Being a seasoned traveller, I get asked a lot about what equipment I use on my 80 Series, including what suspension I run. 

Well, a couple of years ago I changed to Outback Armour suspension components, and I can definitely say it’s some of the best gear I’ve used for the past 20 years, over which time I have clocked up tens of thousands of kilometres per year across multiple terrains Australia-wide.

Jumping onto the Outback Armour website, I chose the Adjustable Bypass Expedition HD kit for my needs, as my 4×4 is set up as an outback tourer, configured for remote missions with drawers, fridges, recovery gear and enough equipment to be off grid for weeks at a time. The HD Expedition kit ticked all the boxes and was easy to install over a couple of hours. Supplied with coils, shocks front and back, a steering damper, correction bushes and a shock service kit, there was nothing else I had to worry about.

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The Outback Armour story

It was in 2012 that Outback Armour started in a Queensland garage, where the founder first began making specialised suspension kits for armoured military vehicles that needed to be tough and durable to survive any terrain thrown at them. 

These vehicles were heavy with ballistic plating on and underneath, and also loaded with gear inside and out. Thinking outside the box, the founder also knew that modern-day 4x4s needed specialised suspension to cope with heavy loads such as steel bullbars, winches, canopies and internal drawer systems, as well as the weight of equipment loaded into the back of working utes. This was the beginning of Outback Armour, the name derived from the focus on armoured vehicles and the Australian outback.

Brad Bernard and Richard Catelan have led the charge from the start, and the company now ranks among the best 4×4 suspension component suppliers on the Australian market. Today it also has branches in North America and the Middle East, which allow real-life testing in the military field across various weather and tough terrain conditions.

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Suspension range, spring rates and GVM upgrades

In its range, customers can choose a variety of spring rates and shock variables to suit how much load a vehicle constantly carries. 

There’s a nitrogen gas-filled shock, which is the next step up from a factory setup and is designed for improved on- and off-road handling. Next is a digressive foam-filled shock, which has high-flow pistons for improved handling, especially over corrugations, and lastly Outback Armour offers its top-of-the-range fully adjustable 20-stage shock, where customers can fine-tune their 4×4 ride.

This is done with a simple knob dial on the shock. The spring range is similar, with three different load rates. The first is the Trail Spring, which is better than factory, next is the Expedition for vehicles with only a few heavy add-ons, and last is the Expedition HD for 4x4s that have many options added. Outback Armour also offers a GVM upgrade for many 4x4s so owners can stay legal while safely increasing load or towing capacity.

Outback Armour backs itself with a three-year unlimited-kilometre warranty, and it is Australian owned and operated with its gear tested in the harshest conditions around the world. All of its products are designed and developed in house in Brisbane and go through rigorous testing on vehicles before being certified to Australian standards.

This gives us as four-wheel drivers the assurance that Outback Armour products have been built for Australian conditions, successfully bridging the gap between heavy-duty military engineering and civilian off-road performance.

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Adjustable Bypass Expedition HD

I’ve never had adjustable shocks before and, to be honest, I really thought they were a bit of a gimmick, especially as the ones I ordered had a 20-setting range. 

Initially I had the front and rear set midway (10 clicks), but found them a bit soft on the highway and outback roads, as I have a roof-top tent, 270 awning and a shower tent up top. Clicking them up to 15 made a huge difference, with less sway on the roads, better control and reduced rebound bounce when soaking up bumps and corrugations. The 20-click adjustable bypass control on the shocks definitely works, and I’ve fine-tuned the ride to suit my comfort across all types of terrain. It’s possible to dial the shocks right down to give the vehicle a really soft feel on harsh terrain such as when rock crawling.

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Over two years with the Outback Armour suspension fitted to my 80 Series LandCruiser, I’ve travelled extensively through Arnhem Land, across the rocky terrain of the Flinders, through deserts where roads are littered with corrugations, right down to Tassie, plus tackling hard tracks around the Coffs Coast. The only thing to date is that the suspension has suffered from sand and rock rash, but this is all part of travelling on outback roads.

It’s recommended that once a year owners check the shocks as part of a maintenance program and, if the shock dials feel notchy or clammed up, complete a service procedure. Online, Outback Armour runs through servicing and other suspension tips for its range of products. The adjustable bypass shocks that I chose have a massive 65mm body with a 40mm high-flow piston and heavy-duty internal valving, and they come with a toughened cover protecting the 18mm hard-chromed shaft to prevent stone or dirt damage.

I’ve tried multiple suspension brands over my extensive 4×4 lifetime, from ones that claim to be big bore to top-of-the-range brands, but I’m putting Outback Armour up there as the best.

Pricing and more information

I paid just over $2200 for my setup. There are cheaper options through the range, but you’ll need to assess what your needs are. All prices, suspension specifications, service requirements, dealer locations and other links are on the Outback Armour website.

Outback Armour also sells a range of 4×4 recovery kits, components and accessories that comply with Australian standards, and some to military specs. Prices and certification for all its gear are also available online.

BLUETTI has launched its FridgePower system on Kickstarter, with early bird pricing available until May 31.

While pitched at household refrigeration, the design also has clear relevance for 4×4 touring, caravan travel, and off-grid setups where reliable, compact backup power is increasingly part of modern kit lists.

At its core, FridgePower is a plug-and-play battery system designed to keep a fridge running during outages or away from grid power. For touring applications, that translates directly into food storage security on extended trips, basecamp setups, and situations where a fridge failure can end a trip early.

The unit itself is compact, with a 75mm (2.95-inch) profile and support for flat or vertical mounting. That makes it easier to integrate into tight spaces in camper builds, canopy systems, caravan storage areas, or garage-based touring setups where every millimetre counts.

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Built around extended fridge runtime

FridgePower is designed around a 2016Wh capacity and 1800W output in its standalone form. BLUETTI states it can run a standard refrigerator for around 21.6 hours, supported by a low 4W AC idle drain that helps stretch runtime when conditions are stable.

For longer trips or basecamp use, the system can scale up to 8064Wh using three BlueCell 200 expansion batteries, extending backup capability to around four days. A 3600W surge rating also covers high startup loads like fridge compressors, which is often where smaller power systems fall short in real-world use.

UPS protection for critical gear on the road

Powered by BLUEGrid technology, FridgePower includes a 10ms UPS switchover, allowing it to react instantly to power loss. While that’s relevant at home, it also translates well to touring setups where systems may be switching between solar, generator, or auxiliary inputs.

It’s designed to support not just fridges, but wider critical loads such as CPAP machines, Wi-Fi routers, lighting systems, and other low-draw electronics commonly found in touring and off-grid setups. Four operating modes – Standard, PV Priority, Time-of-Use, and Customised – allow users to prioritise solar input or manage charging around travel patterns. An automatic bypass also allows grid power to pass through directly when the unit is idle.

