicle while providing additional viewing width when required.

The mirrors feature four different driving positions, with the large single mirror lens mounted on a heavy-duty extension slide and pivot mechanism. When towing, the mirror can be extended outwards to provide a wider field of view, then returned to the standard position when not towing. The mirror head can also be adjusted vertically or horizontally to suit different vehicles, trailers and driver preferences.

Construction uses injection-moulded and die-cast aluminium components for strength and durability, while the pivot design allows the mirrors to fold inwards or outwards if required. Depending on the vehicle application, MSA 4×4 towing mirrors are available with features including electric adjustment, heated glass, indicators, blind-spot monitoring compatibility, camera provisions and power-fold functionality to match the original vehicle specification.

All MSA 4X4 towing mirrors (↗) are backed by a five-year warranty.

A stolen Toyota LandCruiser valued at around $200K is among 25 vehicles recovered during a Victoria Police crackdown on cloned and stolen number plates, with the operation also resulting in 79 arrests across Melbourne’s southeast.

The LandCruiser was one of the highest-value vehicles seized by the Frankston Crime Investigation Unit’s Targeted Enforcement Crew (TEC), which was established at the end of March to target offenders using cloned registration plates to disguise stolen vehicles and avoid detection.

While cloned number plates are often associated with avoiding fines or toll charges, police say they are also used to conceal stolen vehicles involved in more serious offending. Investigators say cloned plates are commonly fitted to stolen vehicles that match the make, model and colour of the legitimate car, helping them avoid attention. The plates are also regularly swapped between vehicles being used by organised criminal groups.

The operation has uncovered 25 vehicles believed to have been stolen from across Melbourne, with a combined estimated value of around $1 million. The vehicles have since been returned to their rightful owners.

Alongside the LandCruiser, police recovered an Audi A5, a Nissan Patrol and two Toyota HiLux utes, each valued at around $70,000. The remaining vehicles were valued between $10,000 and $50,000. Officers also seized almost 32 pairs of cloned registration plates from properties in Baxter, Carrum Downs, Dandenong, Frankston, Frankston North, Langwarrin and Lynbrook.

Frankston Investigation and Response Inspector Melissa Nixon said vehicle owners can take simple steps to reduce the risk of having their number plates cloned.

“Having your number plates cloned is not only an inconvenience, but it can also be costly to have them replaced. However, there are a few simple measures owners can take to lessen their chances of falling victim,” Nixon said.

“We strongly advise anyone who is trying to sell a car or posting images of their car online to blur the number plate, to avoid falling victim to anyone scanning social media for registration plates to clone.

“You can also install anti-theft screws which make it very hard for thieves to steal your plates quickly and without damaging them. These are free at police stations or available for a small price at hardware stores.”

Since the operation began in March, police have arrested 79 people as they continue targeting vehicle theft and the use of fraudulent number plates across Melbourne’s southeast.

When people start building a touring rig, the focus usually lands on suspension, tyres, power systems and recovery gear. But one of the most important parts of any long-range setup is often overlooked: water storage.

Because once you leave towns behind, water quickly becomes more important than almost anything else you carry. Whether it’s drinking water, cooking, washing up or a quick camp shower after a dusty day on the tracks, having a reliable water setup can make remote travel far easier and far more comfortable.

The good news is there are now more options than ever for fitting 4WD water tanks into modern touring setups, from compact cabin-mounted systems through to larger underbody tanks and modular canopy setups. These systems are designed to make water storage safer, cleaner and far more practical than loose containers or jerry cans.

Products like the Tuff Terrain Spare Wheel Water Tank 62L (↗) and modular Outback Explorer water storage solutions (↗) are helping modern tourers maximise unused space while carrying more water safely for off-grid travel.

JUMP AHEAD

• Why a proper 4WD water tank setup matters
• How much water do you need for 4WD touring?
• Types of 4WD water tanks for touring setups
• What to look for in a 4WD water tank
• What about grey and waste water systems?
• Weight matters more than most people think
• Caravan and camper trailer setups
• Why a water tank can be essential
• Upcoming 35L Tuff Terrain Spare Wheel Water Tank
• FAQs

Why a proper 4WD water tank setup matters

Portable jerry cans still work, but dedicated water tanks offer a far cleaner and more practical solution for touring vehicles, especially once you start travelling longer distances or spending multiple nights off-grid.

A properly mounted tank doesn’t just store water, it changes how usable your setup is day to day. Instead of lifting heavy containers in and out of the vehicle, you get a fixed system that’s always ready to use, often with taps or pumps integrated directly into your setup. A properly installed tank:
• Keeps weight lower in the vehicle, improving handling on rough tracks
• Frees up valuable storage space in canopies or cabins
• Makes water access quicker and more convenient at camp
• Reduces movement and noise over corrugated roads

For longer trips, the biggest advantage is reliability. Water becomes a constant requirement in remote travel, and a fixed system ensures you’re not constantly managing loose containers or worrying about leaks and spillage.

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How much water do you need for 4WD touring?

Water requirements vary significantly depending on trip length, climate and how self-sufficient you want to be.

In cooler conditions with minimal cooking, usage can be relatively low. In hot or remote environments, consumption increases quickly, especially if you’re washing up, showering or staying off-grid for extended periods. Most touring setups use water for:
• Drinking and hydration
• Cooking and food preparation
• Washing dishes and utensils
• Basic hygiene and cleaning

As a general baseline, 3 to 5 litres per person per day is considered the minimum for drinking and cooking only. However, once you factor in washing and comfort, real-world usage often sits closer to 5 to 10 litres per person per day. This is why 4WD touring water tanks typically fall into a few common ranges:
• 20 to 60L compact systems for weekend trips or solo touring
• 60 to 80L setups for mixed use and short off-grid stays
• 80 to 120L+ systems for extended remote travel or family touring

The right capacity comes down to balancing water independence with payload limits and available storage space in your build, whether it be underbody, portable or modular.

Types of 4WD water tanks for touring setups

Modern touring setups use a range of tank styles depending on layout, space and intended use. Each design solves a different storage challenge, and many builds use a combination of systems rather than a single tank.

