Cast your mind back 215 million years to the Triassic period, when volcanic activity was rampant, dinosaurs roamed the land and massive eruptions were helping to trigger mass extinction.

It was at this time that these forces started to shape Australia’s landscape, especially the breakup of supercontinents around the world. Kroombit Tops in central Queensland was one of the places shaped during this period. Today, it’s a geological marvel, where the foundation of the park is rooted in intense volcanic activity.

It all started with a massive circular caldera – the depression formed when a volcano erupts and collapses – roughly 40km across, which collapsed under its own weight. Over millions of years, the surrounding land eroded, but the combination of hard volcanic rock and durable sandstone capping resisted erosion, resulting in the high-altitude plateau that rises to 940m on Kroombit Tops.

Today, spectacular 100m-high sandstone cliffs mark the edge of the plateau and can be seen particularly along the north-east sections. Creeks have since cut into this landscape, creating deep, narrow and rugged gullies, allowing both dry woodland and rainforest to thrive in this unique cool-climate area.

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4×4 access to Kroombit Tops from Monto

It had been a few years since I was last at Kroombit, and I was keen to head back in, but from a different direction. Last time, I came in from the north along Tablelands Road, which is suitable for towing off-road trailers, but this time I wanted more of an adventure.

My starting point was the little town of Monto, on the southern side of Kroombit. Today, it’s busy with dairy farms, tourism and large mines extracting thermal coal deposits, but back in the late 1840s, gold was found and the town grew for many years. Gold was mined between the late 1860s and around 1925, and the area was run by successive madams who housed, fed and generally exploited the local miners. It was estimated that 1200 women operated in the area.

Around Monto today, there’s plenty to see and do, including visiting the Three Moons silo art just out of town, the heritage museum, which is jam-packed with local memorabilia, and following the interesting but quirky cow trail that leads you around town to various points of interest. The main street has an early-1900s feel to it, with heritage buildings, a cultural centre and street art along Lister Street.

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Heading to Kroombit from Monto, I wandered up Cania Road and turned off towards the locality of Moonford, an easy 67km away. Moohan Creek Road has directions towards the park and passes through cattle and cropping properties. There are a few gates, but just leave them as you find them.

It’s a beautiful 70km drive heading towards Kroombit, with plenty of little creek crossings and scenic views. During the dry there’s no need for 4×4, but that would change during the wet, with higher creek levels and muddy hill climbs. At the park entry, the road changes to Clewleys Gap Road and is recommended for high-clearance vehicles, as there are more serious steep sections, a few blind corners and it’s pretty rutty. Queensland Parks (↗) suggests this road is okay for off-road trailers, but nothing less capable.

At the top of the ridge along Clewleys Gap Road is a Kroombit Tops National Park information board with a stack of park info. It suggests taking a photo of the park’s 4×4 tracks, as there’s not much mobile reception at Kroombit.

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Kroombit Tops tracks, camping and lookouts

The next port of call, just up the track, is the Rainforest Walk.

This tiny pocket is very unexpected, and something you’d expect to see along the coastline rather than in a dry timber forest, but it all stems from volcanic activity millions of years ago that left behind rich red soil and an array of sub-rainforest trees, palms and ferns.

Another spot to stop at is the Kroombit Tops Lookout, where on a fine day you can see as far as Gladstone on the coast. There’s a toilet here, seating at the lookout and plenty of interpretive signs to explain how significant this area is. The lookout provides spectacular views into the eastern escarpment, looking over the Boyne Valley, and down below you can see ribbons of dark green rainforest among the paler eucalypt woodlands.

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The forests of Kroombit Tops are also the southernmost point where the rare and endangered Semon’s leaf-nosed bat is found. This little creature is only found from here north to the tip of Cape York. There are only four vehicle tracks through the park, and Tableland Road is the main access point, with the other tracks shooting off it. It’s also where you’ll find the Griffiths Creek day-use and camping area, just 11km from the lookout.

It’s a peaceful setting with huge grassy sites, fire rings, non-potable water taps and, surprisingly, a dump point for portable toilets. There are no toilets here – only back at the lookout – so either come prepared or it’s going to be a drive every day. The camping area is accessible from the north along Tableland Road from Calliope, if you’re here for the day or exploring in an SUV.

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Beautiful Betsy and the Bomber 4×4 Track

Apart from the amazing geology, most visitors come to Kroombit to visit Beautiful Betsy, a WWII Liberator bomber that crashed into a remote part of the park in 1945.

She was a B-24D heavy bomber that served just one mission into Timor in 1943, but suffered significant damage, only to be hit by a storm a year later before damaging her undercarriage on landing. Betsy was decommissioned, as the damage was too great to send her back into combat, and after being stripped of her wartime colours and interior, she was put back to work as a freight plane flying all over Australia, as well as being used as a parachute-jump training aircraft. The plane was named after the pilot’s beautiful wife, Betsy.

In 1945, she was on her last run from Darwin to Brisbane with six crew members and two passengers on board, never to be seen or heard from again for 49 years. It was only when a park ranger was back-burning in an isolated section of Kroombit that he spotted the wreckage.

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Notification was sent to America, and a team from Hawaii was sent out to comb the area for personal items, medals and skeletal remains. One of the two passengers on board was British Flight Officer Albert Cannon, who was finally on his way to Brisbane to marry his sweetheart. His best man, Flight Lieutenant John Cook, was also on board.

The plane never arrived and no-one knew anything for 49 years. There’s very limited information on what actually happened, but suggestions are that the plane may have been flying low under dense cloud or ran into trouble at daylight. Investigators found that no parachutes had been opened, the landing gear was still up and the plane hit the ridgeline mid-fuselage. The wings were snapped off and the four engines were found a hundred metres up into the bush with twisted props, indicating the plane was at full throttle.

The Bomber 4×4 Track takes you to The Wall carpark, and it’s from here that the 1.6km walking trail to the crash site begins. It’s a quiet place as you meander around the walking track, looking at pieces of the plane where they came to rest after breaking off during impact. There’s also a memorial plaque to the eight servicemen who passed away, just near the main fuselage.

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Razorback Track and 4×4 route to Biloela

Back out at the carpark, you can head out along the Bomber Track or tackle the Ridge Track, which is one-way only back out to Tableland Road. Rated as a moderate 15km track, it has steep drop-offs, rocky hill climbs and cliff-line views.

I decided to head east from Kroombit down the Razorback Track, which is for high-clearance 4x4s only and is closed during wet weather. It starts near Griffiths Creek camping area and travels for nearly 30km towards Biloela. Most of the track is a beautiful drive along the ridgelines, with stunning views back into the park, highlighting just how rugged and isolated it is. At certain points along the way there are steep climbs, switchbacks and blind crests that will keep you on your toes. Allow two hours to get down to the park boundary and another hour to get out to civilisation. Towing is prohibited for these reasons, and it’s regarded as the park’s most isolated track. Queensland Parks will close it during wet weather.

My trip ended at Biloela, which is a service town for local mines, but there’s plenty to see and do in the region. Just out of town is Mount Scoria, a rugged basalt column that is the last remaining volcanic plug from the area’s former volcanic activity. Twenty-five million years ago, lava spewed out of this vent, covering much of the landscape. The local Gangulu people call the mountain Dangama Mungar, which means talking mountain. It’s a fascinating formation with huge basalt columns around the base.

The town’s heritage centre is a must-visit to delve into local history, with many different displays from the region. While there are only a couple of 4×4 tracks in Kroombit National Park, it’s a fascinating place to explore and camp for several days.

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Kroombit Tops National Park FAQs

Where is Kroombit Tops National Park?

Kroombit Tops National Park is 400km north-west of Brisbane and 100km south-west of Gladstone in Queensland. Access is available from the north, west and south, depending on your vehicle. The nearest towns are Biloela and Monto, both around 60km away.

What is there to see and do at Kroombit Tops?