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Quiet, low-maintenance power for camp life

FridgePower uses LiFePO₄ battery cells rated for over 4000 cycles, with a claimed lifespan of more than 10 years. For touring use, the key benefit is not just longevity, but low-noise operation – rated at around 30dB – making it suitable for enclosed sleeping setups, rooftop tents, and tight caravan environments.

Thermal sensors manage internal cooling automatically, keeping operation stable without the noise and fuel requirements of traditional generators.

Smart control for remote travel setups

Integration with Alexa, Google Home, and Home Assistant is included, but the more relevant feature set sits inside the BLUETTI app. For touring use, this includes:

• Weather alerts that can trigger pre-charging before incoming storms
• System diagnostics for monitoring battery and load status
• Scheduled maintenance cycles every three months
• Remote wake from a 0.3W sleep mode

An optional Display 1 Magnetic Screen provides a quick visual status check, useful for mounted installs in caravans or canopy systems.

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Pricing and rollout

FridgePower is live on Kickstarter from April 17 to May 31, with early bird pricing tiers that reduce as allocations sell out. Launch pricing is:

• US$759 for the standalone unit (roughly $1150)
• US$1398 for the FridgePower Plus bundle (roughly $2100)

Pricing includes tax but excludes Australian shipping. Units are production-ready, with shipments expected to begin in early June – timed ahead of the Australian winter storm period, when grid instability and outages become more common.

• UPDATE 1: From the showroom to the tracks
• UPDATE 2: Mods tested in the Vic High Country
• UPDATE 3: Bigger tyres give the Grenadier a boost in the bush

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.

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

Part 2: Mods tested in the Vic High Country

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

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

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

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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.

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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.

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

Part 3: Bigger tyres give the Grenadier a boost in the bush

New tyres for the Grenadier this month. I had my local tyre store (thanks Tyrepower Mornington) fit five BFGoodrich Mud Terrain KM3s in a 295/70R17 size, at $590 each.

The original BFG All Terrains weren’t worn out and were still doing a great job; I just wanted to try a bigger size than the standard 265/70R17 tyres fitted as stock. I had a set of KM2s on a JK Wrangler about 15 years ago, so it is going to be interesting to see how the KM3s compare.

Standing the 295 Mud Terrains next to the original tyres, the size difference is noticeable without being extreme. I think it’s a worthwhile upgrade for the Grenadier, especially considering it’s on stock ride height and wheels. I also like that BFG has done away with the white lettering – I was never a fan. Clearance to the brake lines has reduced slightly, but I don’t think it will be an issue. There are also no signs of rubbing, even with the suspension fully articulated, which is reassuring.

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With the first opportunity, I headed to the Yarra Valley in search of mud. It’s been a dry summer in Victoria, so finding mud hasn’t been easy. The only option was to head to Toolangi State Forest, where I knew I’d be guaranteed to find some. To get there, I had a fair amount of highway driving to cover. The KM3s are definitely louder on-road than the ATs, but nothing you couldn’t live with, even as a daily driver. You do feel a touch more tyre roll through corners because of the taller sidewalls, but overall the ride is better. It’s simply a more comfortable experience now, both on- and off-road.

Before any mud could be sprayed, I found Rocky Track, dropped the Grenadier into low range and began the climb. If you’re familiar with Rocky Track, you’ll know it’s a very challenging drive. I completed the first section fairly easily with the centre and rear diffs locked. The aggressive sidewalls on the KM3s helped bite into the rocks and push the Grenadier forward.

The second section is much tougher, and line choice really matters. With the front locker engaged, I continued to make forward progress. The rock rails were taking a beating and things were getting pretty serious. I’m confident the Grenadier would have made it to the end of Rocky Track, but I chose not to push on. With just the two of us in one vehicle, it wasn’t worth the risk. If we got stuck – or worse – there was no one around to help. It’s a serious track.

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So my son William and I headed off in search of muddy tracks, and we found them. The KM3s performed exactly as you’d expect in sloppy conditions. Where the ATs would turn into slicks, the KM3s cleared mud far more effectively. I’m really impressed with the BFGoodrich Mud Terrain KM3s so far and happy I opted for the larger size.

They suit the Grenadier perfectly and make it an even more capable vehicle. I also fitted the new MAXTRAX Recovery Shovel this month. It’s a clever storage solution, with the shovel and extension handle integrating neatly with MKII and Extreme MAXTRAX boards. Hopefully I won’t need to use it too often.

One thing I would like for the Grenadier is a way to shade the safari windows. Don’t get me wrong, I really like them and at least one side is nearly always open, but there are times when the sun is directly overhead and some sort of shade system would be ideal. Maybe that’s my next mod?

• Kilometres this month: 4650km
• Average fuel use: 12.7L/100km

Last year we bought a BYD Shark ute to see how well the Chinese-made plug-in hybrid would perform in the real world.

To put it to the test, we planned a trip across the Simpson Desert – an iconic 4×4 adventure that sits on the bucket list of many Australian four-wheel drivers, if they haven’t done it already. To get it ready for the trip, we kitted it out with off-road hardware from some of our most trusted aftermarket suppliers before pointing it west.

Our BYD is now heading over the block at Slattery Auctions, but before it goes to a new owner, we’ll take a look at what was involved in the build and how it all performed.

Toughening it up with Ironman 4×4

First stop for the Shark was the team at Ironman 4×4 headquarters in Dandenong South. Ironman partnered with BYD long before the Shark was launched to develop a range of accessories to improve the capability of the ute in the Aussie bush, so the team had exactly what we needed. 

For improved frontal protection, the crew fitted an Ironman Raid replacement front bumper, featuring a top hoop with an integrated light bar, cube side lights, a powder-coated finish, underbody protection and a pair of front 2.5-tonne-rated recovery points – which proved essential once the Shark hit the desert dunes. The Raid bar is winch-compatible and constructed from 4mm aluminium to keep weight down, and is ADR-compliant and crash-tested.

For added ground clearance and improved ride and control, an Ironman IM 2.5 ‘Heavy’ suspension kit was installed, comprising Ironman’s latest monotube shocks and matching raised coil springs. This resulted in a 30mm increase in ground clearance and improved driving both on- and off-road. It wasn’t available at the time, but in the months since our install, Ironman 4×4 has released a GVM upgrade suspension kit for the Shark, increasing payload from 790kg to 1140kg.

Rear-end set-up tailored for desert exploration

Rear-end protection came by way of a Hayman Reese X-Bar, with the added benefits of three built-in rated recovery points as well as an integrated tow hitch. 

The Shark was starting to look more suited to the desert travel we had planned. It looked more purposeful again once we bolted on a set of Raceline alloy wheels wearing 285/60R18 Cooper Discoverer AT3 tyres. Not only did the bigger wheels and tyres look the part, but with their LT construction and rugged tread, they were less prone to damage and better suited to off-road desert conditions, where we were running lower tyre pressures for the sandy tracks.