Footwell water tanks (cabin-mounted storage)

Footwell water tanks are designed to fit into unused cabin space, typically behind seats or in rear footwells. They have become especially popular in dual-cab touring setups where canopy space is already heavily used for drawers, fridges and gear storage. Compact solutions like the Tuff Terrain Poly Footwell Water Tank (↗) are increasingly used in dual-cab touring builds where every bit of canopy and drawer space counts.

Because they sit inside the cabin, these tanks are protected from external damage and temperature extremes. They also help centralise weight in the vehicle, which can improve balance on uneven terrain and reduce load on suspension components. They are best suited to weekend touring setups, compact dual-cab builds, and vehicles where canopy space is limited or fully utilised.

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Underbody water tanks (long-range touring setups)

Underbody water tanks are mounted beneath the tray or chassis rails, allowing you to carry larger volumes without sacrificing internal storage space. This makes them particularly popular in long-range touring builds where space efficiency is critical.

These systems are often used in tray-back 4WDs, canopy builds and camper trailers where maximising usable storage above is a priority. The biggest advantage is capacity, you can carry significantly more water without affecting cabin or canopy layout. Underbody systems are particularly effective when paired with larger touring setups, while space-saving designs like the Tuff Terrain Spare Wheel Water Tank 62L (↗) utilise otherwise wasted spare wheel cavity space for high-capacity water storage.

However, because they are exposed, they must be properly mounted and protected. On rough tracks, they are subject to rocks, debris and impact, so build quality and installation are critical.

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Vertical and modular water tank systems (canopy setups)

Vertical and modular tanks are designed to fit into tight or custom canopy layouts where space is limited or irregular. These systems are increasingly common in modern touring builds because they allow owners to tailor water capacity around their gear setup.

Modular systems are particularly useful because they can be expanded or reconfigured over time. This makes them ideal for evolving builds where storage needs change as trips become longer or more remote. Space-efficient designs like the Tuff Terrain 45L Vertical & Flat Water Tank (↗) and Tuff Terrain 42L Vertical Mount Tank (↗) are designed for tight canopy and tray setups, helping maximise usable storage space while still carrying practical water capacity for touring and camping.

These systems can also be paired with optional pump kits for easier pressurised water access at camp, making them ideal for washing up, showers and general off-grid use. Outback Explorer pump kits (↗) are also commonly used in touring setups for similar applications. They also help distribute weight more evenly throughout the canopy, rather than concentrating it in a single area.

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What to look for in a 4WD water tank

Choosing the right water tank is about more than just size, it’s about durability, compatibility and long-term reliability in off-road conditions.

Food-grade material quality: Most quality touring water tanks use food-grade polyethylene designed for potable water storage. This is essential for maintaining water safety over long periods, especially in warm conditions where lower-quality plastics can affect taste or encourage algae growth. Good-quality materials also improve resistance to cracking, UV exposure and long-term wear, which is important in vehicles exposed to constant movement and vibration.

Mounting strength and off-road durability: Water weight increases quickly, and a full tank places consistent load on mounting points. This is especially important on corrugated roads where vibration is constant. Because 1L of water equals approximately 1kg, even a mid-sized tank can add significant weight once filled. Poor mounting systems often fail not from static load, but from repeated vibration over time. Secure mounting and proper bracing are essential to ensure the tank remains stable and safe under off-road conditions.

Shape and space efficiency: Efficient tank design plays a major role in modern 4WD builds. Instead of using generic rectangular tanks, many setups now rely on purpose-shaped designs that fit into unused or awkward spaces. This includes footwells, wheel arches and vertical canopy gaps that would otherwise go unused. These designs help maximise water capacity without compromising storage for other essential touring gear.

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Water pumps, fittings and touring accessories: Once a water tank is installed, additional components can significantly improve usability and convenience at camp.

12V water pumps: A 12V pump allows for pressurised water delivery, making tasks like washing dishes, filling bottles or running camp showers far easier. Instead of relying on gravity-fed systems, pressurised setups provide consistent flow similar to household taps. This is now a standard upgrade in many touring builds because it dramatically improves usability without adding much complexity. Reliable pump systems such as the Outback Explorer 12V Water Pump (↗) are commonly used in touring and caravan setups to provide consistent pressurised water flow for camp kitchens, showers and general use.

Quick-connect fittings and hose systems: Quick-connect systems simplify water transfer between tanks, jerry cans or external sources. This becomes especially useful on longer trips where refilling is frequent and efficiency matters. They also reduce mess and spillage, which is a common issue when handling water in remote or uneven terrain. Pairing tanks with quality hose kits, quick-connect fittings and portable pumps can make refilling and camp setup significantly faster, especially on extended remote trips.

Tank level monitoring: Water levels are difficult to estimate accurately, especially in opaque tanks or modular systems. Simple gauges or digital monitoring systems provide real-time feedback, helping avoid unexpected shortages. This is particularly important in remote areas where water access is limited or unreliable.

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What about grey and waste water systems?

Grey water refers to wastewater from sinks, showers and washing up, while black water comes from toilets in camper trailers and caravans.

In most 4WD touring setups, grey water management is the more relevant consideration, especially when camping in areas with strict environmental rules or sensitive ecosystems. Simple diversion systems can route sink or camp kitchen runoff into a dedicated container, allowing it to be disposed of responsibly at approved dump points.

More advanced setups integrate underbody grey water tanks that store waste temporarily while travelling. Black water systems are typically only found in caravans and camper trailers, where sealed holding tanks and regulated disposal points are required.

Weight matters more than most people think in touring setups

Water is one of the heaviest consumables in any 4WD build, and its impact on vehicle dynamics is often underestimated.

When combined with other touring gear such as drawers, fridges, dual batteries, rooftop tents and recovery equipment, payload can be consumed quickly. Poor weight distribution can also affect handling, braking and suspension wear, especially on uneven or corrugated tracks. That’s why placement is just as important as capacity. Keeping water low and central helps maintain stability and reduces strain on the vehicle.

Caravan and camper trailer water tank setups

Water storage principles are similar in caravans and camper trailers, but capacity and usage patterns are often larger due to extended stays in one location.