It’s a remote and isolated park where you can camp, visit a WWII plane crash site and tackle the 4×4 tracks. Monto and Biloela have heritage centres and museums, while Kroombit Tops itself has a cool climate, rugged sandstone cliffs and elevations approaching 900m. The main attraction is the WWII bomber crash site.

What are the 4×4 tracks like at Kroombit Tops?

Conventional SUVs can access Kroombit from the north along Tableland Road, which is also suitable for towing. The Razorback Track to the west, down to Biloela, is for high-clearance 4x4s only. Towing is prohibited and the track may be closed in wet weather by Queensland Parks.

From Monto, Mahoon Creek Road is also recommended for high-clearance 4x4s, with several creek crossings and a steep, rocky climb up Clewleys Gap. Towing is allowed with decent off-road trailers. The 4×4 tracks within the park are fine in the dry, but low range will be needed when wet.

Where can you camp at Kroombit Tops?

Griffiths Creek is the main camping area and a good base for exploring the park, with large grassy sites, fire rings, a dump point and non-potable water. There are no toilets, so come prepared. Razorback camping area has limited sites and no facilities, while Kroombit Tops Lookout has spectacular views and a pit toilet.

What facilities are available near Kroombit Tops?

Biloela, Monto and Calliope have facilities to stock up before heading to Kroombit, plus heritage centres and local attractions. Campsite bookings need to be done online (↗). The walk to the WWII crash site is heritage listed and suitable for anyone with a moderate fitness level.

A 467kW (635PS) Defender OCTA has played a vital role in helping JCB set a new land speed record with its hydrogen-powered Hydromax at Utah’s Bonneville Salt Flats.

A bespoke push plate fitted to the front of the Defender allowed it to move the 2550kg JCB Hydromax from a standstill at the start of each record run. The Hydromax’s gearing was designed for high-speed record setting, with event regulations allowing it to receive a push start for a maximum distance of 300m before accelerating under its own power.

The OCTA’s integrated, crash-tested winch mount provided the basis for the push plate, while additional fixing points were added, including a brace bar connected to the Defender’s front recovery point. The winch mount’s deformable crumple zone was also disabled for the application. The completed setup was tested at speeds well above those required by the JCB team to ensure it could handle the job.

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“Defender OCTA was the natural choice as a push vehicle. In traditional circuit racing, you’re racing against time but when setting land speed records we’re racing against distance – and the quicker we can get up to speed, the safer it is and the better performance we can have. It has also been a fantastic opportunity to combine the talents of two British engineering giants.

“We’re operating on a surface that is incredibly loose, in an environment where the effective altitude rises as the temperature increases through the day, which can be a challenge for naturally aspirated engines. That makes the combination of Defender OCTA’s all-wheel drive capability and twin-turbo V8 performance perfect for the task,” said Lee Harper, Chief Engineer, JCB Hydromax.

The Defender had to push the Hydromax from a standstill to 60mph (97km/h) within 300m, at an effective altitude density equivalent to up to 2244m above sea level. The OCTA’s twin-turbo V8 and 48V mild-hybrid system provided the throttle response and sprint performance needed for the job.

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The OCTA’s 6D Dynamics suspension was also important. Its hydraulically interlinked, continuously variable semi-active dampers help control body roll and pitch under hard acceleration, helping maintain the push plate angle as the Defender accelerated with the Hydromax behind it.

Ian Johnson, Engineering Delivery Director, JLR said: “Maintaining a level attitude while accelerating hard was important to avoid unsettling the JCB Hydromax. With so much additional weight attached to the front, we wondered if we would need to ballast Defender OCTA to meet the challenge, but in testing its 6D Dynamics suspension kept everything level without adding any additional weight – while Defender OCTA’s performance meant we could easily reach the target speed well within the 300m distance allowed by the regulations.”

The OCTA’s all-terrain capability came into play again after each run. Once the Hydromax had completed its run, the Defender could head across the salt flats to reach it for the return run, with the two vehicles sometimes ending up miles from the original push position.

The JCB Hydromax ultimately reached 406.320mph (654km/h), setting a Southern California Timing Association Speed Record and an FIA world hydrogen land speed record. The vehicle was driven by world land speed record holder Andy Green OBE.

With so many products and variants of those products on the market, it can get pretty overwhelming selecting what’s right for you in terms of durability, price point and ease of use.

Take the simple 4×4 awning. They’re all the same, right? Bolt them on, unzip the cover and extend them out. Well, in that respect they are, but when it comes to quality, it’s the finer details that separate the good from the bad.

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What makes a good 4×4 awning?

South African-based Alu-Cab (↗) offers a high-end freestanding 270-degree awning.

Called the Shadow (↗), it’s packed with features. It provides a huge 10m² of shade made from a polyester-based cloth impregnated with an acrylic-based resin. A lot of awnings out there today are full polyester to keep the weight down, but after a few years the UV material wears thin, making the awning and its protection useless.

If you think 315gsm swag-type canvas material, you’re on the right track, with a high waterhead rating of 600mm. The top of the awning has a silver coating that repels water, dries quickly and has a built-in mould-resistant covering, while also reflecting the sun’s harmful rays.

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Design and features

There are plenty of other sneaky and well-thought-out features.

These include tough 316 stainless mounting brackets, a pop-up support piece to create a high point in the awning for water run-off and added headroom, one drop-down leg just in case the wind picks up, and individual straps for each arm – not thin tie-down ropes – cleverly stored for easy access and use. On each arm, mounting points are already pre-drilled if you want to add extra adjustable legs.

Coming in at 24kg and 2600mm when closed up, the whole awning fits neatly into a lightweight aluminium frame, making it super easy and reliable to set up. Alu-Cab has put thought into the three swing-out arms, as when set up, the Shadow Awning provides proper square coverage at the side and rear of your 4×4, not funny angles like on other awnings.

Alu-Cab also offers a 2m Shadow Awning for smaller 4x4s and a 180-degree awning, both with the same high-quality features and designed for one-person set-up. The awnings pack away neatly and easily with three tie-up straps into a heavy-duty PVC bag with quality and dependable YKK zips. Alu-Cab has made these awnings easy to use, so you will actually feel comfortable using one every time you pull up for camp or a day trip to protect yourself from the elements.

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Pricing and options

The Shadow Awning retails for $2029 at selected Alu-Cab dealers.

More specs and product information can be found online. Awning brackets (↗) can be bought separately for $249, while a Shadow Awning rain gutter (↗) is available for $209. The Shadow is available for both left- and right-hand sides.

Alu-Cab Australia is based in Keysborough, Victoria, and can be contacted directly at:

• Email: [email protected]
• Phone: 1800 801 695

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FAQs

How much does the Alu-Cab Shadow Awning cost?

The Shadow Awning retails for $2029 at selected Alu-Cab dealers. Awning brackets are available separately for $249, while a Shadow Awning rain gutter costs $209.

How much does the Shadow Awning weigh and how big is it?

It weighs 24kg and measures 2600mm when closed. It provides 10m² of shade when set up.

Is the Shadow Awning suitable for one-person setup?

Yes. The awning is designed for easy one-person setup and packs away with three tie-up straps into a heavy-duty PVC bag with YKK zips.

What sizes and fitting options are available?

Alu-Cab also offers a 2m Shadow Awning for smaller 4x4s and a 180-degree awning. The Shadow is available for both left- and right-hand sides.

Water crossings are about the only off-road driving scenario where you actually want to be left high and dry, and here we’re going to take you through the steps to ensure you and your rig make it safely across to the other side.

Tackling your first deep water crossing can be one of the most intimidating off-road driving experiences you will ever face. After all, how many failed water crossings have you seen on social media, or even on the TV news, where vehicles have become stuck halfway across a flooded causeway or, even worse, are washed downstream.