A matching wheel and tyre wouldn’t fit under the back in the standard location, so it was strapped up top on a Rola Titan Tray roof rack, along with extra fuel cans, a set of Maxtrax and an Ironman awning.

Our good friends at MSA hadn’t seen a BYD Shark before we invited them on board, so they flew down to Melbourne with a toolbox and a truckload of MSA gear to see what would fit. It was no trouble for them and, in just a few hours, the Shark had a set of full-length MSA aluminium roller drawers installed, along with a drop slide to carry a dual-zone Evakool fridge.

While the Evakool fridge kept food and drinks at the right temperature, the drop slide made it easy to access over the tailgate. The MSA drawers are silent warriors, holding anything and everything securely inside while still being easy to access when needed.

Keeping everything in the back of the Shark secure and protected from the elements, the team at Ultimate Offroad fitted a Centurion canopy from Utemaster to the top of the BYD tub. The tough but good-looking Centurion canopy protects the contents of the ute while offering easy access via three large opening doors, making it quick and convenient to access gear wherever you take it.

Simpson Desert adventure

With our LandCruiser 79 along for support, the Shark left the security of the suburbs for the Australian outback, reaching the western edge of the Simpson Desert via Mt Dare.

Loaded with extra fuel and supplies, the two vehicles entered the dunes and it soon became obvious that the BYD would struggle when cresting the softer sand dunes. Using Icom UHF radios between the two vehicles and a Maxtrax recovery kit, the Cruiser helped it over when needed. 

The real challenge came when it was time to cross Eyre Creek, which was flowing after recent rain in the desert. With the Cruiser and a recovery strap on standby, the BYD made the crossing.

With thanks

• Ironman 4×4
• Utemaster
• MSA 4×4 Accessories
• X-Bar by Hayman Reese
• Rola Roof Racks
• Cooper Tires
• Raceline Wheels  
• Icom Australia
• MAXTRAX
• Evakool
• Slattery Auctions

First things first, if you want a ute, maybe go read Matty’s review of the new HiLux.

These aren’t that. These are toys. Yes, they can do ute things – carry some gear, tow a small trailer, head away for a weekend – but for me, a proper ute needs to haul close to a tonne, tow 3500kg and do it without fuss. Forget that here.

What we have instead are two of the most exciting, slightly ridiculous things masquerading as utes on sale today. The Ranger Raptor and Gladiator Rubicon lean hard into the fun side of the equation – speed, articulation, noise, presence – and only loosely into the traditional brief. And that’s kind of the point.

Because if you squint hard enough, you can justify both of these as utes. They’ve got tubs, they’ve got usable interiors, and they’ll get a job done if you ask them to. But really, you’re not buying either of these because you need a ute. You want something fun in your life.

You’re buying them because you want one – and strewth, do I want one!

Why are we doing this?

Most utes these days are sensible. Capable, yes – but sensible. Same goes for a lot of four-wheel drive wagons. They do the job, they tick the boxes, and they’re about as exciting as a council-issued wheelbarrow. These two aren’t that.

We’re doing this because they sit right at the other end of the spectrum – the pointy end of what a ute can be when fun becomes the priority. They’re the kind of vehicles you don’t need, but can absolutely justify if you try hard enough. You might tow a jet ski, move some gear, throw the dogs in the back and head to the beach. But really, you’re buying one of these because you want something that makes all of that feel like an event, not a chore.

Jeep’s story is built on capability. From the original military Willys through to the Wrangler, it’s always been about getting further off-road than anything else. The Gladiator is a relatively recent addition – essentially a Wrangler with a tub – but in Rubicon form it carries all the hardcore hardware that made Jeep famous.

The Ranger started life as a global workhorse, but the Raptor flipped that script. First launched in 2018, it took a humble ute and turned it into a high-speed off-road performance machine, developed with Ford Performance, now Ford Racing.

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Jeep Gladiator Rubicon

In Jeep’s world, everything revolves around the Wrangler – short wheelbase for agility, long wheelbase for touring – and the Gladiator slots in as the dual-cab version of that formula.

In Australia, we only get it in Rubicon spec, which means you’re getting the full suite: the Rock-Trac transfer case with its ultra-low gearing, locking diffs front and rear, and the ability to pull the roof and doors off entirely. That’s what defines it. This isn’t a polished, everyday ute – it’s quirky, mechanical, and a bit rough around the edges.

Inside, it leans into that brief. The cabin is tight, upright and unapologetically Jeep, with splashes of colour and contrast that break up the usual sea of grey. The materials feel tough, almost hose-out ready, like it’s been designed with dust, mud and bad decisions in mind. Tech is there – a modest screen with Apple CarPlay – but it’s not the focus. Comfort isn’t either.

What you get instead is character. It feels a bit agricultural, a bit old-school, and a long way from the polished norm – but that’s exactly why it stands out.

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The Rubicon’s party tricks

This is where the Rubicon earns its badge.

Underneath, it’s built properly – Dana axles front and rear, locking differentials at both ends, and the Rock-Trac transfer case delivering a proper 77:1 crawl ratio. That’s not a headline number, that’s a design decision. Everything here is geared towards slow, controlled, technical off-road driving.

But the standout is the electronic front swaybar disconnect. Press the button and the front swaybar decouples, removing the tension that normally limits axle movement and allowing the front end to articulate far more freely over uneven terrain. More flex means more tyre contact, more traction, and less reliance on momentum.

And then you notice something else. At the rear, the swaybar setup looks… approachable. Four bolts and a ratchet and you’re in. It’s not advertised, it’s not encouraged, but it’s there – a quiet nod to the kind of owner who wants to take things a step further.

That’s what makes the Rubicon interesting. It’s not just capable out of the box, it’s built in a way that invites you to get involved. To tweak it, understand it, and push it further. There aren’t many vehicles left that feel like that, and we should celebrate and appreciate it.

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Gladiator’s old-school heart

Under the bonnet sits Jeep’s 3.6-litre Pentastar V6, putting out 209kW and 347Nm, paired to a ZF-sourced eight-speed automatic.

Peak power comes high in the rev range, and you feel that – it’s not a torque monster, but it’s willing, and it sounds good doing it. There’s a raspy, slightly throaty note to it that suits the character of the vehicle. At around 2242kg kerb, it’s not light, but there’s enough power here to make it feel lively on a dirt road. It’ll build speed and carry it well, even if it doesn’t punch like a turbo-diesel.

On a fast dirt road, it’s fun – but not sharp. The steering is slower, the turning circle is 13.6m, and the solid front axle never quite delivers the same confidence as an IFS ute. But that’s not what this is about.

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Gladiator hits and misses

In low range, this thing feels like a cheat code.

We drove it with lockers engaged, swaybar disconnected, and in its most aggressive off-road mode, and the result is ridiculous. The combination of solid axles, 77:1 crawl ratio and BFG KM3s delivers outright mechanical grip that very few vehicles can match. It just finds traction where others spin – the front axle in particular is a flex monster.

