The Brisbane 4×4 Show kicks off this week (March 13–16), bringing a huge range of touring gear, recovery equipment and 4WD accessories to the Brisbane Showgrounds.

Among the exhibitors is Outback Equipment, which will be showcasing its expanding Tuff Terrain range at Stand 709 across the four-day event. The Tuff Terrain line-up focuses on practical recovery and touring gear designed for real-world off-road use, and the show will give visitors the chance to check out the equipment up close and chat with the team behind the brand.

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Recovery gear on display

The weekend’s highlight for the brand is the launch of the limited‑edition Pooly x Tuff Terrain Recovery Kit, built for serious touring and real-world recovery situations. 

Recovery expert Uncle Pooly will be on the stand all weekend, sharing tips, demonstrating the kit, and talking shop with visitors. Known for tackling some of Australia’s toughest tracks, Pooly has built a large following on TikTok, YouTube and Instagram by testing gear in real conditions. That hands-on approach makes him well placed to show what the kit can do.

The first 40 customers to buy the kit at the show will receive a complimentary Pooly x Tuff Terrain tee. Visitors can also take advantage of show-only deals on hundreds of recovery products, 4WD accessories, and touring gear.

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Visitors can also expect show-only deals across a wide range of recovery gear, 4WD accessories and touring equipment, making it a good opportunity to upgrade your setup before your next trip away. If you’re heading along to the show this weekend, swing past Stand 709 to check out the gear in person.

The timing also coincides with the launch of Tuff Terrain’s new website, where the full range of gear can now be explored online.

GME has unveiled the next generation of its XRS Connect radios, an Australian-made platform designed to be smart, adaptable, and rugged.

Building on the strong heritage of the first-generation XRS Connect radios, the new range raises the benchmark for UHF CB technology with numerous advancements to keep users connected even in mobile phone black spot areas.

The XRS Connect radios feature a high-contrast Colour TFT LCD screen, a powerful three-watt speaker, multiple user-customisable buttons, and Noise Reduction technology to ensure clear audio in noisy environments. Built-in GPS provides location awareness without the need for a smartphone, while Bluetooth audio connectivity and app integration allow firmware updates and compatibility with third-party devices. ScanSuite enables faster scanning of private group communications, keeping users efficiently connected.

Designed for Australia’s toughest conditions, the radios are fully dustproof and waterproof, with an IP67-rated microphone, and meet or exceed military-grade standards for vibration, shock, temperature, and humidity. Deep investment in research and development, paired with extensive field testing and customer feedback, has helped GME create a new standard in two-way radio reliability and usability.

Whether crossing the outback, towing off-road, or heading beyond reception, XRS Connect radios provide reliable communication when it matters most. All models come with a five-year manufacturer’s warranty, reinforcing GME’s commitment to rugged, dependable technology for drivers, tradies, and adventurers alike.

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Key features include Australian-made design, high-contrast Colour TFT display, three-watt speaker, built-in GPS, Bluetooth audio, IP67-rated microphone, Noise Reduction technology, ScanSuite, and a five-year manufacturer’s warranty.

If you’ve ever found yourself axle-deep in outback sludge or crawling over rocky trails far from phone reception, you know that a reliable UHF radio isn’t just a luxury – it’s a non-negotiable.

Enter the GME XRS-375C, the latest piece of gear that promises to keep you connected even when you’re miles from anywhere. Just released in 2026, this radio is set to become an essential part of any 4WD adventurer’s kit. In this deep dive, we’ll explore exactly why the XRS-375C stands out. We’ll talk specs, features, build quality, and how it performs in the real world – all with that classic 4X4 Australia detail.

JUMP AHEAD

• Why a UHF radio is essential
• First impressions and build quality
• Key features
• Installation and real-world use
• Built for Australian conditions
• Who is it for?
• Verdict
• Specifications

Why a UHF radio is essential

A UHF CB radio is as essential to outback travel as a spare tyre and a well-stocked first-aid kit. When you’re hundreds of kilometres from the nearest town, a UHF radio can be your lifeline.

It’s not just about chatting with your convoy; it’s about having a direct line to help when your mobile has zero bars. The XRS-375C is designed exactly for these scenarios. It provides a reliable communication range of several kilometres – often more if you’re using a good antenna and working with line-of-sight.

That means you can reach out for help, coordinate with your group, or even get updates from passing truckers when you’re out in the bush.

First impressions and build quality

So, let’s get into the nitty-gritty.

The GME XRS-375C is built like a tank. It features a die-cast metal chassis designed to handle the toughest conditions Australia can throw at it. Whether you’re bouncing over corrugations in the Simpson Desert or fording a creek in the Victorian High Country, this radio is built to survive.

The unit is IP67-rated, meaning it’s both dustproof and waterproof. Drop the mic in the mud? No worries – it’ll still work. The materials feel premium in hand, and the buttons are well placed for easy use, even if you’re wearing gloves. The XRS-375C’s main housing is crafted from die-cast aluminium, giving it a solid, durable feel.

