More than 100 service stations in NSW have run out of diesel, with another 35 completely dry, leaving 4×4 enthusiasts facing fuel shortages.

Speaking at a press conference, NSW Premier Chris Minns confirmed 105 of the state’s 2500 fuel stations have no access to diesel, while 35 locations don’t have access to anything.

“As it stands today, as a result of the strategic reserves being released and the sulphur content restrictions being eased, there is in fact more petrol in the economy today than there was five weeks ago or four weeks ago,” Minns said.

He added that the shortages are mainly caused by distribution issues and localised overconsumption: “The issues that you’re seeing in terms of supply for consumers is the distribution of it and also in some areas overconsumption of people just taking more than they need.”

“The second point we make is, particularly in regional communities, you might be taking (fuel) from someone else that really needs it,” he said.

Officials warn against storing or hoarding fuel, which can be extremely dangerous. Diesel and petrol are highly flammable, and improper storage can lead to fires, explosions, or toxic fumes. Motorists are urged to carry only approved containers and avoid keeping large quantities at home.

Global oil markets are fueling the surge in diesel prices. Conflict in the Middle East and refinery pressures have pushed costs higher, with some Sydney and Melbourne stations now charging $3 per litre.

The shortages are hitting regional and remote areas hardest, where alternative fuel options are limited. Transport operators and primary producers are facing higher costs, with potential flow-on effects for goods and services in rural communities.

Drivers are advised to plan fuel stops carefully and stay informed about station availability. 4×4 forums are sharing real-time updates to help members avoid being stranded.

Superior Engineering has released a new range of upgrades for Toyota LandCruiser models, targeting known weak points in the front end and suspension – particularly on vehicles that have been lifted, fitted with longer shocks, or regularly driven in harsh off-road conditions.

Rather than broad, all-in-one kits, this lineup focuses on specific problem areas that tend to show up with real-world use, such as diff housing damage, tailshaft clearance issues, and compromised wheel alignment. The range covers three key areas: diff protection, crossmember clearance and suspension geometry. Here’s a closer look at what’s new.

Gen 2 Weld-On Heavy Duty Diff Guard (Front)

• To suit: 76, 78, 79 Series (11/2016 onwards)
• Price: $150 (each)

This weld-on diff guard is designed to protect the lowest part of the front differential housing on late-model 70 Series LandCruisers.

Made from 6mm 350GR mild steel, it’s built to take repeated hits from rocks and uneven terrain – something that can eventually damage the factory housing. The Gen 2 design matches the updated post-2016 diff shape, improving fitment and coverage.Because it’s welded on, the guard becomes a permanent part of the housing, reducing the risk of cracking, denting, or wear over time | More info

Key points:

• Suits post-11/2016 diff housings
• 6mm mild steel construction
• Weld-on for permanent protection
• Covers the most exposed section of the diff

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Front Crossmember Modification Plates

• To suit: 79 Series Single Cab (08/2016 onwards)
• Price: $190 (kit)

These plates are aimed at 79 Series single cabs running longer shocks. 

When open shock length increases (roughly 550mm to 620mm), the front tailshaft can contact the crossmember under suspension movement. The kit lowers and reinforces the crossmember to create the clearance needed, helping avoid driveline contact and potential chassis damage.Manufactured from 4mm 350GR mild steel, the plates are CNC cut and supplied ready to weld in place | More info

Key points:

• Designed for 550–620mm open shock lengths
• Improves front tailshaft clearance
• Helps prevent chassis and driveline damage
• 4mm steel, weld-in design

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Billet Adjustable Upper Control Arms

• To suit: LandCruiser 300 Series & Prado 250 Series
• Price: $1320 (pair)

Lifting newer LandCruisers often pushes alignment out of spec. These adjustable upper control arms are designed to correct that by restoring proper camber and caster.

Machined from 6061-T6 billet aluminium, they’re lighter than steel alternatives but still strong enough for off-road use. The anodised finish helps with corrosion resistance. Adjustment allows for fine-tuning alignment to improve steering feel, tyre wear, and overall handling – particularly on lifted vehicles | More info

Key points:

• Corrects camber and caster on lifted vehicles
• 6061-T6 billet aluminium construction
• Adjustable for alignment tuning
• Direct replacement for factory arms

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This new range from Superior Engineering is focused on practical upgrades rather than cosmetic changes. Each product addresses a specific issue – whether it’s protecting the diff, creating clearance for longer shocks, or correcting suspension geometry after a lift.

