4X4 Australia

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

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

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

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

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

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

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

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

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Power and performance

Performance and chassis upgrades

Carbon fibre and exterior enhancements

Lighting and bumpers

Interior

Functional and utility features

MORE Silverado news and reviews!

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

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

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

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

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

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

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

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

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

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

MORE Australia’s electric utes: Current models and future launches

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

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

1. Driving the middle of a narrow track

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

2. Not airing down tyres

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

3. Spinning wheels unnecessarily

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

4. Leaving rubbish behind

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

5. Driving with every light bar blazing

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

6. Blocking tracks while airing up or down

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

7. Refusing to reverse

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

8. Overloading the vehicle

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

9. Ignoring basic recovery etiquette

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

10. Treating public tracks like a racetrack

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

Special mentions

MORE 10 essential 4×4 touring mistakes to avoid

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

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

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

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

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

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

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Suspension tuning

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

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

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

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

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Grade-specific tuning

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

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

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Off-road geometry and towing

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

Off-road specs
Ground clearance228mm (+8mm vs D23)
Approach angle30.4
Rampover angle23.4
Departure angle22.8 (+2.2 vs D23)
Minimum turning circle12.7m (kerb to kerb)

Pricing

My 26 Nissan NavaraMSRP*
SL$53,348
ST$56,765
ST-X$63,177
PRO-4X$68,418
MORE Navara news and reviews!

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

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

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

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

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

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

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

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

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

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

MORE HiLux news and reviews!

Part 1: From the showroom to the tracks

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

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

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

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

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

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

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

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

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

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

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

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

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

Part 2: Mods tested in the Vic High Country

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

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

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

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

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

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

MORE How to accessorise your Ineos Grenadier: Essential 4×4 mods
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I had to top up the AdBlue this month. It gave me a warning that it was running low, which was handy. The front parking sensors have been triggering at random. Apparently it’s some dirt stuck on the edge of a sensor that’s setting it off. No big deal, as you can manually turn them off and it stops the beeping. I might try giving them a proper clean.

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

MORE Grenadier news and reviews!

Camping in the bush is about spending quality time with family and friends, but it’s also about immersing yourself in the sights, sounds and solitude of nature.

It’s the chance to escape the city, tackle challenging tracks in your 4×4, and unwind under the stars. But even in the most remote locations, your actions have an impact on fellow campers, wildlife and the fragile environment around you. Small lapses in behaviour can turn a peaceful campsite into a frustrating experience for others, or even create safety hazards.

Following a few simple etiquette rules not only keeps your trip running smoothly but also ensures that everyone in the 4WD community can enjoy the outdoors responsibly, safely and respectfully.

1. Keep noise to a minimum

Campsites are shared spaces, and loud music, shouting or engine noise can ruin the atmosphere for everyone. Generators, in particular, can be surprisingly disruptive if left running for hours, especially early in the morning or late at night. Many campers rise early or enjoy a quiet evening under the stars, so respecting quiet hours – usually around 10pm to 7am – helps everyone sleep well and keeps the bush peaceful. Headphones, low-volume music and careful use of generators go a long way toward maintaining a calm campsite.

2. Respect campsite boundaries

Crowding neighbours’ sites creates tension. Make sure your tent, awning, chairs and gear stay within your allocated space. Overcrowding a small campsite with multiple rigs or excessive equipment not only infringes on others’ privacy but can make the site unsafe and uncomfortable. This applies on formal sites and informal bush pads alike. Giving other campers enough room ensures everyone can enjoy their site peacefully without encroachment.

3. Take all rubbish when you leave

Even biodegradable items like food scraps can attract wildlife, and non-biodegradable litter pollutes tracks and campsites. Always take everything you brought in, including packaging, cans and broken gear. Leaving your campsite spotless preserves the environment and prevents authorities from restricting access due to litter problems.

4. Manage campfires responsibly

Campfires are a classic part of bush camping, but they’re high-risk if mismanaged. Check for fire bans or restrictions before lighting a fire, use established fire rings if possible, and keep a bucket of water nearby. Never leave a fire unattended, and fully extinguish it before going to bed or leaving the site. Avoid burning plastics or treated timber, as this pollutes and produces toxic smoke.