Because caravans carry more overall weight, distribution becomes even more critical, particularly in relation to tow-ball load and axle balance. Most setups include combinations of:
• Fixed underbody tanks such as the Tuff Terrain Spare Wheel Water Tank 62L (↗)
• External fill points
• 12V pump systems
• Hot water systems for showers

Why a water tank is essential

A well-designed water system is one of the most underrated upgrades in any touring build. While it does not get the attention of suspension or tyres, it has a direct impact on how long and how comfortably you can travel off-grid.

Modern 4WD water tank systems make it far easier to carry enough clean water safely, without wasting valuable storage space or relying on loose containers. Whether it’s a compact footwell setup for weekend trips or a full underbody system for long-range touring, the right setup adds genuine independence once you leave sealed roads behind. When you’re days from the nearest town, reliable water storage stops being a convenience and becomes essential.

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35L Tuff Terrain Spare Wheel Water Tank

Coming soon and available now to pre-order, the 35L Tuff Terrain Underbody Spare Wheel Water Tank (↗) adds extra water capacity without taking up valuable canopy, tray or cabin space.

Designed to fit into the spare wheel location underneath the vehicle, it makes use of space that would otherwise go unused. Shaped like a spare wheel, the 35-litre tank is suited to touring rigs and vehicles running larger tyres where the factory spare no longer fits. Measuring 555mm x 555mm x 170mm and weighing just 6kg, it provides additional water storage without adding unnecessary bulk.

Made from food-grade polyethylene, the tank is built to handle off-road conditions with internally baffled construction to reduce water movement while driving. A stainless steel sleeve helps spread the load and keep the tank secure, while the included mounting options, inlet/outlet ports, pre-fitted stainless steel breather and rubber strips make installation straightforward.

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FAQs

What size 4WD water tank do I need for touring?
Most touring setups range from 20 to 40L for short trips up to 80 to 120L+ for extended remote travel, depending on occupants and usage.

Are 4WD water tanks better than jerry cans?
Yes. Tanks offer better weight distribution, easier access and improved storage efficiency compared to loose containers.

Where should I mount a water tank in a 4WD?
Common locations include underbody mounting, cabin footwells and inside canopy storage systems depending on vehicle layout.

Do I need a pump for a 4WD water tank?
Not always, but a 12V pump greatly improves usability for washing, drinking and camp showers.

Are underbody water tanks safe off-road?
Yes, provided they are properly mounted, reinforced and protected from impact and debris on rough terrain.

What is a spare wheel water tank?
A spare wheel water tank is a space-saving water storage solution designed to utilise the unused cavity inside a spare wheel location. Products like the Tuff Terrain 62L Spare Wheel Water Tank (↗) allow tourers to carry large water capacity without sacrificing valuable canopy or tray space.

Once we had the cargo tub of our HiLux buttoned up with the security and style of the Ironman Raid canopy, we were able to get started on making the load space usable and functional.

The problem with having a ute with a canopy on it can be accessing anything stored at the front end of the enclosed space. Yes, the side-opening canopy doors help, but there will inevitably be times when things get loose and end up lost at the far end of the tub, where access is near impossible for a full-sized human.

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MSA 4×4 storage drawers: Full-extension ute tub access

The key to accessing the full length of your ute tub or canopy without employing the services of an Asian cave-diver rescue crew is a set of quality cargo drawers.

There are plenty of drawer systems available, but you might be surprised to learn that most of them don’t extend all the way out to give you that full access. MSA 4×4’s Storage Drawers (↗) do just that, which is one of the reasons why we’ve been saying for years that they are the best-designed and most functional drawers on the market.

MSA drawers are made from lightweight aluminium and have some of the smoothest rollers I’ve ever felt. They have a clever detent in the fully extended position, so they won’t slide back in on you if the vehicle is on a slope, and a microswitch to illuminate the LED lights inside the drawer when it is opened.

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The drawers are lockable, covered in carpet and have machined alloy grab handles. Of course, they can be optioned with an MSA fridge slide on top, and there are provisions for attaching child restraints and seats, a cargo barrier and other accessories such as the power outlet end panel.

When bought as a model-specific kit like those fitted in our HiLux, they include side panels to meet up with the sides of the vehicle or ute tub. These spaces can be used for storage cubbyholes, air compressors or, as in the case of our fit-out, auxiliary batteries. We have two MSA battery boxes (↗) in our set-up and each has a Projecta lithium battery in it.

The MSA drawers do, in fact, roll out to their full length, so you can get to items in the far reaches of the drawer, and they are covered by a lifetime warranty from MSA.

One thing about the MSA Storage Drawers that goes unseen by most users is the fact they have been crash-tested to ensure their security in a vehicle accident. So not only are your possessions secured inside the drawers, but you can rest easy knowing the drawers themselves are secured as well.

The MSA Storage Drawers kit is available in 4×4 stores around the country (↗), so you should be able to source them locally.

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MSA 4×4 battery boxes add secure auxiliary power storage

As for those battery boxes, they are the large version of the MSA boxes, suitable to secure batteries up to N70 in size.

Made from 2mm powder-coated steel with an adjustable mounting plate and foam inserts to secure your battery, they are made to fit inside an MSA drawer or elsewhere. We have them stashed alongside the drawers in the space behind the wheel arches, where they are accessible by lifting out the infill panels.

The end panel of the battery box is drilled for mounting other accessories such as a DC-DC charger, air compressor or any other accessory that needs to be secured out of the way. It’s clever detail like this that shows MSA products are designed and made by people who use them, and who have the means to create quality solutions.

Pricing (RRP)

• MSA HiLux Storage Drawers kit (plus freight and installation) (↗): $3215
• MSA battery box (plus freight) (↗): $295

After a few hours battling the dusty tracks of the Darling River Run, I always enjoy pulling into Menindee and parking in front of one of my favourite outback haunts, Maidens Hotel (↗).

It’s the kind of pub every 4×4 tourer hopes to find but rarely does anymore – historic without trying too hard, rough around the edges in all the right ways and packed with enough country charm to make you instantly forget how much dust is in the back of your camper.

The first thing you notice is that it feels authentic. This is a genuine bush pub that has been serving locals, travellers and thirsty explorers since before Australia was even a country.