For LandCruiser owners modifying their vehicles for work or off-road use, these are straightforward solutions to common problems.

For generations, Australia’s affinity for trail exploration and remote‑area travel has made four‑wheel‑drive vehicles a staple of national life. Diesel engines, robust ladder‑frame construction and mechanical low‑range gearboxes defined the archetype of a capable 4×4 for decades.

Now, a new force is transforming that landscape: Plug‑in hybrid (PHEV) technology. Combining internal combustion engines with electric motors and high‑capacity batteries, PHEVs promise significant electric‑only driving for everyday use while preserving the ruggedness, towing strength and off‑road ability that buyers demand. 

As of 2026, Australia’s PHEV 4×4 segment – utes and SUVs alike – is evolving rapidly, and the models below show just how diverse and capable that future is becoming.

JUMP AHEAD

• BYD Shark
• Ford Ranger PHEV
• GWM Cannon Alpha PHEV
• JAC Hunter PHEV
• Chery KP31
• Nissan Frontier Pro PHEV
• Land Rover Defender 110 P400e
• GWM Tank 300 Hi4-T
• GWM Tank 500 Hi4-T
• Denza B5
• Denza B8
• BYD Yangwang U8

BYD Shark: Out now

The BYD Shark 6 was one of the first plug‑in hybrid dual‑cab utes to make a meaningful impact in the Australian market, attracting attention from both tradies and lifestyle buyers looking for a capable 4×4 that also cuts down on fuel costs. 

At its heart is a 1.5‑litre turbo‑charged petrol engine paired with dual electric motors and a multi‑mode hybrid system that together deliver a combined output of around 321kW and 650Nm. The Shark’s 51.9kWh battery gives it a practical electric‑only range of roughly 90 to 100km under typical Australian driving conditions, meaning many owners can cover a full week of commuting and errands in EV mode alone. That electric capability also significantly reduces fuel consumption on urban trips, while regenerative braking and smart hybrid management further enhance efficiency.

Unlike conventional diesel utes, the Shark’s electrified drivetrain doesn’t use a mechanical low‑range transfer case. Instead, it relies on the dual motor setup – one electric motor per axle – to deliver instant torque to all four wheels. On paper, the Shark’s PHEV setup doesn’t match the deep crawl ratios of traditional low‑range gearboxes, but in real‑world conditions its electric torque and traction control systems allow it to perform capably on fire trails and moderate off‑road terrain. 

Ford Ranger PHEV: Out now

Australia’s perennial best‑selling ute received its plug‑in hybrid makeover with a clear goal: retain what buyers love about the Ranger while adding electrified performance and efficiency.

The Ranger PHEV combines a 2.3L turbocharged petrol engine with a single electric motor and a 11.8kWh battery, producing a combined 207kW and 697Nm. This setup delivers smooth acceleration in urban driving and responsive torque when heading off the bitumen.

Ford has retained the Ranger’s 3500kg braked towing capacity and more than 800kg payload, ensuring it meets the practical needs of tradies and touring families. The electric-only range sits at approximately 50km, enough for short commutes and errands without engaging the petrol engine, reducing fuel use while maintaining rugged utility.

GWM Cannon Alpha PHEV: Out now

The Cannon Alpha PHEV brings a performance-focused edge to the electrified ute segment, combining a turbocharged petrol engine with an integrated electric motor in a parallel hybrid setup.

The system delivers strong combined outputs (300kW and 750Nm), with the electric motor providing instant torque to improve throttle response, low-speed control, and towing performance. A high-voltage lithium-ion battery enables a real-world electric driving range of over 100km, supported by multiple drive modes including EV-only, hybrid, and charge sustain. This allows most daily driving to be completed առանց fuel use, while still retaining long-distance flexibility.