The first things you need to know about water crossings is when it’s okay to drive across them and when it is not, and that will depend on several factors including the depth of the water, the speed at which the water is flowing, the state of the terrain beneath the water’s surface, the type and capability of vehicle you’re driving, and what equipment your vehicle is armed with.

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But first, a confession: Over three decades of testing a huge number of four-wheel drives in differing terrain all over the world, I have performed countless successful water crossings; but a couple of years ago I managed to bugger one up big time.

By not heeding my own advice, I found myself stranded in the middle of a creek with a stalled engine that would not fire and nothing but a Tirfor to get me out of the drink. I made several mistakes that day, but the good news is we can all learn from them, so here goes …

Types of 4WD water crossings

It doesn’t matter where you drive your 4WD, sooner or later you are going to be faced with the prospect of having to tackle a water crossing, whether it be a crystal-clear high-country stream, a brackish waterflow on a coastal beach, or a murky brown river in desert country.

Depending on the water crossing, there are slightly different techniques to safely get across to the other side, which we’ll get to later, but regardless of the type of crossing, the first thing you should ask yourself: “Is driving through this water really necessary?” If there’s an alternative route that isn’t too far out of the way, then a bit of added time to the trip and some minor inconvenience is better than getting stuck up the proverbial creek.

Of course, there will likely be times that you have no alternative other than to drive through a water crossing, in which case you will need to know what you are up against before you dive in.

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High Country creeks and streams can be deep and fast-flowing, and the terrain beneath the surface will usually consist of river stones and boulders, with potential obstacles including tree trunks, branches and deep holes. All of these can cause your vehicle to become stuck, and they can all cause damage.

Water crossings on coastal beaches are usually caused by water flowing from beyond the dunes and into the sea, but close to the waterline the direction of flow will depend on whether the tide is coming in or going out. As a result, the water will be brackish, a combination of fresh inland water mixing with sea water. The edges of these crossings can be like vertical steps, so take care when entering and exiting.

Murky brown rivers in desert country will have a sandy or muddy base, and in the case of the latter can suck your vehicle in and not want to let go, so you’ll need to use all the traction aids at your disposal and keep momentum up to get to the other side.

How to assess a water crossing

The first thing to do when confronted with any unfamiliar water crossing is to stop and take a good look. Secure your vehicle, get out and examine the water crossing ahead of you.

If the water is clear and you can gauge that it’s not too deep, that the water isn’t flowing too fast, and you can see a clear route that will avoid any potential obstacles such as rocks, logs or deep holes, you might be able to get back in your vehicle and drive across.

Before you do this, however, take a good look at the entry and exit points to make sure there are no steep drop-offs that you could get hooked up on, or deep and muddy ruts that could see you scrabbling for traction when trying to drive out.

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If you can’t judge the depth of the water from the bank, and you really need to get across to the other side, it’s always best to walk the crossing first, but make sure it is safe to do this before stepping in, because you don’t want to be washed downstream if you lose your footing in fast-moving water, or get gobbled up by a saltie if you’re driving through croc country.

When walking the crossing you will be able to gather a lot more information than just the depth and rate of the water flow. You will be able to feel around with your feet to determine if the crossing has a rocky or muddy base, and you will be able to feel if there are any unseen obstacles and where any deep sections might be.

Having footwear that can get wet is a good idea, because going barefoot can be painful and potentially dangerous. And wearing polarised sunnies can help you to see what lurks beneath the surface, so if you don’t normally wear them, it’s a good idea to store a pair of these in your vehicle.

If you can easily walk across to the other side, and you know where the obstacles are, you will have a good chance of driving across without a problem; but if you’re finding it hard to keep your footing because the water is too deep or flowing too fast, chances are your vehicle will struggle too, and an alternative route should be found.

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How water crossings affect your 4WD

Stopping to examine the water crossing before driving across provides your vehicle with a chance to cool down, which is a good thing.

Your vehicle’s mechanical components (engine, gearbox, transfer case and diffs) get hot when driving, and when these hot components are dunked in icy-cold water, the pressure inside them decreases rapidly, creating negative pressure.

As a result they will want to suck in the surrounding water, which will contaminate the oil inside. These components are fitted with breathers, usually with one-way valves, to prevent water ingress, but if the pressure difference is great enough, water can still get into diffs through axle seals, for example, and find its way into other mechanical components.

Another way to equalise the pressure inside and outside of the differentials is to replace the OE one-way valves on the diff breathers with diff-breather extension tubes that are plumbed up high in the engine bay, where water is unlikely to reach. These will usually be fitted with filters that let air in and out but not water. You can also get extension tubes for the gearbox and transfer case.

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How to increase your 4WD wading depth

It’s imperative that you know what your vehicle’s maximum wading depth is, and that you don’t exceed it. Some 4WDs have a very limited wading depth of around 500mm, which is essentially knee height, while others will claim a wading depth of almost a metre.

Things that have a bearing on wading depth include where the engine air-intake is positioned and its orientation, the height of the alternator in the engine bay and the location of fuse boxes. Regardless of your vehicle’s maximum wading depth, this can be increased by fitting aftermarket equipment including a quality snorkel.

A snorkel raises the vehicle’s engine air-intake to prevent the engine from ingesting water. This is of vital importance because if water gets past the air filter and into the engine, it can at best cause the fire to go out (stall the engine) leaving you stranded in the middle of the water crossing.

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Even worse, it can cause the engine to suffer from hydraulic lock, which is when water gets into the cylinders, and as the pistons go up and down they try to compress that non-compressible water, usually resulting in bent conrods and terminal engine failure.

Bear in mind that some snorkels are better than others. What looks like a standard OE snorkel on a 70 Series LandCruiser, for example, is actually described by Toyota as a raised air-intake, and it has many joins with gaps where water can get in. A good-quality snorkel, on the other hand, has airtight fittings so water can’t be sucked into the engine, and it will also be designed so that it won’t restrict airflow that could impact engine performance and fuel economy.

Another handy piece of equipment when tackling water crossings is a radiator blind that can be fitted to the front of your vehicle, and this can either be a well-secured tarpaulin or a tailor-made aftermarket design. A radiator blind, as its name suggests, is designed to direct water flow around the engine rather than through the radiator and into the engine bay.

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If water passes through the radiator, it can cause the nylon blades on an engine’s spinning cooling fan to bend forward and cut through the radiator’s cooling fins, potentially resulting in a loss of coolant. Water that passes through the radiator and into the engine bay can also get into electrical components, resulting in the engine stalling.

If your engine stalls in the middle of a water crossing, it’s best to attempt to recover the vehicle rather than trying to get the engine going again in case water has made its way through the induction system and into the cylinders. If it has, you will need to remove the spark plugs (petrol engines) or injectors (diesel engines) before cranking the engine over to pump the water out.

No matter whether you use a tarp or a dedicated radiator blind, always make sure it is properly secured to your vehicle and that you remember to remove it after you’ve driven out of the water on the other side.

How to set up your 4WD for a water crossing

So, you’ve checked the water depth and the flow rate, you know where the obstacles are, and the entry and exit points are all okay, but before you drive into the water make sure your vehicle settings are appropriate to give you the best chance of getting across.

Firstly, make sure the driver’s window is down. If you get stuck in the middle of the crossing and your vehicle’s electrical system fails, you might need to climb out the window. Secondly, a liberal spray of a water dispersant (such as WD-40) on electrical connections, both under the bonnet and on your winch, is a helpful defense against water ingress.

Selecting the right ratio in the gearbox is imperative; second gear in low-range is ideal for most water crossings, as this will allow you to drive fast enough to create a bow wave at the front of the vehicle to stop water from flooding the engine bay, but slow enough that you don’t end up with water washing over the bonnet and halfway up the windscreen.