5. Keep pets under control

Dogs and other pets can enhance a trip, but they need to be under control at all times. On-lead pets prevent disturbance to wildlife, other campers and livestock. Be considerate: Not everyone is comfortable with pets wandering through their site, and uncontrolled dogs can cause safety issues, especially around campfires or children.

6. Minimise light pollution

Bright lights and floodlights can ruin other campers’ night vision and interrupt the sense of wilderness. Headlamps, low-power lanterns or dimmed camping lights are usually sufficient. Avoid pointing lights into neighbouring tents or the track; it keeps the night calm and preserves the bush experience for everyone.

7. Respect shared facilities

Many campsites have toilets, picnic shelters, water taps and bins. Leaving them messy or monopolising them frustrates others and can quickly turn a pleasant campsite into an unpleasant one. Always clean up after use, avoid leaving personal items behind, and take turns politely. Even small actions – like wiping down a bench, properly disposing of waste, or ensuring bins aren’t overflowing – help keep facilities usable and pleasant for everyone.

8. Keep vehicles tidy and accessible

Parking can become a source of tension. Avoid blocking other campers’ cars, pathways, or emergency access roads. Keep your rig, trailer, and gear within your site footprint, and ensure any recovery or setup equipment is neatly stored. Consider how others might enter or leave the site without difficulty.

9. Avoid damaging vegetation

Bush campsites are fragile ecosystems. Stick to established tracks and pads, avoid creating new clearings, and don’t drive over shrubs or grass unnecessarily. Don’t cut down trees for firewood or construct permanent structures. Even small impacts can add up over time, so minimal disturbance is key to keeping sites sustainable.

10. Be friendly and considerate

Politeness goes a long way in shared spaces. Greet fellow campers, offer help if needed, and communicate clearly about shared areas or track usage. A friendly approach reduces tension, prevents misunderstandings, and contributes to a positive 4WD camping community.

Special mentions

MORE Advice from the experts!

Loading the Ford Ranger Super Duty for the off-road test with close to a tonne on the tray was an interesting exercise. It was a very specific test, because there are only a handful of vehicles we could have done it with. 

The Ranger is still technically a midsize pick-up despite its heavy-duty underpinnings and taller stature, and there’s no other ute in the midsize category that could have done it while remaining on the right side of its rated payload and GVM capacities. In fact, I reckon the test would have broken any other midsize 4×4 ute.

We did the same drive with a LandCruiser 79 when the 2.8 auto models first came out and it did it with relative ease, although we only had two 325kg concrete blocks in the back for that test. For the Super Duty we carried three of them for 975kg on the tray. When you add the weight of the steel tray and other accessories fitted to this Ranger, there was well over a tonne on it. The Ineos Quartermaster would probably carry it, but you’d be exceeding its payload limit – and it’s the same story with most full-size American pick-ups.

When you consider the alternative, the fact the Super Duty did the drive and off-road climb relatively easily makes it all the more impressive. Ford Australia has done an incredible job creating the Ranger Super Duty. Sure, Ford makes Super Duty F-Trucks in the USA, but there’s nothing like the Ranger SD in the midsize category that’s so popular in Australia.

Like it did with the Ranger Raptor, Ford has created a vehicle that is – and remains – a unique product. Even after all these years, the Ranger Raptor still hasn’t been matched by any other showroom-stock vehicle. Having the capacity of the Ranger SD isn’t just about loading stuff on the tray. Anyone who tows heavy trailers and doesn’t want a full-size US pick-up will be attracted to the Ranger SD’s 8000kg GCM. That’s anyone towing a race car trailer, big horse float, large boat or oversized caravan – they’d all be interested in Ford’s latest creation.

Ford Australia might not be manufacturing cars in this country anymore, but the fact it’s still conceiving, developing and creating unique vehicles like the Ranger Super Duty and Raptor right here is enough to make me think it’s still building vehicles for Australian drivers.

MORE Ranger news and reviews!

It’s one of those iconic destinations that overlanders talk about in camp chairs across the country. The historic McKillops Bridge sits high above the Snowy River in a remote corner of Snowy River National Park, and reaching it is half the story.