The driving position helps too. Upright seating, near-vertical windscreen, and great sightlines make it easy to place on a track. Take the doors off and it’s even better – you can just lean out and read the terrain.

But there are trade-offs. The 3488mm wheelbase is the big one. On paper, 249mm of clearance doesn’t look bad, and the 40.7° approach angle is genuinely excellent – helped by those forward-mounted front wheels – but the 18.4° rampover angle is the limiter, and you feel it constantly. We bellied out repeatedly – cresting climbs, dropping into wombat holes – just running out of clearance where shorter vehicles wouldn’t. The 25.1° departure angle is decent, but it’s the middle of the vehicle that lets you down. The saving grace is durability. There’s solid underbody protection, and the sidesteps are genuinely robust.

So here’s the reality. Out of the box, this is one of the most capable off-roaders you can buy for grip and articulation – but also one of the easiest to catch out on clearance.

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Ford Ranger Raptor

If the Super Duty is peak Ranger for work, the Raptor is peak Ranger for everything else.

It sits at the very top of the range, but it’s not trying to out-carry or out-tow anything – it’s built to go fast, go hard and make you laugh while doing it. This is the Ranger you buy when the job is optional but the drive isn’t. Inside, it’s as good as anything in the segment. The Next-Gen Ranger cabin brings a big vertical screen, crisp graphics, wireless Apple CarPlay and seats that are properly comfortable, properly supportive and just a little bit shouty with the Raptor embossing. It feels modern, sorted and easy to live with.

And that’s the thing. For something this ridiculous, it’s also completely usable. The driving position is spot on, visibility is good and it behaves like a normal Ranger when you want it to. Until you don’t. Because this is the one that encourages bad decisions. The one that turns a dirt road into a racetrack and a quick trip into something you start making excuses for.

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The Raptor is built to be abused

This is where the Raptor separates itself from every other ute on the market.

Underneath, it’s nothing like a traditional load-carrying setup. Instead of leaf springs, you get a coil-sprung rear with a Watts link, which keeps the axle centred under the chassis and far more controlled at speed. The result is stability – especially when things get rough – that a conventional ute just can’t match.

Then there are the shocks. FOX 2.5-inch Live Valve internal bypass dampers, constantly adjusting in real time depending on what the vehicle is doing. Hit a corrugation, a jump, a washout – the system reacts instantly, firming or softening to keep the BFG KO2 tyres in contact with the ground. It’s not just clever, it’s transformative.

Add in a properly calibrated drivetrain with multiple drive modes – including Baja mode – and you start to understand the brief. This isn’t built to carry weight. It’s built to carry speed. And it’s tough. There’s serious underbody protection, designed to take hits you’d avoid in anything else. You can drive this thing hard and it feels like it wants you to. That’s been proven too. In production class, the Raptor has made a name for itself at events like the Finke Desert Race, where speed, durability and outright punishment define success.

Put simply, this isn’t a ute that tolerates abuse. It’s one that’s built for it.

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Nothing comes close to the Raptor at speed

Under the bonnet, the 3.0-litre twin-turbo EcoBoost V6 delivers 292kW and 583Nm, paired to a 10-speed automatic and dual-range transfer case. Peak torque comes in low and holds strong, giving it that effortless surge out of corners and across loose surfaces.

But there are rules here. Baja mode is for off-road use only, so what we ran instead was a mix that actually worked better in the real world – Sport drive mode, suspension in its most aggressive setting, steering in comfort and exhaust dialled back.

And then we drove it properly. On open gravel roads, this thing just comes alive. It doesn’t just tolerate speed – it asks for it. Triple digits come up effortlessly, and once you’re there, the Raptor feels planted, composed and almost egging you on to keep pushing.

The suspension is the standout. Those FOX 2.5 Live Valve shocks just absorb everything – corrugations, washouts, mid-corner bumps – the sort of hits that would unsettle or slow down anything else. Here, you barely lift. The drivetrain plays its part too. In Sport, it holds gears longer and downshifts aggressively under braking, and with paddles behind the wheel you can take full control if you want to.

But the real story is how it makes you feel. This isn’t just quick for a ute – it’s in a different league. If you want something faster on a gravel road, you’re not shopping in the ute aisle anymore.

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How does the Ranger stack up in low range?

Low-range work is where things get interesting, because this isn’t what the Raptor is built for – and yet it still delivers.

Running it back-to-back with the Ranger Super Duty, the differences are clear on paper. The Super Duty brings a more traditional setup – leaf springs, load-focused chassis tuning and General Grabber AT3s – while the Raptor leans into performance with its coil rear and Watts link.

Out on track, though, the Raptor surprised. In mud and ruts mode, with the rear diff automatically engaged and the front locked manually, it just went. The BFG KO2s offered more grip than expected – in fact, more than the Super Duty in the same conditions – with less wheelspin and more control. Yes, you still get that typical IFS moment where a front wheel lifts, but it’s not excessive, and with both diffs locked, it simply pushes through.

Articulation from the rear is excellent too, the coil setup working far better than you’d expect from something tuned for speed. It’s not Rubicon-level – nothing is – but taken on its own, this is one of the most capable off-road utes you can buy. And even against the Super Duty, it feels more resolved, more confident and ultimately more effective.

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Verdict

On paper, these two overlap. In reality, they go about the job in completely different ways.

• Comfort is an easy win for the Raptor. The cabin is better, the seats are better and it drives more like a modern SUV than a traditional ute. The Gladiator, by comparison, feels tighter, more upright and a long way less polished.
• High-speed driving is no contest. The Raptor is in a different league – stable, fast and genuinely exciting on a gravel road in a way nothing else in this segment can match.
• Low-speed, technical work swings the other way. The Gladiator Rubicon just has more mechanical grip, more articulation and more confidence in difficult terrain. The Raptor gets close – closer than expected – but the Jeep still takes it.
• Uniqueness is all Jeep. You just don’t see many Gladiators, and nothing else on the market offers that same open-air, configurable experience.
• Cool factor is harder to call. The Jeep is cool in a classic, mechanical sense. The Raptor is cool because it feels alive – and for most people, most of the time, that probably wins.

Both of these come out of the box seriously capable – but neither is perfect, and both benefit from a few key changes. Start with tyres. The factory rubber on both was excellent in testing, but stepping up to a larger-diameter tyre is almost a given. You get a visual lift and, more importantly, extra clearance – something the Gladiator in particular desperately needs.

Then there’s payload. This is the big limiter. The Raptor runs a 3130kg GVM and ~651kg payload, while the Gladiator sits at 2935kg GVM and ~693kg payload. Both are tight, especially once you start adding passengers, gear or towball weight.