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If your vehicle is equipped with locking differentials, engage them before entering the water so you have the maximum available traction. If your vehicle is equipped with different drive modes for different terrain types, select the one that best suits the conditions. If the water crossing has a rocky base, select ‘Rock’ mode for example, or if it has a muddy base select ‘Mud & Ruts’. Some vehicles will have a ‘Water Fording’ mode, and if that applies to your rig, use it.

Finally, have a look around for anchor points that you can use to recover your vehicle if something goes wrong, such as sturdy trees. Your vehicle should be fitted with rated recovery points front and rear, and you should have your recovery gear ready to go and in an easy-to-access spot.

If you are travelling with other vehicles, make sure there is only one vehicle in the water at any one time, and have other vehicles suitably positioned to help in a recovery situation if required. If you’re travelling solo, a winch is an invaluable piece of equipment if you become stuck, but bear in mind that electric winches can sometimes fail when submerged, so you need to be prepared for all eventualities. A Tirfor (hand winch) is a good back-up.

How to drive through a water crossing

Drive into the water with caution, particularly if there is a steep entry point, but with enough momentum to prevent you from becoming stuck from the get-go.

As you drive through the water make sure you stick to your planned route so that you avoid any obstacles and deep holes that you spotted when examining the water crossing. You may need to make some steering adjustments as you go, particularly if the water is flowing fast enough to change the attitude of the vehicle. If there are other people with you, and they have a UHF radio, they can direct you from the bank to help you avoid obstacles that you might not be able to spot from behind the wheel.

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Keep your speed as steady as possible; you want to be going fast enough to create a bow wave at the front of the vehicle but not so fast that water is splashing up over the bonnet. Whatever you do, don’t stop in the middle of the crossing; keep driving forwards until you are safely at the bank on the other side. If possible, try to avoid gear changes in vehicles with a manual transmission, as this can result in the vehicle losing momentum.

If the exit of the water crossing is slippery due to dirt, grass or mud, stop if it is safe to do so before driving up the track to let water drain from your vehicle. This will limit track degradation, making it easier for following vehicles to exit the water crossing. Bear in mind that this won’t always be possible, as you might need to maintain momentum on some steep exit points.

What to do after a water crossing

Once you are safely across to the other side, disengage diff locks and set the transfer case and drive mode to suit the upcoming track conditions.

While you are removing the radiator blind, have a good look around and under your vehicle to check for any damage and to ensure there are no foreign objects stuck anywhere. Also check the lights all around your vehicle, to make sure they don’t have water in them.

If your vehicle is running okay, you can continue on your way, but give the brake pedal a couple of pumps to ensure the brakes have dried out and are working fine. If the engine is running rough, check to see if the air filter is dry and, if not, dry it out before continuing.

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If water has made its way past the air filter, it may have reached the mass-airflow sensor (MAF), which can result in a modern vehicle engine entering limp-home mode; you can sometimes dry the MAF by blowing it with compressed air, but be careful not to damage it.

Have a look at the radiator to make sure there is no obvious damage or leaks, and take a peek in fuse boxes to make sure they are dry. Check the engine and transmission oil, too, to make sure it hasn’t been contaminated with water. Diff oil should also be checked once you’re back home. Also, have a feel around the footwell area to make sure the carpet is dry, and air it out if necessary.

Finally, don’t take water crossings for granted, no matter how familiar you think you are with them. They are not static obstacles and by their very nature are always changing, so err on the side of caution.

How to prevent water ingress

I would always have to remove my boots when tackling water crossings in my old Land Rover Defender because the door seals were so bad that water would be sloshing around in the footwell.

While most modern vehicles have watertight door seals, a lot of utes don’t have any seal at all around the tailgate, and if the crossing is deep enough your gear in the tub will soon get awfully wet. Luckily, there are dust and water seal kits on the market specifically designed to suit most makes and models of ute, and they are easy to fit.

Essential gear for 4WD water crossings

• Snorkel
• Diff breather extensions
• Radiator blind (car bra)
• Rated recovery points
• Shackles and recovery straps
• Winch
• WD-40 (or similar)
• UHF radios

Toyota’s 250 Series 4×4 wagon was created to be many things in many markets around the world. In the US it’s simply known as the LandCruiser 250, while here in Australia and many other markets it’s the LandCruiser Prado.

If you dig through all the 250 Series models in all the markets it is sold in, you’ll find a variety of powertrains, from the 1GD-FTV diesel that powers our Prados, to turbocharged petrol four-cylinders in the US market, plus other engines around the world. The top of the available powertrains to grace the 250 platform is the V35A-FTS twin-turbocharged petrol V6 engine and, in Australia, that engine is only offered in the Lexus-badged GX550.

While most Lexus vehicles will never see mud on their tyres, let alone be used for aftermarket product development, the vehicle you are looking at here was bought just for those reasons.

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Built for the Australian aftermarket

“The GX model had not been offered to the Australian market before,” said Rob from Razed Products. “We purchased this as an opportunity to enter a niche market for our accessories.”

Razed Products (↗) produces a range of gear to make carrying, storing and securing gear in and on 4×4 vehicles simpler. While you’re more likely to see its products on a Toyota Prado than a Lexus GX, the GX Overtrail offered another cool way to test and display them.

The Overtrail is the off-road variant of Lexus vehicles. As well as the GX550 Overtrail, Lexus also offers an LX Overtrail, which is based on the 300 Series LandCruiser. They say the Overtrail is the most off-road-focused version of the Lexus model, but that doesn’t mean it can’t be improved upon.

Lexus’s off-road hardware includes Toyo all-terrains on 18-inch wheels, Multi-Terrain Select (MTS) and e-KDSS suspension, which allows the front and rear sway bars to be disconnected automatically in rough terrain by using the MTS drive modes. The GX550 already has a rear locking diff, however there isn’t a front locker.

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GX550 gets a serious off-road upgrade

The Razed crew upped the off-road ante by fitting 295/70R18 Kenda Klever muddies on Lenso Marvel 18-inch alloy wheels, and swapping the suspension out for a Dobinsons MRR remote-reservoir set-up, giving an extra three inches of ride height and full adjustability.

Also under the Lexus you’ll find Razed underbody protection, comprising 5mm aluminium plates shielding the sump, radiator, engine, front diff, driveshaft, transmission and transfer case.

On the front of the vehicle, a replacement bumper from Dissent Offroad adds further protection and clearance for rocky drives. The sweet-looking metal bumper also allows for the Carbon 12K winch to be fitted, and it also conceals a 30-inch Hardkorr light bar.

Up on top of the Lexus is an early version of Razed Products’ own Australian-made roof rack. These will be coming to market soon and include plenty of neat features. Of course, the rack is fitted with Razed hardware for mounting the Maxtrax and other accessories.

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Luxury meets serious touring practicality

More of Razed’s handiwork is revealed when you open the back of the Lexus, with one of the company’s false-floor set-ups providing a solid and flat platform on which to mount equipment. This includes Razed Altitude drawers, a Razed fridge slide carrying an EvaKool fridge and a Razed storage shelf.

Not so obvious are the concealed Razed air-compressor mounting bracket securing an ARB compressor, the power and air-outlet panel, and the hidden 12-volt system. This includes a Lifetek Lithium LiFePO4 battery (225Ah), Victron Orion XS 50A DC/DC charger, Victron solar charger and a 2000W 12V-240V inverter from Invicta.

When you add in the Bluetti unit stored in the back, this Lexus has power to burn, and it’s not all from that 650Nm twin-turbo engine. Of course, all of the Razed storage accessories fitted to the Overtrail will also fit a 250 Series Prado.

The GX550 gives the Prado Lexus luxury, while the Overtrail features add capability. Razed has turned the dial up to 11 in both regards to create the ultimate Lexus.