I began at Marlo with a stiff coastal wind trying its best to tear the awning from the Prado. After breaking camp at Marlo Ocean View Caravan and Camping Park, I rolled out towards Cape Conran, where a wild ocean swell hammered the headlands. From there, it was inland via Cabbage Tree Creek and back to the Princes Highway, before a final supply stop in Orbost. Fuel, food and a quick vehicle check are wise here, because once you turn north onto the Snowy River Country Trail, services disappear quickly.

Taming McKillops Road

Within minutes of leaving Orbost, the tone changes. Wind the window down and the forest announces itself. Ironbark and mountain ash tower above the track, cicadas scream from the canopy, and tree ferns mark the creeks below the road line. It feels remote, even though you are only a short distance from town.

The road is signposted at 80km/h, but that figure is optimistic at best. Blind corners, cambered sections and logging activity demand respect. This is active forestry country, so switch the UHF to channel 40 and keep it there. Log trucks are frequent, and they move with purpose. If you hear one call up, answer back and confirm your position. It makes life easier for everyone, especially on tighter bends.

There are patches of bitumen before Bonang, but they do not last. Beyond the tiny settlement, the surface turns properly to dirt and the road narrows as it begins to follow the Deddick River along McKillops Road. Conditions vary with the weather. In the dry, it is generally firm with loose gravel on top. After rain, it can become slick and confidence-sapping on the steeper sections. Low range is not always required, but it is reassuring to have it ready for the descents.

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A worthwhile detour is the historic Ambyne Suspension Bridge. Built by the Victorian Country Roads Board, it carried vehicles from 1935 until 1970 before closing and eventually being restored. Standing on it today gives a real sense of the isolation faced by early travellers and road crews in this region.

Further along, Mount Deddick rises above what was once the small township of Deddick. Little remains now beyond subtle hints in the landscape. Then the road tips and twists towards the main attraction.

McKillops Bridge appears almost suddenly, an elegant steel truss spanning the Snowy River far below. The current bridge was built between 1931 and 1936 after earlier flood damage, replacing a ferry crossing used by stockman George McKillops as early as 1835. It was once claimed to be the longest arc-welded steel truss road bridge in the world and remains one of Victoria’s most impressive remote structures.

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Allow around four hours from Orbost, depending on conditions and stops. It is not a drive to rush. Canoeists launch here to explore the gorges downstream, and there are walking options, including the Silver Mine Trail, for those keen to stretch their legs.

The nearby campground is basic but well spaced, with drop toilets, fireplaces and picnic tables. Sites are not perfectly flat, so take levelling gear and choose your position carefully. On one visit, I had a sizeable limb fall metres from the Prado overnight – a reminder that camping in tall timber demands awareness.

The climb out from the campground side is where the track really earns its reputation. The ascent is steep and exposed, with long drop-offs towards the Snowy River. There are limited pull-over points, and meeting oncoming traffic requires patience and clear communication. Engage low range early, take your time and enjoy the views when it is safe to do so. They are some of the best in Victoria.

Gorges, ghost towns and High Country history

Not far from McKillops Road are two standout natural features.

A short side trip leads to the lookout over Little River Gorge, carved over millions of years and plunging around 500m to the valley floor – the deepest gorge in the state. In wet conditions, Wulgulmerang Creek can be seen cascading dramatically into the chasm opposite the viewing platform. Nearby, Little River Falls offers a contrast. The upper section near the car park looks modest, but cross the bridge and follow the walking track down to the main drop and you will find water spilling 30m down a rock face into the gorge below.

Eventually, you cross a cattle grid and leave Snowy River National Park behind. Rolling grazing country replaces dense forest as you approach the T-junction, which presents two very different choices. Turn right and the Barry Way leads towards Jindabyne and the New South Wales high country. Turn left and you drop towards Buchan.

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Before committing to either direction, there is another worthwhile detour. Follow the Barry Way north for a short run and you will reach the tiny settlement of Suggan Buggan, one of Victoria’s most remote communities. With only a handful of permanent residents, it feels like a step back into a quieter era of High Country life.

Perched on a rise above the Snowy River sits the beautifully restored Suggan Buggan Schoolhouse. Built in 1922, the timber building once educated children from surrounding cattle properties who arrived on horseback or foot. Today it operates as a small museum, preserving photographs, classroom furniture and stories from a time when isolation was simply part of daily life. The building’s neat weatherboards and corrugated iron roof stand in stark contrast to the vast landscape that surrounds it.