JUMP AHEAD

• The history of Maidens Hotel
• What to expect at Maidens Hotel
• Accommodation in Menindee 
• Pub meals at Maidens Hotel
• Beer, wine and takeaway drinks
• Explore Kinchega National Park and Menindee
• Why country pubs are worth the detour
• Why Maidens Hotel is worth the stop
• Frequently asked questions

The history of Maidens Hotel 

The history of Menindee runs deep. This is one of the oldest European settlements in inland Australia, and long before GPS units, rooftop tents and YouTube influencers, explorers were using the Darling River as their highway into the unknown.

Burke and Wills famously spent three nights here during their ill-fated expedition to the Gulf of Carpentaria. Imagine that for a moment. The same dusty country you’re driving through today once hosted one of the most famous expeditions in Australian history.

But the pub itself has an equally impressive backstory. The first European settlement here was undertaken by Tom Pain and his family, who built the Menindee Hotel in 1853. Today, known as Maidens Hotel, it’s reputed to be the second-oldest hotel still operating continuously in NSW.

That’s no small claim. Think about how many floods, droughts, dust storms and wild outback characters these walls would have seen over the years. The place feels like it has absorbed generations of stories, arguments, celebrations and probably a few questionable decisions after midnight. Which, to be fair, is exactly what a good country pub should do.

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What to expect at Maidens Hotel 

Rolling into Menindee feels like arriving in another era. The pace slows down immediately. Nobody seems in a rush, and the Darling River gives the whole town a calmness you don’t often find in the cities.

Maidens Hotel fits that atmosphere perfectly. Out front, it looks exactly how an outback pub should look – solid, welcoming and built for hard country. Inside, the public bar has that classic country pub energy, with locals leaning casually on the timber, chatting about river levels, road conditions and who got bogged where last weekend.

If you’re travelling solo, don’t be surprised if someone starts talking to you within five minutes. Country pubs still work differently from city bars. You’re not just another customer passing through. You’re part of the conversation.

And if you’ve just spent the day bouncing around Kinchega National Park or rattling across corrugated station tracks, that first icy beer lands like a religious experience.

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Accommodation in Menindee 

One of the best surprises at Maidens Hotel (↗) is the accommodation setup.

Character-filled stone rooms line a central courtyard, two of which were occupied by Burke and Wills. After a dusty day on the tracks, parking up, dropping your gear and walking 20 metres straight to the bar is dangerously convenient, something I experienced a few years ago.

The rooms are simple, comfortable and exactly what you need in the outback: clean beds, cold air conditioning and somewhere to recharge before heading back out to explore the region. The bathrooms are shared.

And that courtyard setup creates a really social atmosphere too. Travellers tend to gather outside in the evening, swapping road reports, fishing tips and exaggerated stories about how bad the corrugations were. Standard outback procedure, really.

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Pub meals at Maidens Hotel 

Country pubs live and die by the meals they put out and, thankfully, the cooks at Maidens Hotel understand exactly what hungry locals and travellers want. Big feeds. Not artisan share plates or tiny servings with sauce drizzled artistically across the plate, just proper pub meals.

The menu covers all the classics: steaks, schnitzels, seafood baskets and an extensive burger list. All the usual pub favourites, served in portions large enough to silence even the hungriest tourist. The kids are looked after with a decent choice on offer and, if you feel special, there’s a menu for that too. The steaks are the standout – cooked properly, generous in size and best washed down with something cold from the tap.

Beer, wine and takeaway drinks 

An outback pub is only as good as its cold beer, and Maidens Hotel doesn’t disappoint.

The tap lineup covers all the essentials, including XXXX Gold, Carlton Draught, Carlton Dry, Great Northern Super Crisp and Byron Bay Brewery Alcoholic Lemon Squash. In other words, enough variety to keep everyone happy without becoming one of those confusing city bars where you need a dictionary to order a beer.

There’s also a seriously solid takeaway selection if you’re camped nearby or heading back to the river for sunset drinks. The wine list deserves a mention, too, because Maidens Hotel proudly stocks cask wine. And honestly, seeing goon bags still alive and well in a historic outback pub somehow feels reassuring. Like Australia hasn’t completely lost its identity yet. Spirits cover all the expected favourites too – Bundy Rum, Jim Beam, vodka, gin and scotch for those wanting something stronger after a long day behind the wheel.

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Explore Kinchega National Park and Menindee 

The beauty of staying at Maidens Hotel is that it places you right in the middle of one of the most underrated outback touring regions in Australia. Most travellers know Menindee because of the lakes, but there’s far more to the area than water levels and fishing.

Kinchega National Park is the obvious starting point. Just outside town, it combines river red gums, historic pastoral ruins and classic Darling River scenery into one seriously photogenic destination. The old Kinchega Woolshed alone is worth the drive. Standing inside the massive timber structure, it’s easy to picture the scale of life out here during the wool boom years, when the Darling River was effectively the highway system of inland Australia.

The river itself is magic too, especially in the softer afternoon light when the gums reflect perfectly across the water and pelicans drift past like they own the place. Which they probably do. There’s excellent camping throughout the region, plenty of birdlife and enough dirt roads to keep any touring setup entertained for days. Just keep an eye on conditions, because when the outback decides to get wet, it doesn’t mess around.

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Why country pubs are worth the detour 

What makes Maidens Hotel special isn’t just the history, accommodation or cold beer. It’s the atmosphere.

Outback pubs like this are becoming increasingly rare – places where locals still gather daily, travellers are welcomed naturally and conversations happen without everyone staring at a phone screen every 30 seconds.

Sit in the beer garden long enough and you’ll hear everything from fishing reports to station gossip to debates about whether Toyota really peaked with the 80 Series. You’ll probably also hear someone say “she’ll be right” at least six times before dinner. And somehow, it all feels exactly as it should. For 4×4 travellers, pubs like Maidens Hotel become more than just somewhere to eat and sleep. They become markers in the journey. The places you remember long after the tracks blur together.

Years from now, you might forget exactly how many kilometres of corrugations sat between Wilcannia and Menindee, but you’ll remember the cold beer at Maidens Hotel, the stories at the bar and the feeling of finally rolling into town at sunset. That’s what good outback pubs do.