The microphone is similarly tough, and it includes a colour LCD screen that’s bright enough to read in full sunlight. Inside, you’ve got rugged circuitry designed to handle temperature extremes, vibration, and all the rough-and-tumble that off-road travel brings.

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Key features

Now, on to the fun stuff. The XRS-375C isn’t just tough; it’s also smart. It comes with a range of features that make it incredibly user-friendly and versatile.

Bluetooth connectivity

This allows you to pair the radio with the GME app on your phone, letting you manage settings, update firmware, and even customise your channel list directly from your device.

Built-in GPS

This means you can keep track of where everyone in your convoy is, provided they’re also running compatible XRS radios. Through the XRS Connect smartphone app, you can view the location of other radios in your group, making it incredibly handy when vehicles get spread out across dunes, tight forest tracks, or dusty outback highways. For filming trips or large convoys, knowing exactly where everyone is adds a genuine layer of safety and coordination.

Voice playback

One of the most underrated features in the XRS system is voice playback. Anyone who’s spent time on a convoy channel knows the pain of someone mumbling into a mic, talking while driving through a noisy section of track, or simply forgetting to press the button properly. With playback, you can instantly replay the last received transmission and catch what you missed. It’s a small feature, but in real-world off-road scenarios, it quickly becomes one of the most-used tools on the radio.

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Bluetooth audio and wireless integration

Bluetooth capability opens up another level of usability. The XRS-375C allows you to pair wireless headsets or earbuds, meaning you can run hands-free audio if you prefer. This is especially useful in louder vehicles or during longer highway stints where you want clear audio without holding the mic. Bluetooth also enables seamless connectivity with the XRS Connect app, allowing firmware updates, channel management, location services, and radio settings to be controlled directly from your smartphone.

Advanced channel monitoring

The XRS platform allows you to monitor multiple channels simultaneously, which is ideal when travelling between convoy channels and highway channels like Channel 40. For touring groups or filming projects where multiple vehicles and crews are involved, the ability to scan and monitor multiple frequencies ensures you don’t miss important calls.

Audio clarity

Audio quality is another area where the XRS-375C shines. The radio features a 5-watt transmission output, delivering the maximum legal power for Australian UHF CB radios. This ensures strong signal performance across several kilometres, depending on terrain and antenna setup. The 3-watt speaker microphone provides clear, loud audio that cuts through road noise, diesel engines, and the rattles that come with serious off-road driving. Combined with built-in noise reduction technology, conversations remain clear even in harsh conditions.

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Installation and real-world use

For anyone already running a previous XRS system, installation is refreshingly simple.

Having used an earlier XRS unit in my own vehicle for several years, swapping over to the XRS-375C was essentially a plug-and-play job. The antenna connection, power input, and mounting were all straightforward, meaning the upgrade took only minutes rather than hours. Once installed, the system feels immediately familiar. The menu system is intuitive, the screen is easy to read while driving, and the mic sits comfortably in the hand.

One small adjustment I noticed was the new placement of the XRS control buttons. Initially, it felt a little different compared to previous models, which had a more top-mounted control layout. However, after a few drives it became second nature, and the thumb-friendly positioning actually works well once you get used to it.

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Built for Australian conditions

One of the biggest reasons many off-roaders stick with GME radios is their reputation for durability.

The XRS-375C continues that legacy. The die-cast aluminium housing gives the radio structural strength and helps dissipate heat during extended operation. Internally, the radio is designed to handle:

• Heavy vibration from corrugated roads
• Extreme temperature swings
• Dust-heavy environments
• Moisture exposure during wet-weather trips

Combined with the IP67 waterproof and dustproof rating, the XRS-375C is genuinely built for Australian conditions. This is the kind of radio that you install once and then forget about while it quietly does its job in the background of every trip.

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Who is it for?

The XRS-375C is clearly designed for serious users.

Whether you’re running a touring setup, leading convoys across remote tracks, filming off-road content, or simply want the most capable communication setup available in a 4WD, this radio ticks all the boxes. It’s particularly well suited for:

• Touring vehicles and remote travel
• Convoy leaders
• Overlanders and expedition vehicles
• Off-road media and filming crews
• Anyone wanting the most feature-packed UHF available

Verdict

After spending time with the GME XRS-375C, it’s clear that this is a radio built on years of refinement.

It takes everything that made the earlier XRS systems popular and improves it with better connectivity, modern features, and the same rugged build quality that Australian off-roaders expect. The combination of Bluetooth connectivity, built-in GPS, voice playback, multi-channel monitoring, and tough IP67 construction makes it one of the most capable UHF radios currently available. Add in the fact that installation is simple and the interface remains intuitive, and you’ve got a radio that works just as well for newcomers as it does for experienced tourers.

Bottom line

If you want a UHF radio that’s as tough as your 4WD and as capable as modern technology allows, the GME XRS-375C is about as good as it gets.

If budget is no concern and you want the best, the XRS-375C is an easy recommendation. For anyone looking to upgrade their communication setup, the XRS-375C sets the benchmark.

Specifications

The 70 Series LandCruiser is built to handle tough terrain and heavy loads, but standard components can still wear quickly under repeated stress.