Standing on the schoolhouse verandah and looking out across the rolling hills towards the river flats, it is easy to imagine the resilience required to live here year-round. The road in remains narrow and winding and, during wet weather, can become challenging. It’s a fitting reminder that the Snowy River Country has always demanded determination from those who call it home, whether they arrived by horse, Holden or fully loaded 4×4.

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Buchan is built on limestone formed nearly 400 million years ago, when this region lay beneath a shallow sea. Over time, uplift and water movement created one of Australia’s most impressive cave systems – the Buchan Caves. Discovered in 1907 by Frank Moon, who enlarged a small opening and lowered himself into the darkness on a rope, the Fairy Cave revealed extraordinary formations. Frederick Wilson, previously of the Jenolan Caves, developed pathways, ladders and handrails that still guide visitors today. Tours began in 1917 and continue daily through the Fairy and Royal caves.

The reserve is jointly managed by Parks Victoria and the Gunaikurnai Traditional Owners, recognising Buchan as an important meeting place between sea and mountains. Guided tours are the only way to access the caves, and they regularly book out during peak periods, so advance tickets are recommended.

No visit to Buchan feels complete without a stop at the Buchan Caves Hotel. Originally trading as the Buchan Inn in 1882, the pub was destroyed by fire in 2014. The local community rallied, raising more than $600,000 to rebuild. The new hotel opened in 2016 and remains a testament to small-town resilience. After days on steep gravel and narrow mountain roads, a cold drink here feels well earned.

The Snowy River Country Trail is not extreme in a technical sense, but it demands attention, planning and respect for conditions. It delivers isolation, history and scenery in equal measure. For those prepared to take the long way around, it remains one of Victoria’s most rewarding 4×4 journeys.

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Essential information

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GWM’s Tank 300 Hi4-T PHEV and Tank 500 Hi4-T PHEV have completed the climb up Beer O’Clock Hill, a well-known off-road challenge in Australia.

The Tank 300 Hi4-T did it on standard highway tyres, straight from the factory, showing that GWM’s Hi4-T plug-in hybrid system can handle tough terrain without modifications. Both vehicles ran in full production spec, with no mechanical changes, calibration tweaks or software updates.

With this climb, five GWM models have now reached the top of Beer O’Clock Hill. The full list includes the Tank 300 and Tank 500 Hi4-T PHEVs, Cannon XSR (production-spec), Cannon Alpha Hi4-T PHEV, and Tank 300 Diesel. Three of the five used Hi4-T, while the others relied on GWM’s 2.4-litre turbo-diesel engine.

“Beer O’Clock Hill is becoming one of the toughest proving grounds for any off-road vehicle in Australia. Having no less than five vehicles across the range conquering Beer O’Clock Hill is something we are incredibly proud of, but certainly not surprised,” said Steve Maciver, Head of Marketing and Communications at GWM Australia and New Zealand.

“The latest Tank 300 Hi4-T PHEV climbing the hill on highway tyres speaks volumes about the engineering behind the Hi4-T system. This is electrification designed for real off-road performance, delivering instant torque, precise traction and relentless climbing ability,” Maciver added. “New Energy Vehicles should enhance capability, not limit it, and what we have demonstrated is that GWM’s technology delivers both efficiency and serious off-road performance, without compromise.”

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The GWM Tank 300 Hi4‑T PHEV is set to arrive in early April 2026 in Lux ($55,990) and Ultra ($59,990) variants. It pairs a 2.0L turbo petrol engine with a 120kW electric motor for 300kW/750Nm, full-time 4×4, low-range gearing, and advanced off-road tech like crawl control and diff-locks. A 37.1kWh battery is said to give about 115km of EV range and up to 955km total, with fast and AC charging plus V2L capability. Lux offers modern comfort and safety features, while Ultra adds premium touches like Nappa leather, massage seats, and front diff-lock.

The Tank 500 Hi4‑T PHEV uses the same hybrid system but delivers 405kW and 900Nm, with a higher towing capacity of 3500kg.

MORE Tank 300 news and reviews!