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Why Maidens Hotel is worth the stop 

If your idea of travel involves polished resorts, valet parking and cucumber-infused water, Maidens Hotel probably isn’t for you. But if you love Australian road trips, dusty sunsets, country hospitality and pubs with genuine soul, put Menindee on your map immediately.

Maidens Hotel captures everything people love about outback touring: history, characters, cold beer, hearty meals and the kind of relaxed atmosphere that makes you stay longer than planned. It’s a perfect base for exploring Kinchega National Park and the Darling River country, but even if you’re just passing through, it’s worth pulling up for a beer and a feed. Because some pubs are destinations in their own right. And Maidens Hotel is one of them.

Frequently asked questions

Q: Where is Maidens Hotel located?

A: Maidens Hotel is located at 124 Yartla Street, Menindee NSW 2879.

Q: What accommodation does Maidens Hotel offer?

A: Maidens Hotel offers character-filled stone rooms surrounding a central courtyard, providing comfortable outback pub-style accommodation. It’s a popular stop for caravanners and 4×4 travellers exploring the Darling River region.

Q: Is Maidens Hotel a good stop on the Darling River Run?

A: Yes. Maidens Hotel is a popular overnight stop for travellers tackling the Darling River Run, offering a place to relax with cold drinks, hearty meals and genuine country pub hospitality.

Q: What are the best things to do near Maidens Hotel?

A: The pub is ideally located close to Kinchega National Park and the Darling River, making it a great base for exploring the region’s historic sites, waterways and outback tracks.

Q: What beer is available at Maidens Hotel?

A: The pub serves a range of popular beers including XXXX Gold, Carlton Draught, Carlton Dry, Carlton Dry 3.5, Great Northern Super Crisp and Byron Bay Brewery Alcoholic Lemon Squash.

Q: What food does Maidens Hotel serve?

A: Maidens Hotel serves classic country pub meals, including big steaks, chicken schnitzels, seafood baskets, burgers and traditional counter meals.

Q: Why is Maidens Hotel worth visiting?

A: Maidens Hotel is one of the oldest continuously operating pubs in NSW and has strong links to Australia’s exploration history, with Burke and Wills staying in Menindee during their famous expedition. Today, it remains a must-stop for travellers seeking an authentic outback pub experience.

Q: How can I contact Maidens Hotel?

A: Maidens Hotel can be contacted on (08) 8091 3333 or via its Facebook page (↗)

Springs, lift kits and tyres tend to hog the conversation when owners start planning a suspension upgrade. 

Fair enough too, they’re the visible bits, the ones that change how the rig sits and looks. But shock absorbers deserve just as much thought, because they play a critical role in controlling suspension movement and how the vehicle behaves across different terrain. Get the shocks wrong and the rest of your suspension setup won’t deliver the performance you’re chasing. Every rig’s different, so why would the shocks be the same?

Here’s the thing that catches a lot of people out: A touring wagon loaded up for a lap of the country, a tradie’s ute copping abuse five days a week, a weekend track rig and a full-blown enduro build are all putting very different demands on their suspension. Chasing the biggest number on the box or the most expensive shock on the shelf doesn’t automatically get you the best result. It comes down to matching the shock to the vehicle, the setup and how you actually drive the thing.

This is where Superior Engineering (↗) has done its homework. Years of R&D combined with real-world testing has gone into building a range that covers everyone from someone bolting on their first lift kit through to the seasoned enduro racer. Twin Tube, Monotube, Remote Reservoir and fully adjustable options mean there’s a shock in there for pretty much every kind of 4WDer.

Why upgrade your shock absorbers?

Once you start adding touring equipment, accessories and extra load, you’re asking a suspension setup to handle demands beyond normal everyday driving. 

Upgraded shocks give you better control of suspension movement, which flows through to how the vehicle performs when the track gets rough. A correctly matched suspension setup can also contribute to improved driveline reliability by helping the vehicle perform as intended, rather than placing unnecessary demands on other components.

The trick is picking a shock that suits the job at hand. What you want for months of long-distance touring is a different animal to what you’d run in a dedicated comp rig, which is exactly why Superior Engineering doesn’t just offer one shock and call it a day.

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What makes a good 4WD shock absorber?

Price tag isn’t the measure of a quality shock absorber. The best shock for your rig is the one that’s actually matched to it and to what you’re going to do with it, not necessarily the most expensive option on the shelf.

Shock absorbers aren’t all the same either. Different vehicles require different valving and setups, which is why Superior Engineering develops its shocks with vehicle-specific valving. Rather than relying on a generic one-size-fits-all internal setup, each shock is tuned to suit the particular make and model it’s going on.

Another common misconception is that softer shocks automatically mean a more comfortable ride. In reality, comfort comes from having a suspension setup that is correctly matched to the vehicle and its intended use. Superior Engineering (↗) also focuses on quality components throughout the range, helping ensure its shocks are built to withstand the demands of 4WD use.

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Twin Tube Shock Absorbers

Twin Tube shock absorbers (↗) use a twin-cylinder design, with an inner working tube surrounded by an outer tube that acts as a reserve area for fluid displacement.

This design provides a practical balance of ride comfort, durability and suspension control, making Twin Tube shocks a popular choice for touring vehicles, daily-driven 4WDs and general off-road applications.

Because shock absorbers need to be matched to the vehicle they are fitted to, Superior Engineering develops its Twin Tube shocks with application-specific valving to suit different makes and models. This helps deliver predictable suspension performance across a range of driving conditions.

For many 4WDers, Twin Tube shocks provide the ideal balance of capability and value, improving suspension control without moving into a more specialised setup.

Monotube Shock Absorbers

Monotube shock absorbers (↗) use a single-cylinder design, separating the oil and gas chambers with a floating piston. This allows the shock to operate with a larger working area compared with many traditional twin-tube designs.

Superior Engineering’s Monotube shocks are designed for drivers who demand more from their suspension, including those tackling challenging terrain, carrying heavier loads or requiring increased suspension performance.

The Monotube range is also repairable, allowing components to be serviced and maintained over the life of the shock rather than requiring complete replacement. For serious 4WD enthusiasts, Monotube shocks provide a performance-focused option with the benefit of long-term serviceability.