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Mods and products

• Toyo all-terrain tyres
• Kenda Klever 295/70R18 mud-terrain tyres
• Lenso Marvel 18-inch alloy wheels
• Dobinsons MRR remote-reservoir suspension
• Razed underbody protection
• Dissent Offroad replacement bumper
• Carbon 12K winch
• Hardkorr 30-inch light bar
• Razed Products Australian-made roof rack
• Maxtrax recovery boards
• Razed false-floor system
• Razed Altitude drawers
• Razed fridge slide
• EvaKool fridge
• Razed storage shelf
• Razed air-compressor mounting bracket
• ARB air compressor
• Razed power and air-outlet panel
• Lifetek Lithium LiFePO4 225Ah battery
• Victron Orion XS 50A DC/DC charger
• Victron solar charger
• Invicta 2000W 12V-240V inverter
• Bluetti power unit

Electric utes are starting to arrive in Australia, but choices remain limited. Interest is growing as buyers look for 4×4 EV alternatives, though range, towing capacity and off-road ability remain key concerns.

A handful of models are confirmed or expected for the Australian market, offering competitive towing, payload and off-road performance tailored to local conditions. This guide covers electric utes currently available in Australia and those set to arrive soon, giving buyers a clear picture of what’s on offer and what’s coming 👇

• MG U9 EV
• KGM Musso EV
• Ford F-150 Lightning
• LDV eTerron 9
• Chevrolet Silverado EV
• GMC Hummer EV
• Rivian R1T
• Tesla Cybertruck
• Tembo Tusker
• Riddara RD6
• Isuzu D-MAX EV
• JAC T9 EV
• Toyota HiLux BEV

MG U9 EV

The MG U9 EV is an upcoming electric dual-cab ute that MG has confirmed for Australia, although there’s still no word on local pricing or exactly when it will arrive.

It was shown in Australia at the 2026 Melbourne Motor Show and is closely related to the LDV eTerron9, sharing much of the same underlying hardware. MG’s Australian website currently lists it as “coming soon”.

Australian approval documents reveal a dual-motor all-wheel-drive system producing 325kW, with 125kW from the front motor and 200kW from the rear. It’s also rated to tow 3500kg braked, while payload is listed at 685kg.

The approval documents also list 18-, 19- and 20-inch wheel options. MG hasn’t confirmed the Australian battery specs yet, but the closely related eTerron9 runs a 102.2kWh LFP battery and claims up to 430km of WLTP range. It also has the same 325kW dual-motor setup and can DC fast-charge from 20 to 80 per cent in about 40 minutes.

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KGM Musso EV

The KGM Musso EV has officially launched in Australia, with deliveries underway through select dealerships from late 2025.

Built on a unibody platform, it’s offered in single‑motor front-wheel drive and dual‑motor all-wheel drive. The AWD system produces 266 kW and 630 Nm, paired with an 80.6 kWh LFP battery delivering a WLTP range of 380 km. AC charging (11 kW) takes around 10 hours, while DC fast charging (300 kW) reaches 80 per cent in 36 minutes. Braked towing is 1,800 kg, payload is 805 kg, and the 1‑speed automatic drives the wheels. Pricing starts at $64,000 drive‑away for the AWD.

Inside, the Musso EV blends comfort, technology, and convenience with dual-zone climate control, ventilated and heated seats, heated leather steering wheel, power-adjustable seats, and a walk-up welcome system. It features a 12.3‑inch touchscreen, 12.3‑inch digital cluster, ambient lighting, Apple CarPlay and Android Auto, rear-seat sleep mode, electric park brake, and regenerative braking paddles. Exterior highlights include LED headlights and DRLs, front fog lights, black roof rails, and 17‑inch alloys.

Safety is comprehensive, with 8 airbags, adaptive cruise control, autonomous emergency braking, lane-keeping and lane-change assist, cross-traffic warnings, driver attention monitoring, stability and rollover protection, hill start and descent control, trailer sway control, and multi-collision braking. With its combination of range, capability, and advanced features, the Musso EV offers a versatile and competitively priced fully electric ute for Australia.

Ford F-150 Lightning

For now, the Ford F-150 Lightning is still available in Australia as a fully electric alternative to traditional 4×4 utes. Converted to right-hand drive by Advanced Manufacturing Queensland (AMQ) and sold through specialist importer AusEV, it blends rugged utility with zero-emission performance.

However, Ford is discontinuing the current battery-electric Lightning in favour of a new extended‑range electric (EREV) model. Pairing electric motors with an onboard petrol generator, the EREV promises more than 1125 km of total range, signalling a major shift in Ford’s EV strategy. For Australia, this means existing EV Lightnings will remain available through AusEV while supplies last, with the next‑generation EREV expected in right‑hand drive around 2027. In January 2026, AusEV slashed prices of its Pro variant to $109,990+ on‑roads to clear remaining stock.

Equipped with a 131kWh battery, the EV Lightning delivers up to 515km of range and offers a 4.5-tonne towing capacity, alongside a 1-tonne payload. It is also the only vehicle-to-grid/home-approved EV in Australia, allowing owners to power their homes during outages.

LDV eTerron9

The LDV eTerron 9 is set to arrive in Australia in 2026 as the brand’s flagship battery-electric ute.

It will offer both single‑motor rear‑wheel drive and dual‑motor all‑wheel drive, with the AWD system producing 325 kW combined and the RWD version delivering 200 kW. A 102 kWh LFP battery is expected to provide up to 430 km of range, while braked towing capacity reaches 3.5 tonnes, matching the diesel Terron9.

The eTerron 9 shares the same dimensions as its diesel counterpart: 5500mm long, 1997mm wide, 1,860 mm high, with a 3,300 mm wheelbase and a ground clearance of 230 mm. Pricing for Australia has not been confirmed, but details will be released closer to its 2026 launch.

Chevrolet Silverado EV

The Chevrolet Silverado EV is a full-size all-electric ute built on GM’s Ultium platform, offering dual-motor all-wheel drive with up to 541kW and 1051Nm in performance trims.

Depending on the battery and variant, it can deliver up to around 780km of range and supports heavy-duty towing of roughly 4500 kg, making it suitable for work or lifestyle use. Global trims include the fleet-focused Work Truck, the retail-oriented RST/Max Range, and the off-road Trail Boss, with features such as 350kW DC fast charging, adaptive air suspension, four-wheel steering, configurable tailgate and Midgate, and exportable onboard power.

The Silverado EV is not officially sold through Australian dealers, but right-hand-drive conversions by specialist importers like Autogroup International make it accessible for local buyers seeking a full-size American electric ute experience.

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GMC Hummer EV

The GMC Hummer EV is a full-size all-electric 4×4 now available in Australia via right-hand-drive conversions by Autogroup International, fully engineered to meet Australian Design Rules.

These remanufactures use OEM components and ISO‑certified processes, ensuring the vehicle drives and performs as intended. Both SUV and pickup (SUT) body styles are offered. The SUV includes a dual-motor 2X with 570hp and around 480 km range, and a tri-motor 3X producing 830 hp, 0-100 km/h in 3.5 seconds, and roughly 515 km range. Signature off-road features – CrabWalk, Extract Mode, adaptive air suspension, four-wheel steering – carry over to the right-hand-drive models, alongside a premium interior with large infotainment screens.

While there’s no official GMC dealer network in Australia, these conversions provide immediate access to a fully compliant, extreme off-road electric 4×4, backed by local support and warranty.

Rivian R1T

The Rivian R1T is an all-electric mid‑size ute available overseas in dual‑motor and quad‑motor all-wheel-drive configurations.

The quad-motor setup provides advanced torque vectoring, while adjustable air suspension raises clearance to 381 mm. Acceleration is brisk, with 0-97 km/h in the low-three-second range depending on battery and motor choice. Battery options span 105kWh, 135kWh and 149kWh, delivering 370-645 km of range under WLTP/EPA testing. The cabin features a 12.3‑inch digital cluster, 15.6‑inch touchscreen, multiple drive modes, and utility options such as the Gear Tunnel.