Importantly, the Alpha keeps proper off-road hardware: a dual-range transfer case, selectable low range, and front/rear locking differentials on a ladder-frame chassis. Combined with the electric motor’s precise torque delivery, this setup provides better crawl control and load management than systems relying purely on electronic traction aids. It also comes with DC fast-charging capability, strong thermal management for the battery, and a braked towing capacity of 3500kg.

JAC Hunter PHEV: Out mid-2026

The JAC Hunter PHEV is shaping up as a high-output entrant in Australia’s hybrid ute segment, built around a plug-in hybrid system that prioritises outright performance. 

Early specifications point to a turbocharged petrol engine paired with dual electric motors, delivering combined outputs of around 385kW and up to 1000Nm. This setup suggests a dual-motor AWD configuration rather than a purely mechanical 4×4 system.

Energy is supplied by a high-capacity lithium-ion battery (31.2kWh), supporting an electric-only driving range of roughly 100km under mixed real-world conditions. Multiple drive modes are expected including EV-only operation for urban use, hybrid for efficiency and full-performance modes that deploy maximum combined output. Regenerative braking and an integrated power control unit manage energy flow to balance efficiency with sustained performance.

Despite the focus on power, the Hunter is being engineered with typical ute duties in mind. A braked towing capacity target of 3500kg aligns it with segment benchmarks, while the chassis is expected to retain a ladder-frame construction for durability. Off-road capability will likely rely more on electronic traction systems and motor-driven torque distribution than traditional low-range gearing.

With DC fast-charging capability, modern thermal management systems, and a projected Australian launch around mid-2026, the JAC Hunter PHEV positions itself as a tech-forward alternative in the segment.

Chery KP31: Out late 2026

The Chery KP31 takes a genuinely unique direction as the world’s first ute to pair a diesel engine with a plug-in hybrid system. 

At its core is a 2.5-litre turbocharged diesel combined with electric assistance in a parallel hybrid layout, allowing the electric motor to supplement torque delivery under load while also enabling engine-off driving in low-demand situations. The result is a system designed to maximise diesel’s strengths – strong low-end pulling power and efficiency at sustained loads – while addressing its traditional weaknesses in refinement and responsiveness.

Chery claims a standout 47-per-cent thermal efficiency for the diesel engine, along with around 10-per-cent better fuel economy compared with a conventional diesel setup. The electric motor provides instantaneous torque fill, improving drivability and reducing lag, while also contributing to a claimed 30-per-cent reduction in vibration levels.

A lithium-ion battery (expected 20 to 30kWh) supports an electric-only driving range likely in the 80 to 100km range, with multiple operating modes including EV, hybrid assist, and engine-priority for highway or towing conditions. It’s expected to ride on a ladder-frame chassis with full 4×4 hardware, while offering a 1000kg payload and a 3500kg braked towing capacity.

Nissan Frontier Pro PHEV: Out 2026‑2027

Nissan Frontier has long been known for tough, no-nonsense 4×4 capability, and a plug-in hybrid version is increasingly likely as part of Nissan’s electrification push.

The Frontier Pro PHEV is expected to pair a 1.5-litre four-cylinder petrol engine with a transmission-mounted electric motor, producing around 320kW and 800Nm. A 33kWh battery is claimed to deliver up to 135km of electric-only range (CLTC), with fuel use rated at 6.9L/100km.

Utility remains a focus, with a 3500kg braked towing capacity keeping it competitive with diesel rivals. Timing is still unconfirmed, though an early 2027 window is widely anticipated.

Land Rover Defender 110 P400e: Out now

For buyers who want electrification without giving up serious 4×4 muscle, the Land Rover Defender 110 P400e remains one of the most compelling options on sale.

Land Rover has integrated a plug-in hybrid powertrain while preserving the Defender’s legendary off-road hardware, including a low-range transfer case, full-time all-wheel drive with locking differentials, and the Terrain Response system.

The P400e combines a 2.0-litre turbocharged four-cylinder petrol engine with an electric motor, producing a combined 297kW and 640Nm through an eight-speed automatic transmission. A 19.2kWh battery provides up to around 50km of electric-only driving under WLTP testing, making it practical for short urban trips without using fuel. Despite electrification, the Defender maintains serious capability, with a wading depth of up to 900mm, ground clearance reaching 291mm via air suspension, and a braked towing capacity of 3000kg.