Remote Reservoir Shock Absorbers

Shock absorbers generate heat as they control suspension movement, particularly when working continuously over corrugations, rough tracks or demanding terrain.

Remote Reservoir shock absorbers (↗) add an external oil reservoir, increasing the total oil volume available within the system. This additional volume helps manage heat build-up and reduces the risk of shock fade during prolonged use.

For touring vehicles travelling long distances, vehicles carrying additional loads, or 4WDs regularly exposed to demanding conditions, Remote Reservoir shocks provide a solution designed to maintain more consistent performance when the suspension is working hardest.

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3-Way Adjustable Shock Absorbers

Fixed-rate shock absorbers are designed around a specific balance of performance and comfort, but some drivers want more control over how their vehicle responds.

Superior Engineering’s 3-Way Adjustable shock absorbers (↗) allow users to adjust the shock settings to suit different terrain, driving styles and load requirements. This adjustability allows owners to fine-tune their suspension setup rather than relying on a single compromise setting. A vehicle used for daily driving, touring and off-road adventures can be adapted to suit each situation.

For enthusiasts who want maximum control over their suspension performance, adjustable shocks provide the flexibility to personalise the way their vehicle handles.

How to choose the right shock absorbers

Start with how you actually use your rig, not how you imagine you might use it one day.

The longest shock isn’t automatically the best shock, and the priciest one on the shelf doesn’t guarantee the best result either. Suspension is a system, and every part of it, shocks included, needs to work together rather than in isolation.

If you’re chasing long-distance touring capability, you want a setup that copes with varying loads and remote conditions. Tradies need something built for regular, consistent daily use. Weekend warriors are after more capability for their time in the bush, while hardcore off-roaders and enduro racers need a more specialised setup designed around demanding conditions.

Choosing the correct shock absorber comes down to matching the product to the vehicle and how it will actually be used.

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Superior Engineering shocks are built for every type of driver

There’s no single suspension setup that works perfectly for every vehicle or every driver. A tourer, a tradie’s ute and a comp rig all have different requirements, which is exactly why having options matters.

Through years of research and development, quality manufacturing and testing in real conditions, Superior Engineering (↗) has established itself as an industry leader in 4WD suspension. The company has built its reputation around developing suspension gear based on how 4WDs are actually used, creating solutions for enthusiasts across Australia and beyond.

Whether you’re after better touring capability, improved suspension performance, added adjustability or you’re building a rig ready for extreme terrain, getting your shock absorbers right is one of the smartest steps toward a genuinely capable 4WD.

The height gets the attention in the car park, but the shocks are what actually decide whether the trip goes to plan.

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Frequently Asked Questions

Q: Why should I upgrade my 4WD shock absorbers?

A: Upgraded shock absorbers help improve suspension control, particularly when carrying additional load or driving across challenging terrain. A correctly matched shock absorber setup helps your suspension perform as intended.

Q: What is the difference between Twin Tube, Monotube and Remote Reservoir shocks?

A: Twin Tube shocks provide a balance of performance, durability and comfort for a wide range of 4WD applications. Monotube shocks are a more performance-focused option for drivers who demand more from their suspension. Remote Reservoir shocks increase oil volume to help manage heat build-up and reduce the risk of shock fade during extended use.

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Q: Are more expensive shock absorbers always better?

A: Not necessarily. The best shock absorber is the one that is correctly matched to your vehicle, suspension setup and how you use your 4WD, rather than simply being the most expensive option available.

Q: How do I choose the right shock absorbers for my 4WD?

A: Start by considering how you use your vehicle. Touring vehicles, daily-driven 4WDs, work vehicles and hardcore off-road builds all place different demands on suspension, so the right shock absorber depends on your vehicle and intended application.

The Chevrolet Silverado 1500 has received a range of updates for MY26i, headlined by the move from NA to NB1 certification.

The change allows the Silverado 1500 to be approved with a higher Gross Vehicle Mass (GVM), increasing from 3300kg to 3505kg. Maximum payload rises from 748kg to 942kg for the Silverado 1500 LTZ Premium and from 713kg to 922kg for the Silverado 1500 ZR2.

The updated range enters local right-hand-drive re-manufacturing production from 1 August 2026, with both Silverado 1500 variants receiving a $1000 price increase.

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“Silverado has earned its place with customers by combining serious V8 performance, towing confidence, premium comfort and genuine off-road capability, and the MY26i update strengthens that formula again,” said Jess Bala, Managing Director, GM Australia & New Zealand.

The MY26i update also adds new standard black-out accessory content fitted during local right-hand-drive re-manufacturing. The Silverado 1500 LTZ Premium gains a Black Lettering Kit, black Chevrolet tailgate lettering, black front bow tie badge and black Z71 fender badges, while the Silverado 1500 ZR2 receives black Chevrolet tailgate lettering.

The Silverado 1500 LTZ Premium continues as the towing-focused model in the range, retaining its 6.2-litre V8 petrol engine and 10-speed automatic transmission, along with features including advanced trailering technology, Bose Premium Sound System, power sunroof and a premium interior.

For MY26i, the LTZ Premium’s suspension system has been revised, with the previous Z71 off-road suspension with Rancho shocks branding replaced by off-road suspension with twin-tube dampers.

The Silverado 1500 ZR2 continues to target buyers wanting greater off-road capability, retaining its ZR2 suspension package with lifted suspension, Multimatic DSSV dampers, front and rear electronic locking differentials, and 33-inch mud-terrain tyres.

Revised pricing for 2026

Toyota Australia has launched its first HiLux EV but, unlike the conventional internal-combustion-engined HiLux, the BEV version won’t be for everyone and certainly not for touring four-wheel drivers.

The HiLux Battery Electric Vehicle (BEV) costs more, carries less, tows less and has a lot less touring range than its ICE sibling. It will be available in three double-cab all-wheel drive models, with pricing as follows:

• SR double cab-chassis: $74,990
• SR double-cab pick-up: $76,490
• SR5 double-cab pick-up: $82,990

Premium paint is still a $675 option, but the colour palette is limited to two shades of white and one shade of grey. By comparison, a 4×4 SR double cab-chassis with the diesel engine, 48V mild-hybrid system and automatic transmission starts at $57,990, while the SR5 double-cab ute starts at $64,990.