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Here’s where the paths split:

• The Raptor’s FOX Live Valve suspension is brilliant, but it’s also restrictive. GVM upgrades are limited and that makes it hard to build into a proper touring rig without constantly managing weight.
• The Gladiator is the opposite. There are GVM upgrades pushing close to 4000kg, which completely changes its usability. Add a 2-inch lift, bigger tyres and suddenly that breakover issue disappears. The aftermarket is massive – bars, suspension, even superchargers if you want more power.
• Both would benefit from long-range tanks – around 130–140 litres available – and proper front protection.

The difference is simple: the Raptor is incredible as-is, but hard to improve. The Gladiator starts with flaws, but gives you the tools to fix them.

Calling a winner

The Gladiator Rubicon deserves serious credit. Off-road, it’s a weapon. The grip, the articulation, the uniqueness – and the fact you can fix its flaws so easily – makes it hugely appealing. But for me, this comes down to one thing: How a vehicle makes you feel.

The Ranger Raptor is on my dream three-car garage list. Lightly loaded, on a dirt road, there is nothing more fun. It’s not perfect – the payload is tight, the fuel use is real – but none of that matters when you’re behind the wheel. If you can justify buying one, do it. Because nothing else like it exists.

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Specs

As four-wheel drivers, we tend to love buying gear for our vehicles. Anything new and shiny that will fit your 4×4 goes straight on the shopping list and onto your rig as soon as possible.

Vehicle recovery gear is no exception – in fact, it’s a favourite collectible for many gear addicts. Winches, ropes, snatch blocks and recovery boards are all in constant development, and each time a new version is released, it becomes a must-have item. Sometimes, though, it’s not the shiny new gear you need, but the simple tools you use most – and the most effective at getting your vehicle unstuck. The best example is the humble shovel or spade.

If there was ever a must-have piece of kit for 4×4 recovery, it’s a long-handled shovel. Stuck in sand or mud? Your shovel is your best friend, and as a bonus it’s always handy around camp for digging a dunny, a firepit or drainage gutters. It’s an invaluable piece of gear for any four-wheel driver.

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MAXTRAX knows a thing or two about 4×4 recovery equipment. The Australian company revolutionised the segment when it introduced its bright orange recovery boards, and has since released them in different specifications, sizes and a rainbow of colours around the world.

One of the clever attributes of the MAXTRAX recovery board design is that the ends can be used as makeshift shovels in some conditions. This works okay in soft sand, but not so well in harder ground, and the size of the boards often prevents them from getting under a vehicle.

MAXTRAX is a company that is always innovating, and its latest release is a clever take on the humble shovel. The MAXTRAX All Terrain Recovery Shovel is a multi-piece spade that gives you the option of long or short handles, and a T-bar or round-end grip, simply by screwing in the desired components.

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The shovel head is coated steel and shaped to dig into hard ground. Consideration has also been given to the size of the head so it isn’t so large that it can’t be worked under a bogged vehicle. This is where the longer handle comes into its own.

What’s really clever is the way the recovery shovel and spare handle slot into your MAXTRAX boards, wherever you mount them – be it on a roof rack or a spare wheel carrier. The shovel fits neatly into the boards, where it’s secure yet easy to access when needed. In addition to the recovery shovel and its range of recovery boards, MAXTRAX also offers a selection of recovery ropes, complete recovery kits and first-aid kits, making it a one-stop shop for 4×4 recovery gear.

The shovel comes with brackets, straps and a cable lock to secure it to your MAXTRAX boards.

RRP: $349 | 🔧 View product details

Is your 4×4 set up for the tracks you really want to tackle?

Whether you’re chasing tougher touring gear, better clearance, or just smarter storage, the right upgrades can make all the difference. We’ve rounded up the latest aftermarket gear hitting the Aussie market this month. If you’re planning your next trip or just looking to get more out of your rig, these are the products worth checking out! 👇

JUMP AHEAD

• MSA 4×4 complete storage drawer system for the BYD Shark
• Tuff Terrain self-retracting air hose reel
• Superior Billet Series adjustable UCAs for LC300
• Thinkware U300 Pro dash camera
• Aerpro AMDT02 multimedia receiver
• Custom Lithium dual battery for MU-X (2022+)
• Terrain Tamer fortified drive belts
• Zeus 4×4 Ridgecap aluminium canopy
• GME XRS-375C
• EcoFlow DELTA 3 Max Plus portable power station
• CTEK RB300 and RB400 portable jump starters
• HEMA Maps: Range of guide books
• MAXTRAX off-road and recovery shovel
• 70 Series Store stainless steel door trims
• Tuff Terrain Bush Recovery Kit: Pro
• AFN 4×4 bull bars for 2025 Toyota HiLux 48V
• Superior Engineering ‘Black Series’ shocks
• Custom Lithium 400Ah Caravan and RV lithium battery
• Ironman 4×4 APEX bull bar for HiLux
• ARB Base Rack
• Endless Air engine-driven compressor
• GME XRS-390CAG UTV Pack
• Bushman DC50-X and DC65-X
• MSA Powerfold Towing Mirrors: Ford Ranger Super Duty

MSA 4×4 Complete Storage Drawer System: BYD Shark

• RRP: POA

Purpose-built for the Shark, this double storage drawer system offers 100-per-cent drawer access, secure locking, internal lighting, wing kit access, ADR certification, and MSA 4×4’s lifetime guarantee. It gives you a proper place for tools, recovery gear, camp gear, and all the small stuff that usually rolls around the tub.

That said, not every Shark needs twin drawers. If your priority is cold food, easy access, and flexibility, a single drawer paired with the MSA 4×4 SL50 Straight Slide and FBSL50N Straight Slide Fridge Barrier is a seriously practical option. The drawer keeps essential gear secure and organised, while the SL50 provides smooth fridge access with lock-in/lock-out safety, a powder-coated steel frame, tie-down straps, and a lifetime guarantee. It’s designed for low-height setups where a Drop Slide isn’t needed.

Add the FBSL50N Fridge Barrier and it gets even better. Designed to fit around the SL50 with minimal footprint, it helps protect your fridge from loose gear while maintaining access and ventilation. It also adds handy side pockets for quick-grab items. 🔧 View product details

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Tuff Terrain self-retracting compact air hose reel

• RRP: $449

This Aussie-designed compact air hose reel packs a 7m hose into a tight 150mm drum, freeing up valuable tray and canopy space while still reaching around the vehicle. The auto-retract system pulls the hose back in without manual winding, while a locking feature holds it at the required length and keeps it stable in transit.

Built with an aircraft-grade aluminium body, the reel is designed to handle heat and knocks from compressor use. The EPDM rubber hose, with a braided nylon outer, resists abrasion in real-world conditions, and compatibility with ARB- and Nitto-style fittings makes it easy to integrate with common setups. Supplied with flat and 90-degree mounting brackets, a 50cm connector hose and multiple fittings, it’s designed for flexible fitment across canopies, trailers and workshops. 🔧 View product details

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Superior Billet Series Adjustable Upper Control Arms for LandCruiser 300

• RRP:  $1320 (pair)

The Superior Billet Series Adjustable Upper Control Arms for the Toyota LandCruiser 300 and Prado 250 are designed to restore proper camber and caster on lifted vehicles, helping maintain precise steering, even tyre wear and correct suspension geometry.