On-road, the hybrid setup adds refinement, offering quiet EV operation in traffic and smoother power delivery; while off-road, the instant torque from the electric motor improves low-speed control on steep or slippery terrain. The result is a Defender that remains true to its heritage while providing meaningful efficiency gains.

GWM Tank 300 Hi4-T: Early 2026

The GWM Tank 300 Hi4‑T PHEV, arriving in Australia in early April 2026, has quickly set a benchmark for electrified off-road capability.

Built on a ladder-frame chassis with part-time 4WD, low-range transfer case, and locking differentials, it keeps serious off-road hardware while adding hybrid efficiency. The Hi4‑T pairs a 2.0-litre turbo petrol engine with a 120kW electric motor through a 9-speed hybrid automatic, producing 300kW and 750Nm.

A 37.1kWh battery provides around 115km of electric-only range (NEDC) and contributes to a combined range of 955km, with 50kW DC fast charging and Vehicle-to-Load capability enhancing daily practicality. It also retains a 3000kg braked towing capacity, while features like crawl control, all-terrain modes, and adaptive safety systems make it versatile on- and off-road. Interior tech includes a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, dual-zone climate control and wireless charging.

Demonstrating its real-world capability, the Tank 300 Hi4‑T PHEV has successfully climbed Australia’s challenging Beer O’Clock Hill in full production spec.

GWM Tank 500 Hi4-T: Early 2026

The GWM Tank 500 Hi4‑T PHEV, expected in Australia later in 2026, is a larger, touring‑oriented hybrid 4×4 that brings serious capability to the segment alongside the Tank 300 Hi4‑T PHEV.

Like its sibling, it rides on a body‑on‑frame chassis with mechanical 4WD, low‑range gearing and multiple locking differentials, positioning it to compete with established full‑size wagons such as the Toyota LandCruiser Prado. Just like the Tank 300 Hi4‑T PHEV, the GWM Tank 500 Hi4‑T PHEV also conquered Australia’s challenging Beer O’Clock Hill in full production spec.

The Tank 500 Hi4‑T combines a 2.0‑litre turbo-petrol engine with a 120kW electric motor, driving through a 9‑speed hybrid automatic to deliver around 300kW and 750Nm. A 37.1kWh battery supports up to roughly 120km of electric‑only range (NEDC) and contributes to a combined driving range around 950km, with 50kW DC fast charging and Vehicle‑to‑Load (V2L) functionality enhancing flexibility. Braked towing capacity remains at 3000kg.

Denza B5: Out now

The Denza B5 joined the Australian market in early 2026 as a new contender in the large hybrid 4×4 space.

Built on BYD’s DM‑O Super Hybrid platform, the B5 combines a 1.5‑litre turbocharged petrol engine with dual electric motors and a 31.8kWh Blade battery, producing 400kW and 760Nm and offering roughly 90km of electric‑only range (WLTP) with up to 100kW DC fast‑charging support.

Unlike many crossover hybrids, the B5 is underpinned by a body‑on‑frame architecture with selectable low‑range gearing, electrically actuated front and rear diff locks and available adaptive (DiSus‑P) suspension, giving it traction and composure on gravel and more demanding surfaces as well as sealed roads. Its hybrid system is tuned to prioritise electric driving for daily use while seamlessly blending in petrol power for longer trips and challenging terrain, and a claimed combined range approaching 1000 km underscores its touring potential.

Pricing starting around $74,990 before on‑road costs places the B5 in direct sight of rivals such as the Toyota Prado, but it distinguishes itself with modern tech and strong power figures. Just like the Tank 300 Hi4‑T PHEV, the Denza B5 has proven its mettle by tackling Australia’s challenging Beer O’Clock Hill in full production spec.

Denza B8: Out now

The Denza B8 expands on the B5’s formula by adding seven‑seat flexibility, greater size and higher towing potential, making it especially appealing to families and touring enthusiasts.