JUMP AHEAD

• What features does it come with?
• On-road and off-road performance
• Who should buy it? 
• Verdict
• Specs

What features does it come with?

Driving range for pick-up versions of the HiLux BEV is 315km on the combined NEDC cycle, while the SR cab-chassis is rated at 245km. A tankful of diesel in an ICE-powered HiLux will get you close to 1000km of range in the right driving conditions.

Towing capacity of the HiLux BEV is limited to 2000kg, compared to 3500kg for a diesel HiLux, and towing anything close to capacity in the BEV will dramatically reduce driving range as well.

Officially, it should take 30 minutes to charge the 59.2kWh lithium-ion battery using a 150kW DC charger, or 6.5 hours on an AC charger. The battery powers a pair of electric motors, one for each axle, to give all-wheel drive. We won’t call it 4×4, as the axles are not connected by a driveshaft, so all four wheels are not driving the vehicle together as they would in an ICE-powered 4×4 HiLux.

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The BEV ’Lux uses brake-activated electronic traction control (ETC) to manage wheel slip off-road. The front motor makes a maximum of 82.2kW and 205.5Nm, while the rear motor offers 129.3kW and 268Nm. Maximum combined power output is 144kW.

The front end of the HiLux BEV features a similar suspension set-up to its diesel stablemate, but with the electric motor placed between the driveshafts, and heavier springs, shocks and stabiliser bars to cope with the added weight. The rear end is very different, with a De Dion-type transaxle mounted to the chassis and driveshafts extending out to the hubs, which are suspended on a heavy-duty De Dion crossmember and locating links.

Like the front axle, the rear drive relies on ETC to manage wheel slip when needed. A multi-terrain selector (MTS) offers Auto, Dirt, Sand, Mud, Mogul and Snow modes to tweak the ETC and other settings to best suit the road conditions and aid progress.

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Inside, the HiLux BEV is much like any other current HiLux, with the addition of a bespoke 12.3-inch digital instrument cluster with relevant gauges to monitor the driveline and battery, a new electronic shift lever for drive fore and aft, and, in the back of the console, a three-pin AC outlet to power small appliances via a 220V/1500W inverter.

We also noticed different internal grab handles compared with our own 2026 SR5; these sit snug against the roof, where they are less likely to bump your head when entering and exiting. No-one at the launch could tell us if these are unique to the BEV or a running change to HiLux after complaints of owners bumping their heads.

On-road and off-road performance

First impressions after driving the HiLux BEV are that it is quiet, as expected, and has plenty of poke from its electric powertrain.

It drives and steers like any other HiLux, although the rear suspension feels stiffer and was annoying on some rougher surfaces. When off-road, the suspension tended to toss the passengers around more than in an ICE-powered ’Lux; it would be interesting to see how it feels with 500kg in the tray.

The HiLux BEV performed well on a moderate off-road track, where that passenger tossing in the cabin was noticeable. The drive revealed the front tyres losing grip momentarily when climbing some steps, before the ETC could kick in and address the slip. You wouldn’t get this in a proper 4×4 system like that in the ICE-powered HiLux, where the axles are locked front to rear. It was more like driving a full-time 4×4 vehicle in unlocked mode.

The De Dion rear crossbeam sits low where your rear diff usually sits and was the first thing to scrape when dropping into a rocky creek bed.

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Who should buy it? 

Toyota Australia has had HiLux BEV prototypes running with big mining fleets in Western Australia for more than two years, and it’s big fleets like these that the vehicle is aimed at: companies with hundreds of vehicles on fleet, where replacing diesel-fuelled vehicles with EVs looks good for business.

If you already have EVs and the required charging facilities at hand, a HiLux BEV could work for you around town, on job sites or doing deliveries, provided the limited range isn’t an issue. After all, 250 to 300km is more than many drivers will cover around town in a day.

It’s a different story for touring four-wheel drivers, many of whom own and drive a HiLux, where you can cover that distance before sun-up and then twice as many kilometres again before setting up camp. A touring vehicle will also be loaded with gear and possibly towing, so that range will be greatly reduced. Finding charging facilities in the places a touring four-wheel driver travels will also be a lot more challenging.

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Verdict

We think Toyota has just dipped its toes in the water with the HiLux BEV, and there’s a lot more to come in the future as technology changes and the systems improve. 

Toyota makes a big deal about its multiple-energy offerings across its range of vehicles, which include petrol and diesel engines, PHEV, BEV and hydrogen powertrains, saying there is not a single answer to every application. It will be interesting to see how the technology progresses and what it holds for the four-wheel driver.

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Specs

Toyota’s LandCruiser has long been defined by its diesel powertrains, with the current 300 Series replacing the previous twin-turbo diesel V8 with a twin-turbo diesel V6.

However, the arrival of the Performance Hybrid introduces a very different take on the flagship 4×4 wagon. Unlike many hybrid systems designed primarily to reduce fuel consumption, Toyota has used the tech to boost performance. The result is the most powerful LandCruiser ever sold in Australia, combining a twin-turbo petrol V6 with electric assistance to produce a major increase in power and torque.

Available exclusively in the flagship GR Sport and Sahara ZX grades, the Performance Hybrid retains the LC300’s ladder-frame chassis, full-time four-wheel-drive system and 3500kg towing capability. So how does it compare against the proven V6 diesel?

JUMP AHEAD

• Power and performance
• Fuel efficiency
• Hybrid battery and packaging
• Towing, payload and weights
• Off-road capability
• Verdict
• FAQs

Power and performance

The biggest difference between the two LC300 powertrains is found under the bonnet.

The V6 diesel has been the backbone of the 300 Series range since launch, offering strong torque delivery and efficiency expected from a long-distance touring vehicle. The Performance Hybrid takes a different approach, using a twin-turbo petrol V6 paired with a single electric motor. 

The hybrid produces an extra 114kW of power and 90Nm of torque compared with the diesel, making it the most powerful LandCruiser ever offered in Australia.