In Australia, the R1T is not officially sold and no RHD consumer version exists. A small number of left-hand-drive units have been imported for mining and industrial use by WA-based MEVCO, and a test mule was spotted on Melbourne roads in late 2025. These vehicles are typically limited to private sites and aren’t road-legal for general public use.

Tesla Cybertruck

The Tesla Cybertruck has appeared at a few events in Australia, but it is not officially for sale locally and no right‑hand‑drive ordering or pricing has been confirmed.

Prototype units shown at showcases give Australians a close look at the polarising design, signalling Tesla’s broader intent to expand into right‑hand‑drive markets – potentially once RHD production and compliance are finalised. Globally, the Cybertruck is offered in dual‑motor and tri‑motor AWD configurations with robust towing capacity (around 4990kg) and an estimated range around 515km on USA testing cycles. Features include adaptive suspension, four‑wheel steering and large digital displays.

In early 2026 Tesla moved to cut prices in the US, introducing a more affordable Dual‑Motor AWD model starting around US$59,990 (roughly A$85,000) and trimming the top‑end Cyberbeast variant to about US$99,990 (roughly A$142,000) as part of a range‑wide reset to stimulate demand after slower than expected sales. Despite these pricing adjustments overseas, the Cybertruck remains unavailable to Australian buyers in regular production form.

Tembo Tusker

The Tembo Tusker is a fully electric ute launched in Australia in 2024 by Tembo, a global specialist in EV conversions.

It is available in single‑cab (Tusker‑S) and dual‑cab (Tusker‑D) body styles, with 65kWh and 77kWh battery options delivering around 330km to 400km of range on a single charge. Designed for practical work use, the Tusker offers a 1000 kg payload and an unbraked towing capacity of 750kg, while still being fully approved for public roads. Tembo’s expertise in electrifying utility vehicles – including its e‑LV conversion kits trialled locally since 2018 on Toyota LandCruisers and HiLux utes – underpins the Tusker’s design and reliability for Australian conditions.

The Tusker is currently on sale in Australia, primarily aimed at commercial buyers but also available for private purchase. Retail pricing starts from approximately $74 000 plus GST and on‑road costs, with Tembo managing full on-road registration and delivery.

Riddara RD6

The Riddara RD6, an all-electric dual-cab ute from Geely’s Radar brand, is poised to enter the Australian market.

It offers RWD and AWD variants, with power ranging from 200kW/384Nm (RWD) to 315kW/594Nm (AWD), and 0 to 100 km/h times of around 7.3 and 4.5 seconds respectively. Battery options deliver 385-500 km of range (CLTC), and AWD models can tow up to 3000 kg braked.

Inside, the RD6 features a 14.6‑inch touchscreen, digital instrument cluster, dual‑zone climate, and utility-oriented comfort for work or off‑road use. Right‑hand-drive production has been confirmed, and the RD6 has launched in Thailand, making an Australian release possible in 2026, though pricing and full specifications are yet to be announced.

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Isuzu D-MAX EV

The Isuzu D‑MAX EV is a fully electric version of the popular midsize ute, with right-hand-drive units expected in Australia in 2026.

While Isuzu Ute Australia has not confirmed local availability or pricing, the EV features a dual-motor full-time 4×4 system producing 140kW and 325Nm, paired with a 66.9kWh battery delivering about 263km WLTP range. Payload is listed at 1010kg and braked towing capacity 3500kg, matching the diesel D‑MAX.

In 2025, Isuzu UK announced pricing will start from £59,995. That works out to around $117,000 AUD before on-road costs. First deliveries in the UK are expected in March 2026, following an official launch in February. However, there’s been no confirmation yet for an Australian release.

JAC T9 EV

The JAC T9 EV is a fully electric dual‑cab 4×4 ute showcased in Australia, though local sales and pricing have not yet been confirmed.

JAC has also begun mining-industry trials in Western Australia to test performance and battery durability under harsh conditions. It pairs an 88 kWh LFP battery with a dual-motor AWD system producing 220 kW and 516 Nm, offering an estimated 330 km WLTP range. Practicality is retained with a 900 kg payload, a tub sized for a standard Australian pallet, and vehicle-to-load functionality for powering tools or campsite gear.

While timing for a full Australian rollout is unclear, the T9 EV remains one of the more realistic near-term electric 4×4 ute options for tradies, fleets, and off-road enthusiasts.

Toyota HiLux BEV

The Toyota HiLux BEV is set for release in the first half of 2026, though pricing has not yet been announced.

Toyota’s first alternate-fuel HiLux is a full battery-electric vehicle, powered by dual electric motors and a 59.2kWh lithium-ion battery, with the SR5 double-cab expected to deliver an NEDC range of around 315km. Fast charging from 10 to 80 per cent is expected to take about 30 minutes via a 150kW DC charger, or a full 10 to 100 per cent AC charge in about 6.5 hours.

Available as a double-cab ute or cab-chassis in SR and SR5 grades, it retains the ladder-frame chassis with the battery protected underneath. Motors send 205Nm to the front and 268Nm to the rear through full-time AWD, paired with a five-mode Multi-Terrain System (Rock, Sand, Mud, Dirt, Moguls). Off-road capability mirrors diesel models: 700 mm wading, 29° approach, 25° departure, 218mm ground clearance. Payload is 715kg, with 2000kg braked towing.

Primarily aimed at commercial users in industries like mining and farming, the HiLux BEV has been tested for over a year with BHP, while Toyota is also developing a hydrogen fuel-cell (FCEV) version slated for 2028.

After a year of testing, touring and modifying our BYD Shark 6, it’s time for the ute to find a new home.

The Shark is soon to be up for auction through Slattery Auctions (↗), with 23,889km on the odometer. The auction starts at 5pm AEST on August 14, 2026, and finishes at 7pm AEST on August 19, 2026.

We bought the Shark to see how the plug-in hybrid ute would handle real-world use, and it’s spent the past year being progressively kitted out for touring and off-road adventures. Along the way, we worked with some of our trusted aftermarket suppliers to turn the standard ute into a much more capable and practical touring rig.

First, the basics. The BYD Shark is a plug-in hybrid ute powered by a 1.5-litre turbocharged petrol engine and dual electric motors. The system produces 321kW and 650Nm, with the electric motors driving all four wheels. A 29.58kWh Blade Battery provides an official electric driving range of around 100km, while the petrol engine gives the Shark a claimed combined range of more than 800km.

The Shark uses a dedicated hybrid transmission and has selectable driving modes, including EV and hybrid operation. It rides on independent suspension front and rear and came from the factory with 200mm of ground clearance. That was one of the areas we targeted with our aftermarket upgrades, particularly given how much extra gear we wanted to carry.

Ironman 4×4 was first on the tools, fitting a Raid replacement front bumper with an integrated light bar, Ironman spotlights, rated recovery points and underbody protection. The winch-compatible bar is made from 4mm aluminium to keep weight down, while an IM 2.5 Heavy suspension kit added 30mm of ground clearance and improved the Shark’s ride and control both on and off the road.

At the rear, a Hayman Reese X-Bar added three built-in rated recovery points and an integrated tow hitch. Raceline alloy wheels were fitted with 285/60R18 Cooper Discoverer AT3 tyres, giving the Shark a tougher footprint and tyres better suited to off-road use. A matching spare was carried on a Rola Titan Tray roof rack.

MSA 4×4 then sorted out the tub with full-length aluminium roller drawers and a drop slide for an Evakool dual-zone fridge (the fridge isn’t part of the sale unfortunately). The setup made it much easier to carry and access touring gear, while a Utemaster Centurion canopy was fitted over the tub to keep everything protected from the elements.

The Shark also got a proper outback workout, heading into the Simpson Desert alongside a 79 Series LandCruiser. The Shark completed the trip and added some serious real-world experience to its long-term test.

Now it’s time for someone else to take the keys. With the aftermarket gear already fitted and 23,889km on the clock, our Shark is ready for its next chapter.