Built on the same body‑on‑frame “Dual Mode Offroad” hybrid architecture as the B5, the B8 pairs a 2.0‑litre turbo-petrol engine with dual electric motors for a combined 425kW and 760Nm, helping it stand out in the large PHEV SUV space. The 36.8 kWh Blade battery supports over 100km of electric‑only range (WLTC) while enabling a claimed combined range approaching 900 to 950km thanks to its efficient hybrid system.

Underpinning the B8 is serious hardware for varied terrain and towing. It sits on a body‑on‑frame chassis with selectable low‑range gearing and electronically‑actuated diff locks, and seating is available in both six‑seat (6S) and seven‑seat (7S) layouts to suit different needs. Advanced adaptive suspension with DiSus‑P body control helps the B8 manage weight and remain composed on both highways and rougher tracks.

Inside, premium touches like a large touchscreen, high‑end audio and refined cabin materials support comfort on long journeys, while a broad suite of terrain and drive modes supports traction and confidence beyond sealed roads.

Just like the Tank 300 Hi4‑T PHEV, the Denza B8 has demonstrated real‑world capability by tackling Australia’s challenging Beer O’Clock Hill in full production spec.

BYD Yangwang U8: Late 2026 or beyond

The BYD Yangwang U8 is a full-size hybrid SUV built on BYD’s e4 platform with four independent electric motors and a 2.0‑litre turbo petrol engine as a range extender, producing around 880kW and 1280Nm. 

Its 49kWh battery is expected to offer roughly 180km of electric-only range and about 1000km total CLTC range, with individual‑wheel drive and adaptive traction systems enabling precise torque vectoring and advanced maneuvers, including tank turn capability.

Right-hand-drive prototypes have been spotted testing in Australia, supporting a potential late‑2026 or early‑2027 arrival, though no official launch date is confirmed. 

If it arrives locally, the U8 would be one of the most advanced plug-in hybrid 4×4 SUVs, with its quad‑motor layout and advanced control systems offering capabilities beyond conventional hybrid SUVs.

Looking ahead

The rise of plug‑in hybrid 4×4 vehicles represents a significant shift for Australian buyers. These are not merely soft‑roader crossovers with AWD badges; they are vehicles engineered to balance electric efficiency with authentic four‑wheel‑drive capability.

For many owners, the appeal is simple: you can drive to work on electric power, then tow a caravan, haul gear or tackle remote tracks with confidence. The blend of hybrid technology and rugged engineering offers a path toward cleaner, more efficient motoring without sacrificing the durability and capability that 4×4 buyers hold dear.

In 2026, the PHEV 4×4 segment is still young, but it’s already delivering a fascinating array of options – from everyday utes and family SUVs to serious off‑road wagons. As battery technology improves and charging infrastructure expands, this electrified chapter in 4×4 history looks set to become one of its most exciting.

I’ve always wanted to explore the Walcha area and see what explorer John Oxley was so excited about when he saw flowing rivers cutting through gorges and the rich mix of good pastures on the New England Tablelands.

I started my trip in the town of Walcha, where the elevation is just over 1000m and the weather can change in a snap. I explored the town’s heritage walking trail, visiting some of the many old buildings dating back to the late 1860s and the open-air sculptures around the town limits.

On the north side of town there’s a pioneer village and museum where visitors can see a range of buildings and collections from different eras. Alongside a diverse collection of artefacts, it also houses a Tiger Moth aircraft that was used in the district and was originally built for pilot training in the 1940s.

In the heart of town there’s also the Big Black Shed to wander around in, which is jam-packed with antiques, relics and modern-day items for sale.

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Waterfalls and dry rainforest

After a few hours around town, I headed 20km east to explore the waterfalls this area is known for, namely Apsley and Tia falls. Apsley Falls is where the Walcha plateau meets the rugged Apsley–Macleay gorge system, where the river continues east and finally meets the Macleay River.

There’s cheap camping at the falls, but it must be booked online through the NPWS website. Walking trails lead you around the top of the gorge to different viewing areas, and for the fit crew there’s a hike to the base of the falls. Just down the road is Tia Falls, where there’s also affordable NP camping, which is a great base to set off from if you want to complete the hiking trail loop to the base of the gorge and back.