It’s also the quickest ever. Toyota claims the Sahara ZX Performance Hybrid accelerates from 0-100km/h in 6.5 seconds, while the GR Sport takes 6.6 seconds. The V6 twin-turbo diesel is claimed to reach 100km/h in 6.9 seconds, which is around half a second slower.

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Performance hybrid, not economy hybrid

While the word “hybrid” often suggests improved fuel economy, the LC300 Performance Hybrid takes a different approach.

Rather than using electrification to reduce fuel consumption through a smaller engine and increased electric-only driving, Toyota has used the system to enhance performance.

The electric motor adds torque and improves response, helping the petrol V6 deliver a level of performance previously unavailable in a LandCruiser. The trade-off is fuel consumption. 

The diesel remains the more efficient option, with lower claimed fuel consumption and a larger fuel tank. So for remote touring, the diesel’s advantage becomes more significant, offering greater range between fuel stops.

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Hybrid battery and packaging

The Performance Hybrid adds an air-cooled 6.5Ah, 288V nickel-metal hydride battery pack beneath the rear luggage area.

The battery packaging raises the cargo floor slightly and means the hybrid is only available as a five-seat LC300. The diesel remains available in both five- and seven-seat configurations.

Towing, payload and weights

Despite the added hybrid hardware, the Performance Hybrid retains the same 3500kg braked towing capacity as the V6 twin-turbo diesel, making it equally capable on paper when it comes to hauling a large caravan or trailer.

The difference comes down to weight and payload. The Performance Hybrid has a 2715kg kerb weight and a 665kg payload, while the diesel range varies from 2495kg to 2630kg kerb weight and offers payload figures between 650kg and 785kg, depending on variant.

That means the hybrid carries more weight than the diesel, reducing its payload advantage compared with some diesel variants. For touring buyers carrying heavy accessories, passengers and recovery gear, the diesel’s broader payload range may offer more flexibility.

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Off-road capability

The Performance Hybrid retains the LandCruiser 300’s core off-road hardware, including Toyota’s TNGA-F ladder-frame platform, full-time four-wheel drive and dual-range transfer case.

Compared with the diesel, the main differences come down to packaging. The hybrid is only available as a five-seat model due to the battery placement beneath the rear luggage area, while diesel-powered LC300 variants are available with five or seven seats.

The Performance Hybrid also has 231mm of ground clearance, compared with 245mm for the V6 twin-turbo diesel, giving the diesel a small advantage for tackling rough terrain.

Beyond those differences, off-road capability is largely determined by the grade rather than the powertrain. The GR Sport remains the most off-road-focused LC300 variant, with features including front and rear locking differentials, E-KDSS suspension, 18-inch alloy wheels with 265/65R18 all-terrain tyres and a 31-degree approach angle.

The Sahara ZX takes a more luxury-focused approach, with 20-inch alloy wheels, 265/55R20 tyres, a Torsen rear differential and a 24-degree approach angle.

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Pricing

The Performance Hybrid sits at the top of the LandCruiser 300 range, available exclusively in the flagship GR Sport and Sahara ZX grades.

The GR Sport Performance Hybrid is priced from $156,060 plus on-road costs, while the Sahara ZX Performance Hybrid starts from $156,810 plus on-road costs. Compared with the equivalent V6 twin-turbo diesel models, the hybrid commands an $8900 premium in both grades.

For context, the V6 twin-turbo diesel range starts significantly lower, with the GX priced from $99,340, followed by the GXL at $111,820, VX at $123,510 and Sahara at $140,310.

The verdict

The Performance Hybrid changes the character of the LandCruiser 300.

Rather than focusing on fuel savings, Toyota has used electrification to unlock a level of performance never before seen in a LandCruiser. With 341kW and 790Nm on tap, the hybrid is significantly quicker and more powerful than the V6 diesel while retaining the same 3500kg towing capacity.

The trade-offs favour the diesel for long-distance touring: lower claimed fuel consumption, a larger fuel tank, greater ground clearance and broader seating availability.

For buyers wanting the fastest and most powerful LandCruiser ever built, the Performance Hybrid is the clear choice. It offers sports-car-like performance from a full-size 4×4 wagon without sacrificing towing ability or the LC300’s core off-road capability.

For those travelling long distances, towing caravans into remote areas or prioritising maximum range and practicality, the V6 diesel remains the more logical touring option.

The decision comes down to priorities: the Performance Hybrid brings unmatched performance, while the diesel continues to provide the attributes that have made the LandCruiser a touring icon.

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Frequently Asked Questions

Q: Is the LandCruiser 300 Performance Hybrid more powerful than the diesel?

A: Yes. The Performance Hybrid produces 341kW and 790Nm of combined system torque, compared with the diesel’s 227kW and 700Nm.

Q: Is the LandCruiser 300 hybrid more fuel efficient than the diesel?

A: No. The Performance Hybrid is rated at 10L/100km, while the V6 twin-turbo diesel is rated at 8.9L/100km. Toyota has designed the hybrid system to improve performance rather than maximise fuel economy.

Q: Does the LandCruiser 300 Performance Hybrid tow 3500kg?

A: Yes. Both the Performance Hybrid and V6 twin-turbo diesel retain a 3500kg towing capacity.

Q: Why is the hybrid LandCruiser only available with five seats?

A: The hybrid battery is mounted beneath the rear luggage area, which raises the cargo floor and limits the Performance Hybrid to a five-seat configuration.

Q: Which LandCruiser 300 is better for touring?

A: The V6 diesel remains the stronger choice for long-distance touring due to its lower fuel consumption, larger fuel tank and greater seating flexibility.

Q: Which LandCruiser 300 is better off-road?

A: Off-road capability depends heavily on the grade selected. The GR Sport version of either powertrain offers the most off-road-focused equipment, including front and rear locking differentials, E-KDSS suspension and 18-inch all-terrain tyres. The diesel also has an advantage in published ground clearance.

Q: Is the LandCruiser 300 Performance Hybrid an economy hybrid?

A: No. Toyota has used the hybrid system primarily to improve performance, adding electric assistance to the twin-turbo petrol V6 rather than focusing solely on reducing fuel consumption.