Machined from 6061-T6 billet aluminium, they’re strong yet lightweight, with a hard-anodised finish for long-term corrosion protection. Fully adjustable, these arms allow you to fine-tune handling for on-road comfort or off-road articulation. As direct replacements for the factory upper control arms, they are designed to correct floaty or wandering front-end behaviour, improve tyre contact and help prevent premature wear, ensuring your LC300 or Prado performs at its best. 🔧 View product details

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Thinkware U3000 Pro dash camera

• RRP: U3KPD64: $1149.99; LTEMOD: $229.99

The Thinkware U3000 Pro dash camera uses Sony STARVIS 2 sensors to record 4K UHD front and 2K QHD rear footage, day or night. Dual HDR and Super Night Vision help deliver clear detail in a range of lighting conditions, while Advanced Radar Parking Surveillance monitors your vehicle when parked. Built-in GPS, 5GHz Wi-Fi and Bluetooth allow connection to the Thinkware app, and an optional LTE module enables remote access to live footage and alerts. 🔧 View product details

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Aerpro AMDTO2 multimedia receiver

• RRP: $799.99

The Aerpro AMDTO2 is a 10-inch multimedia receiver designed for the Toyota HiLux (2015–2020), featuring a 10-inch touchscreen with 1024×600 resolution. It supports both wireless and wired Apple CarPlay and Android Auto, along with Bluetooth 5.0 for calls and streaming, dual rear USB inputs and built-in DAB+ digital radio.

Audio performance is handled by a claimed 50W x 4 output, supported by a 13-band EQ and time alignment, plus 4V/6CH RCA pre-outs for system expansion. Supplied as a complete kit, it retains key vehicle features including steering wheel controls, USB, AUX and the factory reversing camera, and also includes a universal 720p rear camera. 🔧 View product details

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Custom Lithium Isuzu MU-X dual battery (2022+)

• RRP: From $1490

This Australian-made underfloor auxiliary battery system is designed to fit beneath the rear cargo area of the Isuzu MU-X. Built in Brisbane and individually bench-tested, it uses premium A-grade LiFePO4 cells housed in a lightweight aluminium enclosure. A high-current BMS and active balancer manage cell protection, helping prevent overheating and over-discharge while maintaining performance in demanding conditions.

With a claimed constant discharge of 180A (750A peak) and charge rates of 50A constant (100A max), plus a 10.5V cut-off, it’s designed to deliver reliable off-grid power. The system is backed by a seven-year warranty, lifetime customer support and a network of more than 30 installers nationwide, with flexible options to build out a complete charging and monitoring setup. 🔧 View product details

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Terrain Tamer fortified drive belts

• RRP: Varies

When your 4×4 is tackling tough terrain or covering long distances, a failing or stretched drive belt can lead to overheating, power loss or even a breakdown. Terrain Tamer’s Fortified 4WD Drive Belts are engineered to address this, delivering a claimed 34-per-cent longer life than OE equivalents.

These serpentine-style belts feature a patented construction, including a unique elastomer blend, strengthened tensile cords in the core, and an adhesion gum layer to boost durability. This design is said to reduce stretch, stabilise belt length and lower load on other drive components.

With a claimed 40-per-cent improvement in load and wear protection, Fortified Drive Belts are designed to resist heat, oil and long-term wear, maintaining efficient power transfer to critical auxiliaries such as compressors, alternators, power steering, fans and air-conditioning systems. 🔧 View product details

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Zeus 4×4 Ridgecap aluminium canopy

• RRP: $3900

The Ridgecap by Zeus 4×4 is a premium aluminium canopy designed for touring and work use. Built and tested in Australia by a 100-per-cent locally owned company, it’s engineered for harsh conditions. Its fully welded, high-grade aluminium construction is lightweight, strong and corrosion-resistant, with internal bracing and tub-strengthening integration to minimise flex over rough terrain.

A 200kg dynamic roof load rating supports rooftop tents, awnings, solar panels and recovery gear, while large lift-up side doors provide quick, ergonomic access. Automotive-grade seals help protect contents from dust and water, and the modular interior can be configured with shelves, drawers, platform systems, fridge slides and power panels to suit touring or trades use. 🔧 View product details

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GME XRS-375C

• RRP: $689

The GME XRS-375C is a next-generation two-way radio designed for clear communication in rugged conditions. It features a 3W high-power speaker and an IP67-rated microphone, delivering reliable audio in noisy or wet environments. A high-contrast colour TFT LCD screen ensures easy readability in all lighting conditions.

Integrated GPS enables location tracking, while Bluetooth connectivity supports wireless headsets and external devices. Noise reduction technology improves call clarity in high-noise settings, and multiple user-customisable buttons allow quick access to frequently used functions. 🔧 View product details

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EcoFlow DELTA 3 Max Plus portable power station

• RRP: $2999

The EcoFlow DELTA 3 Max Plus delivers 3000W AC output (6000W surge; 3900W with X-Boost) and features a high-current Anderson DC output for direct connection to 4x4s, caravans and auxiliary batteries. It’s capable of powering high-demand appliances and tools, and can be expanded up to 10kWh with Smart Extra Batteries.

Charging options include AC, solar, alternator, generator or hybrid combinations, giving it plenty of flexibility for touring setups. Built with LFP batteries and a cell-to-chassis design, it offers durability, thermal stability and quiet operation, along with UPS backup capability, drop and humidity resistance, cloud-based monitoring, AI Mode and a self-powered energy storage function. 🔧 View product details

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CTEK RB 3000 and RB 4000 portable jump starters

• RRP: $589 (RB3000); $689 (RB4000)

The CTEK RB Series provides portable, high-performance jump-start capability for 12V vehicle batteries. The RB 3000 delivers 3000A peak current, supporting up to 30 starts per charge, while the RB 4000 ups the ante with 4000A peak current and up to 45 starts per charge, making it better suited to larger vehicles.

Both models also function as high-capacity power banks via USB-A and USB-C ports, allowing you to charge phones, tablets and other devices. Safety features include spark-proof technology and reverse-polarity protection, while a multi-mode LED flashlight with standard, strobe and SOS modes is integrated for emergencies. The units are supplied in a durable protective case, retain charge for up to six months, and come with a two-year warranty. 🔧 View product details

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HEMA Maps: Range of Guide Books

• RRP: From $39.95

Hema Maps offers a comprehensive range of atlas and guide books designed to help travellers plan and navigate trips across Australia’s diverse landscapes – from well-known touring routes to remote outback tracks.