An interesting fact is that the area below both these falls is considered dry rainforest, which survives in the deep gorges on the moisture provided by the waterfalls in the spray zone. The area below the falls is like a giant sponge, soaking up and slowly releasing the moisture. Oxley Wild Rivers NP protects the largest reserved area of dry rainforest in NSW, covering 10,500 hectares.

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Camping and wilderness at Mummel Gulf

With the tourist trail out of the way, I headed across the Oxley Highway and into Mummel Gulf National Park for the first of my overnight camps at New Country Swamp.

There are five designated areas beside the swamp, which is a rare montane peatland flowing into Numble Creek. The swamp lies at 1200 metres elevation, and the forest includes snow gums, mountain ribbon gum and banksia. It’s a quiet place where you may see wildlife and many birds.

Cedar-getters found quality trees here and this country was heavily logged at the turn of the century. Small-scale mining also took place, and cattle were allowed to graze in the forest. Then in 1992 forest defenders set up camp nearby and protested against the destruction of old-growth forest and the loss of wildlife and biodiversity that normally follows. They were successful, and today this country is protected as Mummel Gulf National Park, with much of it declared wilderness.

From the campsite there’s a pleasant stroll through the forest past snow gums, with a view over the swamp towards the campsite. The track continues to Mummel Gulf lookout, overlooking the deep forested valley of the Mummel River, and on a clear day you can see the top of the Barrington Mountains.

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Budds Mare and access tips

After exploring the waterfalls and Mummel Gulf I headed out to the western side of Oxley Wild Rivers National Park, travelling back through Walcha along Moona Plains Road and towards Budds Mare.

My goal was to stay in the remote gorge Riverside campground on the Apsley River, but before leaving phone service it’s necessary to book online via the NPWS website, as there are limited sites and a gate code is needed to access the last stretch of the 4×4 track into the gorge. Budds Mare is right on top of an escarpment with dramatic views into some seriously steep and rugged gorge country.

For those without a 4×4 or who don’t have the gate code, it’s possible to camp at Budds Mare. The added bonus is the new facilities, including a timber shelter with a fireplace for the cooler months, and there’s an easy walk to Paradise Rocks Lookout where you can view Riverside and the Apsley River cutting a path through the landscape.

It’s only six kilometres down to the Riverside camping area, but the atmosphere surrounding the landscape and the narrow track in is something I’d compare to driving through the Victorian High Country. There are some serious switchbacks on the narrow, steep track and it’s easy to see why trailers are banned.

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Riverside Camp and history

National Parks has set up Riverside with some pretty amazing campsites and day areas. Explorer John Oxley camped down here on the river in September 1818, then headed east towards the Tia Valley, eventually arriving at Port Macquarie in early October of the same year.

The name Riverside comes from a house that was built in 1891 where today’s camp area is, which was part of Moona Plains Station. There were several slab-built, shingle-roofed dwellings made for the stockmen working down off the tableland. Unfortunately fires ripped through around 1930 and destroyed the huts, but old farm relics can be found alongside the remains of a stone chimney.

In the 1980s plans were underway to dam the Apsley River to supply a nearby hydroelectric plant, and the steep road into Riverside was constructed to install the river gauging station. Ironically the NSW minister at the time and his wife, Neville and Jill Wran, spent three days hiking the Apsley River and were so impressed that he included this gorge in the 127,000ha gazetted for the new Oxley Wild Rivers NP.

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Campers can enjoy swimming in the nearby Apsley River and fish for wild bass that head downstream on an epic pilgrimage to spawn before returning each year. Once the sun goes down the nights are quiet and the nocturnal creatures venture out.

The park is included in the listing of the Gondwana Rainforests of Australia World Heritage area for landforms stretching back to when Australia was connected to Antarctica 40 million years ago.

The protection of this national park and its wild natural areas not only preserves the lives of countless unique lifeforms, but also ensures we can continue to enjoy opportunities to immerse ourselves in wild landscapes. After tens of millions of years without interference, where the river has clawed out deep valleys along the eastern flank of the Great Divide, the Apsley River whispers to us of something profoundly ancient and beautiful.

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Who was John William Oxley?