There are destinations in this great country of ours that I keep coming back to, like a moth to a flame.

Some people keep crossing the Simpson, while others tackle the Cape every year. I keep getting drawn back to the national parks of outback Queensland, with one in particular constantly pulling me back through the gates: Bladensburg National Park.

Maybe it is the sheer scale of the place. Maybe it is the combination of history and harsh beauty. Or maybe it is because every time I visit, the park feels completely different. Dry years paint the landscape in dusty browns and greys, while the wet transforms the country into a sea of green Mitchell grass stretching to the horizon. This latest visit came after the big rains and flooding events of 2025, and Bladensburg was unlike anything I had seen before.

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Bladensburg after the floods

The wind was blowing an absolute gale as I rolled into the park.

A falcon perched awkwardly on top of a fence post, struggling to stay balanced in the crosswind. Hunting would have been hard work for the bird that day. Around it, the Mitchell grass stood taller and greener than I had ever seen it in this park. Kangaroos grazed contentedly across the plains, while emus wandered through the fresh growth, enjoying the abundance the rain had brought.

The drive into Bladensburg is deceptively simple. Sitting just outside Winton, the park feels accessible, but once you are within its boundaries the modern world quickly fades away. This was once a vast sheep station, and evidence of that pastoral past remains everywhere you look.

Bladensburg also carries deep scars from Australia’s frontier history. One of the first stops along the Route of the River Gums is Skull Hole, a place of striking beauty and terrible sadness. The waterhole itself is picturesque, framed by rock and river gums, but its history is dark. It is believed that around 300 Aboriginal people were massacred here by Queensland’s Native Mounted Police in retaliation for an attack on a wagon carrying station supplies, after an Aboriginal woman had reportedly been assaulted. Standing there today, it is impossible not to feel the weight of what happened.

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I am surprised there is not more interpretation at the site explaining the events that unfolded here, because places like this matter. They are part of the story of the outback, whether we are comfortable confronting that history or not. Even when water is trickling into the waterhole, I have always found Skull Hole a confronting place to visit. Beautiful, yes, but also haunting.

Not far away is Engine Hole, although the track there remains closed following major damage from the wet weather in 2025. It is a shame, because Engine Hole is one of the park’s best picnic spots, tucked beneath magnificent river gums beside the creek. Hopefully, repairs progress quickly because it is a cracking little corner of the park.

The impacts of the flooding are still obvious across Bladensburg. Heavy rain and flooding linked to the remnants of Cyclone Alfred hit parts of the park hard in March 2025. Soil erosion washed through the campground and roads, while some facilities suffered extensive damage.

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One casualty was the excellent Bough Shed campground, which sadly remained closed at the time of travel while repairs continue. Queensland Parks and Wildlife Service (↗) hopes to reopen it soon. That closure is disappointing because Bough Shed has long been one of my favourite outback campgrounds. Set beside Surprise Creek beneath shady river gums, it is one of those places where the camp chair comes out early and somehow stays out all afternoon.

I have spent many nights camped there listening to butcherbirds and corellas calling through the river gums as the fading afternoon light washed across the plains. Even Surprise Creek Top Crossing had changed dramatically since my last visit. Where there were once deeper washouts and rougher approaches, sand has now filled many of the holes, and the crossing is considerably tamer.

In fact, much of Bladensburg appears to have been graded recently. Tracks that once bounced and rattled your vehicle relentlessly are now smoother and more accessible than I have ever seen them. Some experienced four-wheel drivers may miss a little of the challenge, particularly on Scrammy’s Drive. Still, it also means more travellers can comfortably experience this spectacular part of outback Queensland without needing a heavily modified setup.

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Exploring the route of the river gums

The Route of the River Gums is certainly accessible to most vehicles in dry conditions. It winds through creek country lined with coolabahs and river red gums before linking together many of the park’s historical attractions.

Wildlife was everywhere during this visit. The amount of feed around the park after the rain was staggering. Big red kangaroos bounded across the plains, while emus wandered through the grasslands in small groups. At one point, I startled a flock of bustards, or plains turkeys as they are often known out here, which lifted awkwardly into the wind before disappearing across the Mitchell grass plains.

Crossing Mistake Creek at Shorty’s Crossing eventually brings you to the homestead precinct, the historic heart of Bladensburg. The old woolshed immediately grabs your attention.

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History at the Bladensburg Homestead

This place once supported enormous numbers of sheep, and in 1919 the property reportedly carried around 67,700 sheep, the highest total recorded on the station.

Back then, shearing season was a major operation, with an overseer, shearers, wool classers, rouseabouts, a wool presser and a cook all working through the intense outback heat. The original shearing shed was built in 1925 because, prior to that, sheep were taken elsewhere to be shorn. Sadly, that shed was accidentally destroyed by fire in the early 1960s, reportedly after being burnt down by the manager’s son. The replacement shed standing today dates from the mid-1960s.

Walking through it now is strangely quiet. The smell of lanolin is sadly absent, and the frantic energy that once filled the shed is long gone, but the building still tells stories if you slow down and look closely enough. The homestead itself provides a fascinating insight into both the property’s pastoral history and the country’s cultural significance to the Koa people. Inside, interpretive displays explain the natural and cultural values of the landscape through the eyes of the Traditional Owners, while also documenting the hardships faced by those who attempted to run sheep and cattle in this unforgiving environment.

Outside, it is worth wandering through every outbuilding. The old store, the bookkeeper’s office and the surrounding structures all help paint a picture of station life in remote Queensland more than a century ago. I still marvel at the simplicity of the old meat houses that somehow kept food cool and usable through brutal summers long before refrigeration arrived in the outback.

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Scrammy Drive

From the homestead, the adventure really begins. Scrammy Drive remains the signature four-wheel drive route in the park, and while it has become more accessible in recent years, it is still best tackled in a high-clearance four-wheel drive.

The route quickly transitions from Mitchell grass plains into rougher country scattered with gibbers, spinifex and gidgee woodland. Following the rain, much of the landscape was almost unrecognisable from previous visits. Green growth softened the harshness of the gibber plains, and sections that usually looked dry and dusty now appeared alive.

At times, it was difficult even to tell where the gibber country ended and the black-soil plains began. History is hidden throughout Scrammy Drive. At one point, the area even hosted a racecourse for training horses for the Winton races. Looking across the open country, you can almost picture stockmen and horses working this landscape in another era.

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Then there is the grave of baby Delia Dalrymple. Sitting quietly beside the track in the middle of nowhere, the small grave is a confronting reminder of just how harsh life in the outback once was. Delia died in January 1887 after a short illness believed to have been related to teething complications. Today, her lonely gravesite still sits out among the spinifex and gibbers, exposed to the same heat, storms and isolation that defined life here more than a century ago.

Further along, the track begins climbing gently onto the escarpment country. Older visitors to Bladensburg may remember this section being rougher and more challenging than it is today. These days, the climb has been tamed somewhat, although the rocky base still keeps speeds down and ensures the suspension gets a workout.

One old windmill now lies collapsed beside the track, slowly rusting back into the landscape. Eventually, the track reaches Scrammy Gorge, one of the standout lunch stops in the park. The gorge walls are impressive but fragile, and you can clearly see where sections continue to crack and collapse over time. It is a reminder that this landscape is constantly changing.

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Scrammy Jack and the Channel Country

From here, it is only a short drive to Scrammy’s Waterhole and the lookout beyond.

The story behind Scrammy himself adds another layer to the park’s fascinating history. Scrammy Jack, whose real name was John Toon, worked as a boundary rider on the old Bladensburg run. He lived a solitary existence beside the waterhole, with supplies occasionally dropped off for him, but otherwise avoided human contact as much as possible.