The range includes regional titles covering destinations such as Cape York, the Top End and Gulf, the Flinders Ranges and the Great Desert Tracks, with each product combining detailed mapping, GPS-verified roads and tracks, points of interest, camping and service information, trip-planning tips, and cultural and background content. Hema’s maps are produced from extensive fieldwork by its Map Patrol team to ensure accuracy and up-to-date information, and are available in formats suited to vehicle use, including spiral-bound atlases, guide books and regional route guides. 🔧 View product details

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MAXTRAX off-road and recovery shovel

• RRP: $349

Built for off-roading and recoveries, the Maxtrax shovel is a versatile, multi-function tool that integrates with MKII and XTREME boards for secure storage and transport. Its short ergonomic handle provides quick, confident control, while an extendable long handle lets you reach under a vehicle when space is tight. It’s designed to offer the grip and leverage you need when digging in sand, mud and other challenging terrain. The kit includes the shovel, an extension pole, mounting brackets, Velcro straps and a cable lock, providing a complete, ready-to-use solution for off-road and emergency use. 🔧 View product details

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70 Series Store stainless steel door trims

• RRP: $187

These door trims for the 70 Series replace the factory plastic sill trims with 304 stainless steel panels designed to resist rust, corrosion and wear in harsh conditions. A textured checkerplate finish adds grip and slip resistance for safer entry and exit, especially in wet, muddy or dusty conditions. Designed for the 70, 75, 76, 78 and 79 Series, they’re available in black or silver finishes and include screws and tools for straightforward DIY installation. 🔧 View product details

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Tuff Terrain Bush Recovery kit: PRO

• RRP: $1079

This comprehensive, heavy-duty 4×4 recovery kit is built for serious off-road use and extended touring. Designed to equip experienced drivers for demanding recoveries, it comes packed in a rugged Tuff Terrain heavy-duty recovery gear bag with organised storage for all components. Inside, you’ll find a selection of recovery essentials including multiple 17T soft shackles (braided and regular sheaths), two pairs of recovery gloves, a 20m 5T extension strap, a 9m 9T kinetic rope, a 3m static rope, tree trunk straps, soft-shackle recovery hitch hardware, winch rings, and a winch damper bag. 🔧 View product details

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AFN 4×4 bull bars for 2025 Toyota HiLux 48V

• RRP: $3850 (Full Hooped); $3800 (Loopless)

AFN 4×4 offers purpose-built steel bullbars for the 2025 Toyota HiLux 48V, finished in matte black powdercoat and fully ADR-compliant. Both models include rated recovery points, Hi-Lift jack mounts and winch compatibility.

The Full Hooped bullbar features a wrap-around design with a 6mm aluminium bash plate, integrated fog and indicator lights, and heavy-duty frontal protection. The Loopless bullbar offers the same recovery and winch-ready capability, dual antenna tabs, and integrated lighting in a clean, low-profile design. Both options are engineered for off-road durability while maintaining a vehicle-specific fit. 🔧 View product details

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Superior Engineering 3-way adjustable 2.5 monotube remote reservoir Black Series shocks

• RRP: $575

Designed for serious 4×4 performance, this rear shock offers three-way adjustability with 14 low-speed compression, 22 high-speed compression and 22 rebound settings. You can fine-tune the ride in seconds using the dual knobs on the remote reservoir.

The 2.5-inch monotube body and 60mm Teflon-coated piston deliver precise damping, while the finned alloy remote reservoir with an internal floating piston increases oil capacity, dissipates heat and helps prevent cavitation. A CR3+ chrome-plated 22mm shaft and nitrogen gas charge are designed to deliver durability and consistent performance. Other highlights include rebuildable components, billet pistons, a velocity-sensitive shim stack, flexible braided hoses and high-quality bushes. It’s backed by a three-year, unlimited-kilometre repairable warranty. 🔧 View product details

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Custom Lithium 400Ah Caravan and RV lithium battery

• RRP: $3650

This battery is a high-capacity, Australian-made LiFePO₄ power source engineered for off-grid travel. Built with premium A-grade automotive lithium cells and an advanced Heltech battery management system (BMS), it’s designed to deliver consistent, safe performance while protecting against overheating, over-discharge and short circuits.

Compact yet capable, the 400Ah capacity provides ample energy to run appliances such as fridges, lighting, inverters and air compressors during extended stays off the grid. A robust ABS enclosure minimises weight and footprint while shielding the battery from vibration and rig-induced stress. 🔧 View product details

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Ironman 4×4 APEX bull bar for Toyota HiLux

• RRP: $3254 (bull bar and light kit)

The Ironman 4×4 APEX bullbar is a rugged, modern frontal protection upgrade for HiLux 2020-on vehicles. Built around a robust 60.3mm triple-hoop steel design, it delivers strong bonnet and headlight protection, backed by a heavy-duty 4mm front bash plate. It’s winch-ready (up to 12,000lb, synthetic or steel cable) and includes integrated recovery points, with provisions for driving lights, cube lights, UHF aerials and other accessories. The bar is ADR-compliant and designed to work with vehicle safety systems such as airbags, cameras and parking sensors. 🔧 View product details

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ARB Base Rack

• RRP: POA

The ARB Base Rack is a low-profile, modular roof rack platform designed for 4x4s. Built from extruded aluminium with fully welded construction, it’s strong yet lightweight and sits close to the roofline without needing a sub-frame. A dovetail mounting system runs along the perimeter and internal beams, making it quick and easy to add, remove or reposition accessories without disturbing other cargo. The rack supports a range of guard-rail and accessory options, letting you customise it for touring, trade or adventure. Each crossbeam is engineered to resist flex under load while distributing weight evenly across the rack 🔧 View product details

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Endless Air engine-driven compressor

• RRP: From $550

The Endless Air compressor is a permanent, engine-driven onboard air system that delivers high-volume compressed air wherever your vehicle goes. It runs off the engine’s fan belt and produces up to 120psi at around 8cu ft/min, letting you inflate a flat tyre from zero to pressure in less than a minute.