Explorer and surveyor-general John William Oxley played a huge and important part in the exploration that opened up large areas of eastern Australia and also helped open up parts of Tasmania (known then as Van Diemen’s Land).

Born in England, he arrived on our shores in 1802 and was immediately set to work as a coastal surveyor for several years before sailing to Van Diemen’s Land, then back to Sydney where he was granted land. He was soon appointed surveyor-general of NSW and began his exploration travels across the eastern seaboard between Bathurst and up to Port Macquarie on the Mid North Coast.

In search of new farming lands beyond the Hunter Valley, he headed north and climbed the steep, rugged ranges, traversing from west to east over the southern end of the tablelands he had discovered – today known as the New England Tablelands. In September 1818, Oxley and his expedition camped by a waterhole on the Apsley River (named after Lord Apsley) south of the current township of Walcha. He was the first ‘official’ European in the district as far as anyone knew.

Oxley wrote of this newfound country in his journal: ‘the finest open country, or rather park, imaginable. A country of running waters; on every hill a spring and in every valley a rivulet.’

Prior to Oxley coming to the area the Dungutti people had lived on the tablelands for around 6000 years, using it as a meeting place and a centre for trade. In winter the Dungutti people headed east into the gorges where there was plenty to eat and the weather was warmer.

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Essential information

Where is Walcha?

Walcha is 180km west of Port Macquarie and a little over 480km N-NW of Sydney in the New England High Country, at the intersection of the Oxley Highway and Thunderbolts Way. It is surrounded by national parks where waterfalls spill into wild rivers and thread through rugged gorges on a journey to the coast. Walcha is the oldest colonial settlement in the New England region, known for its natural beauty and rich history, with a town centre that retains genuine old-world charm.

What’s in the region?

There’s a multitude of areas to explore in the Walcha region, including camping on the Apsley River, a plethora of hiking trails into gorges and waterfalls, exploring the town’s heritage and museums, and 4×4 touring trails.

More info

The New England Tablelands is around 1000m above sea level and there are often several weather conditions in one day. The winters are cold with frost and sometimes a covering of snow, and in summer it can be stinking hot with cold nights, so be prepared for anything.

Walcha has a tourist information centre (29 Fitzroy St) that can help with what’s on in the district. To camp at Riverside in Oxley Wild Rivers NP you’ll need to book online through the NPWS website, and when you pay you’ll also receive a code for gate access. Other camping options in the area include Tia and Apsley falls and the New Country Swamp area at Mummel Gulf NP, which also need to be booked online. Walcha is a busy hub where you’ll find all services and facilities.

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

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

JUMP AHEAD

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

01: Nissan GQ Patrol

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

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

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

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

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

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

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

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

02. Mazda BT-75 six-wheeler

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

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

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

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

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

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

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

03: Toyota FJ Cruiser

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

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

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

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

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

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

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

04: 60 Series LandCruiser

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

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

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

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

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

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

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

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

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

05: Ford Ranger Raptor 

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

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

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

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

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

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

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

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

06: 80 Series LandCruiser 

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

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

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

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

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

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

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

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

07: Ford Ranger

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

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

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

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

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

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

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

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

08: 300 Series LandCruiser 

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

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

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

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

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

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

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

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

09: VW Amarok

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

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

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

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

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

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

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

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

10: Prado Altitude

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

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

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

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

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

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

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

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

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

Typical components of a conversion include:

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

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

Why do a rear end coil conversion?

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

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Important considerations

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

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

Superior Engineering’s premium coil conversion kits

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

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

Some standout features of Superior’s engineering approach include:

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

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

Superior Engineering has coil conversion kits for:

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

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

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

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

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

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

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

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

JUMP AHEAD

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

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GWM Cannon XSR

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

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

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

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

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

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

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

Isuzu D-MAX X-Rider

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

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

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

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

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

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

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

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

Ownership

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

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

Verdict

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

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

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

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Specs

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

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

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

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

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

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

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

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

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

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

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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

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

Performance and chassis upgrades

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

Carbon fibre and exterior enhancements

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

Lighting and bumpers

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

Interior

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

Functional and utility features

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

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

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

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

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

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

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

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

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

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

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