In January 1893, Scrammy drowned in the waterhole and his body was later found there. Today, the waterhole is peaceful and surrounded by birdlife. Finches dart through the trees, while bush doves and whistling kites patrol overhead. It is hard to imagine the isolation Scrammy must have experienced living out here alone.

The final run out to Scrammy’s Lookout has also changed since my last visit. A rocky creek crossing that once added a fun technical element to the drive has since been filled in, another sign of how the park roads have evolved after recent weather events and grading work.

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Honestly, once you reach the lookout, none of that matters. The view is extraordinary. From the escarpment edge you can see endless Mitchell grass plains rolling away into the distance toward Queensland’s Channel Country. It is one of those landscapes that makes you stop talking for a while. The scale is difficult to comprehend, and you could easily sit there for hours simply watching the light and shadows move across the country below.

That is the thing about Bladensburg. This place is layered with stories. It is a landscape shaped by the Koa people over thousands of years. A place marked by violence and tragedy during frontier settlement. A station that battled drought, flood and isolation while trying to survive in harsh country. And now it is a national park still at the mercy of nature, recovering from floods one season and baking through drought the next.

Every visit feels different because the landscape itself is constantly changing. Yet somehow, the spirit of the place always remains the same. Bladensburg is not Queensland’s toughest four-wheel drive destination, and it is not trying to be. What it offers instead is something deeper. Big landscapes. Genuine history. Solitude. Wildlife. Campgrounds beneath river gums. Escarpments glowing red in the afternoon sun.

It is outback Queensland at its absolute best. And every time I leave, I already know I will be back again.

Bladensburg National Park FAQ

Where is Bladensburg National Park?

Bladensburg National Park is in outback Queensland, with Winton the gateway to the park and the best place for fuel, supplies and accommodation.

When is the best time to visit Bladensburg National Park?

The cooler months between April and September are the most comfortable time to explore Bladensburg National Park. Winter days are ideal for camping and touring, while summer temperatures can be extreme. Following good rain, the park transforms with green Mitchell grass, abundant birdlife and flowing creeks, although wet weather can also close tracks and campgrounds. Always check park alerts and road conditions before travelling.

What do I need to take to Bladensburg National Park?

Take recovery gear, including a snatch strap and a shovel, along with a tyre repair kit, compressor, UHF radio, plenty of drinking water, food and supplies, sun protection, insect repellent, and camping gear if staying overnight. There are no services in the park. A camera or binoculars are also worthwhile for wildlife viewing.

Is Bladensburg National Park suitable for 4WDs?

The Route of the River Gums is suitable for most vehicles in dry conditions and provides easy access to many of the park’s historic sites. Scrammy’s Drive requires a high-clearance 4×4, particularly after rain, with rocky sections, creek crossings and escarpment country. Recent grading has made some sections easier than in previous years, but conditions can change quickly following wet weather.

Can you camp at Bladensburg National Park?

Camping is available at Bough Shed; however, check with QPWS (↗) as it may be closed during flood recovery works. Bookings are essential. Free camping is available outside the park at Long Waterhole and Mistake Creek, or there are caravan parks in Winton. I recommend the Tattersalls Hotel Caravan Park.

What are the best reasons to visit Bladensburg National Park?

Bladensburg National Park offers big outback views from Scrammy’s Lookout, rich pastoral and Indigenous history, excellent wildlife and birdlife, easy access from Winton and scenic high clearance 4×4 touring on Scrammy’s Drive.

Where can I check park alerts and road conditions?

For current park alerts, camping bookings and road conditions, check the Queensland Parks website (↗) before travelling.

GWM has officially revealed its new Cannon Hi4-T PHEV.

It will sit below the larger Cannon Alpha PHEV in GWM’s range and will give the brand two plug-in hybrid utes in Australia. Both use the Hi4-T system and offer 3500kg towing, but the Cannon Hi4-T is smaller and more affordable, with a 33.1kWh battery and 310kW/750Nm compared with the Alpha’s larger 37.1kWh battery and 300kW/750Nm.

Pricing and final Australian specifications are yet to be confirmed, but GWM says the Hi4-T will be one of Australia’s more affordable PHEV utes.

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The 2.0-litre turbo-petrol engine works with a high-output electric motor to produce 310kW and 750Nm. Unlike many hybrid systems, GWM’s Hi4-T setup retains a traditional transmission and mechanical four-wheel drive, although the company hasn’t yet confirmed the Australian model’s full four-wheel-drive hardware or off-road specifications.

Claimed fuel consumption is 2.4L/100km on the NEDC test cycle. The 33.1kWh battery provides up to 115km of electric-only range, while GWM claims a total driving range of 1037km. The Cannon Hi4-T also has a 3500kg braked towing capacity, matching the figure offered by many diesel-powered utes.

It also gets V2L, with integrated 230V outlets in the tub for running power tools, camping equipment and other electrical gear.

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Can it really replace a diesel 4×4?

The big question is whether the Hi4-T can deliver its efficiency without sacrificing the capability expected from a serious 4×4. 

It has 310kW, 750Nm, mechanical four-wheel drive, 3500kg towing and more than 100km of claimed EV range, but there’s still plenty we don’t know about how it will work off-road. The battery and electric hardware will add weight, making the final kerb weight and payload important figures for anyone planning to use the Cannon for touring, towing or work. 

GWM is yet to reveal Australian-market details including payload, ground clearance, approach and departure angles and suspension specifications, which will give a better indication of how the Hi4-T stacks up against conventional diesel utes once it arrives.

GWM will announce pricing, further specifications and Australian availability closer to launch.

Nissan Australia has accidentally let the cat out of the bag on its upcoming Y63 Patrol model line-up, with details briefly appearing on the company’s own finance calculator. 

The slip-up has forced Nissan to confirm what’s coming to Australia at launch, including a six-model range featuring Ti, Ti-L, Pro-4X and Ti-L Reserve variants. The website also listed ‘TiP’ and ‘Ti-LP’ grades, with Nissan is yet to explain exactly how the TiP and Ti-LP grades will fit into the Australian range.

The new Patrol is due in Australian showrooms in the first quarter of 2027, with orders set to open later this month. First revealed globally in September 2024, the Y63 has been spotted testing on Australian roads and represents a major change for Nissan’s large SUV.

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Gone is the outgoing Patrol’s 5.6-litre V8, replaced by a 3.5-litre twin-turbo V6 producing 317kW and 700Nm. That’s 19kW more power and 140Nm more torque than the outgoing V8, with drive sent through a nine-speed automatic.

The new engine also develops peak torque earlier in the rev range, which Nissan says should help when towing, climbing hills and tackling off-road conditions. It also borrows technology from Nissan’s GT-R program, including a scavenger oil pump designed to maintain consistent engine lubrication during extreme off-road driving, including steep inclines and off-camber terrain.

Adaptive Air Suspension is expected to be available on selected grades, potentially including the more premium versions of the Patrol range. It allows the Patrol to raise itself in Off-Road Mode for improved approach, breakover and departure angles, while also lowering the vehicle when parked to make getting in and out easier or loading cargo.

The system automatically lowers the Patrol at speeds above 90km/h and raises it again below 70km/h. Nissan’s Intelligent Dynamic Damping, or e-Damper technology, will also be available with the Adaptive Air Suspension system, continuously adjusting to changing road and terrain conditions.

The Y63 also brings a significant step up in technology and comfort, with selected grades getting Nissan’s Monolith display with dual 14.3-inch screens and a Head-Up Display. Front seats can be fitted with massage functions, while first- and second-row passengers get Nissan’s ‘zero-gravity’ seats.

Another Patrol first is Biometric Cooling, which monitors passenger temperatures and adjusts the climate control when the vehicle is started. Selected variants will also get a 12-speaker Klipsch premium audio system with a 12-channel, 600-watt amplifier.

Nissan is yet to reveal pricing or the full specifications for each Australian grade, but the accidental finance calculator listing gives us our first look at how the Y63 Patrol range will be structured locally.