Unlike portable 12V compressors, Endless Air only operates when switched on and draws minimal power, with no noticeable fuel penalty when it’s not in use. The unit is designed to be rugged and dependable, and suitable for 4×4, ute, truck, tractor, boat or LPG-engine applications. Installation is permanent and belt-driven with an electric clutch, and the system can be tailored with mounting kits, receivers (air tanks) and accessories. It comes with an unconditional 12-month replacement guarantee against faults in parts or workmanship 🔧 View product details

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GME XRS-390CAG UTV Pack

• RRP: $789

The GME XRS-390CAG UTV Pack is a rugged UHF CB radio system built for UTVs and agricultural machinery, offering reliable communication across farms and remote worksites. It pairs GME’s toughest XRS-390CAG radio with the new flexible AE4202 antenna, includes built-in GPS for location awareness, and features IP67 dust and waterproofing, MIL-STD-810G vibration and shock resistance, and 5W transmission power. The system also includes a front-facing 2W speaker, a professional-grade IP67 OLED microphone, Bluetooth smartphone control via the XRS Connect app, and is backed by a five-year Australian warranty 🔧 View product details

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Bushman DC50-X and DC65-X

• RRP: $1299 (DC50-X); $1399 (DC65-X)

The Bushman DC50-X and DC65-X are heavy-duty 12V fridges in Bushman’s HD Series, featuring the new Secop Danfoss HD compressor, a tropical 43°C rating and Bushman’s efficient cooling system. Designed for off-road use, they offer ultra-low power consumption (approx. 0.98A/hr for the DC50-X at 25°C), a seven-year 12V compressor warranty, lifetime customer support, and a free mounting kit for flush installation in vans, trucks, boats or RVs.
Both models include user-friendly touches such as simple thermostat controls, large door shelves and Anderson plug connections. 🔧 View product details

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MSA Powerfold Towing Mirrors: Ford Ranger Super Duty

• RRP: $1625

Factory mirrors only go so far when you’re towing with a Ford Ranger Super Duty. MSA’s Powerfold Towing Mirrors use a large single mirror lens to reduce blind spots and vibration for a steady, undistorted view. Four mirror positions, including a horizontal towing mode, let you dial in the view to suit the load. Rotate the mirror and the actuator adapts automatically, with fine adjustment via your factory controls.

Built from die-cast aluminium and injection-moulded components, they’re designed for real-world conditions. Folding inwards or outwards helps limit damage when space gets tight. Direct-fit installation, retained factory functions, and a choice of black or chrome finish round out a setup backed by a five-year warranty. 🔧 View product details

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Ford Australia will bring back the Everest Wildtrak as a limited special edition for 2026, priced from a recommended Manufacturer List Price of $79,990.

Production is set to begin in May 2026, with around 1,000 units allocated for the Australian market. The Everest Wildtrak first debuted in Australia in 2023 and was last seen in early 2025, when Ford released a limited run of just 950 units for the local market.

“The Everest Wildtrak enables our customers to boldly conquer their next adventure,” said Ambrose Henderson, Director of Marketing, Ford Australia. “It is designed for those who want to stand out and aspire to an active, youthful lifestyle. We are excited to offer this limited-edition nameplate once again on Everest.”

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For 2026, the Wildtrak continues with Ford’s 3.0-litre V6 turbo-diesel engine and full-time 4WD system. Equipment includes Matrix LED headlamps with auto-levelling and dynamic bending, plus a power-folding third row.

Outside, it features a gloss black ‘H-Bar’ front bumper, gloss black grille with Ignite Orange detailing, and 20-inch black alloys with Ignite Orange accents on all-season tyres. A no-cost alternative swaps these for 18-inch all-terrain wheels in Asphalt Black with Ignite Orange highlights.

Inside, the Wildtrak carries leather-accented seats with WILDTRAK lettering, contrast orange stitching, a panoramic roof with power blind, ambient lighting, and a power-folding third row.

Pricing is anchored at $79,990 MLP, with options including Prestige Paint ($750), a Premium Towing Pack ($2,500), and the no-cost 18-inch all-terrain wheel package.

What does it get?

• Matrix LED headlamps
• Auto-levelling and dynamic bending headlights
• Power-folding third-row seats
• Gloss black ‘H-Bar’ front bumper
• Gloss black grille bar with Ignite Orange accents
• 20-inch alloy wheels with Ignite Orange inserts
• All-season tyres
• Optional 18-inch alloy wheels with all-terrain tyres (no cost)
• 18-inch wheels in Asphalt Black with Ignite Orange accents (optional package)
• Leather-accented seats with WILDTRAK lettering
• Contrast Ignite Orange stitching
• Panoramic roof with power blind
• Ambient interior lighting

Land Rover has a long history of epic expeditions and events.

Think of the Camel Trophy, Darian Gap Expedition and G4 Challenges of the past and you find that the Land Rover brand has never shied away from challenging and exciting vehicle-based events. The next chapter of LR events is about to get underway with the Defender Trophy.

The Defender Trophy is a global adventure competition run by Land Rover, designed to test driving skill, teamwork and resilience in demanding off-road environments. Building on the brand’s legacy of expedition-style challenges, competitors take part in regional qualification events before progressing to an international final, where they face a series of vehicle-based tasks and real-world scenarios behind the wheel of specially prepared Defender models.

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The Defender Trophy finals will happen later in 2026, but the qualification events have been happening around the world, and the Australian leg of the qualifications is kicking off in June. To be held at the beautiful Glenworth Valley north of Sydney, the qualifications will be where potential candidates will be challenged over a series of vehicle-based challenges to find the competitor to represent Australia in the final in Africa.

The vehicles for the Defender challenge are, as you would expect, Defenders, specifically prepared and kitted out Defender Challenge editions of the 110 model.

Entry to the Australian qualifications close on Thursday 30th April 2026, so you’ll want to get in quick to get your chance to represent your country. For more information and to register your interest, visit the Australian competitor website.

Multiple reports have confirmed a significant share of AI-issued road safety fines in Western Australia have been withdrawn, with more than $1 million in penalties cancelled since the system was introduced.

WA’s AI-assisted road safety cameras have had more than $1 million in fines withdrawn within six months of operation, prompting ongoing scrutiny of the system’s accuracy and enforcement approach. It’s an issue that also impacts 4×4 and touring drivers who regularly carry passengers, gear and families on long regional trips.

Introduced in October last year, the technology uses artificial intelligence to detect potential seatbelt and mobile phone offences. Since rollout, authorities have issued more than 53,000 seatbelt-related infringements across the state.

Of those penalties, around 2,000 have been revoked following internal review by the Department of Transport, equating to roughly $1.1 million in cancelled fines.

Data shows 3,381 motorists formally challenged their infringements between October 8 and April 17. Around 60 per cent of those reviews resulted in fines being withdrawn, with 2,043 notices ultimately overturned. In total, the enforcement program has generated more than $29 million in penalties, averaging close to 300 infringements per day over the period. Some motorists also reported receiving multiple fines in short succession, limiting the opportunity to correct alleged behaviour before further penalties were issued.

A large portion of infringements relate to passengers – particularly children – being incorrectly restrained. The issue has relevance for touring and 4×4 drivers, who often travel long distances with rear-seat occupants in regional and remote conditions. Some motorists argue they cannot safely intervene while driving, yet still face automated penalties.

Critics say the system places the burden on drivers to dispute fines after the fact, with many only succeeding after formal review or escalation. Authorities have acknowledged delays in processing reviews, advising motorists that responses may take up to 20 business days due to increased workload.

The issue escalated earlier this year when the Road Safety Commission launched a formal review after reports the cameras were generating more than $1 million in fines per week.

In WA, seatbelt infringements start at $550, while mobile phone offences are $500. Penalties vary nationally, with Queensland issuing fines above $1200 and four demerit points, and Victoria applying $395 fines and three demerit points.