This is where Terrain Tamer’s Fortified Parts range comes in, as it’s designed to address the weak points of the 70 Series and other heavy-duty 4x4s. Unlike the regular product line, which focuses on OE-style replacements for general to5uring and light off-road use, the Fortified range is made for vehicles that carry heavy loads, tow excessive weights or regularly travel off the beaten track. It combines tougher materials with purpose-built designs for the parts that take the most strain: Wheel bearings, suspension, shocks, brakes and clutch. Let’s take a closer look 👇

JUMP AHEAD

• Heavy Duty Wheel Bearing Kits
• Parabolic Leaf Springs
• Fortified Shock Absorbers
• Fortified Brake Upgrade Kits
• Fortified Plus Clutch

Heavy Duty Wheel Bearing Kits

Wheel bearings are a common point of failure in heavily loaded vehicles, or for those which head off the beaten track. 

Terrain Tamer Heavy Duty Wheel Bearing Kits use Japanese-made bearings with upgraded forging and heat treatment, giving them a Rockwell hardness rating 2.5 points higher than standard equipment. This makes them better able to resist wear and contamination, helping them last significantly longer in harsh conditions.

The kit also includes heavy-duty hub seals that rotate on their own internal surface. This reduces wear on the shaft and surrounding components while keeping dirt, mud and water out. Everything needed for installation – including gaskets, nuts and washers – is included, and the kit comes with a 12-month warranty. The kits are available for both disc and drum brake hubs on the 70 Series, making them suitable for front or rear fitment.

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Parabolic Leaf Springs

Standard leaf springs can be stiff, noisy, and uncomfortable, especially under load. 

Terrain Tamer Parabolic Leaf Springs differ from traditional multi-leaf packs because they use fewer leaves that are tapered – thickest in the middle and gradually thinner toward the ends – giving them a curved, “parabolic” profile. This allows the spring to bend more progressively under weight, reducing unsprung mass and making it easier for the suspension to absorb bumps and impacts.

The design helps smooth out rough terrain by reducing shock transferred to the crown wheel and pinion, while improving axle articulation so the wheels can better follow uneven tracks. Minimal contact between leaves reduces noise, friction and corrosion. So if a 70 Series is lightly loaded or carrying a full payload, the parabolic springs will ensure a more controlled, comfortable ride without compromising strength or load-carrying ability.

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Fortified Shock Absorbers

Fortified Shock Absorbers are designed for vehicles – including the 70 Series – that carry heavy loads or spend extended time off-road.

Compared with standard replacement shocks, the monotube, single-body design uses a large 2.5-inch (64mm) bore and increased oil volume, which helps manage heat more effectively and reduce the likelihood of shock fade during prolonged use or sustained heavy loading.

Rated for vehicles up to five tonnes, the Fortified shocks are designed to maintain consistent damping under load. The monotube construction dissipates heat more effectively than conventional twin-tube designs, helping performance remain stable over long distances and repeated impacts, resulting in improved ride control and stability.

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Fortified Brake Upgrade Kits

Braking can be a weak point for heavily loaded 70 Series vehicles, particularly when towing or driving on steep tracks. 

Terrain Tamer’s Fortified Brake Kits combine a Heavy Duty Brake Booster with high-performance rotors, braided hoses and Fortified Brake Pads to improve stopping power and pedal feel.

The dual-diaphragm booster reduces pedal effort while increasing braking performance by up to 30 per cent in both ABS and non-ABS vehicles. The front and rear slotted and dimpled rotors, braided hoses and copper-free ceramic pads provide consistent braking under heavy use, reduce dust, and resist wear. The pads feature a red bedding-in coating to help manage heat during extended downhill runs or repeated braking. DOT4 brake fluid is supplied, and installation requires a qualified mechanic and engineer sign-off to meet ADR requirements. 

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Fortified Plus Clutch

The Fortified Plus Clutch is designed for 70 Series vehicles that see heavy loads or off-road use.

Using Clutchtex Kevlar friction material, the clutch can handle up to 80 per cent more torque than standard clutches, while still providing smooth engagement.

The clutch cover has higher clamp loads, extra drive straps where needed, anodised corrosion resistance, and a spheroidal graphite anti-burst casting. The disc features a three-stage damper (where applicable), reinforced friction material, and stronger damper springs. This ensures reliable power transfer, absorbs shock to the drivetrain, and maintains performance under load.

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Our big 79 Series build from 2025 is currently under the hammer at Slattery Auctions!

Yep, that’s right, you could own our custom Cruiser, one of the final V8-diesel 79 Series LandCruisers to reach Australia. We set out to turn this GXL dual-cab into a genuine outback tourer, not just a showroom rig, equipping it with suspension upgrades, GVM enhancements, protection, recovery gear and touring essentials from brands we knew would perform in the field.

Across the build, we tested it hard – from dust and corrugations on a three-week convoy from Tilpa to K’gari, to the heat, sand and relentless tracks of the Simpson Desert. Every challenge proved that the LandCruiser wasn’t just kitted out for show, it was ready for the harshest conditions the Aussie bush could throw at it.

Let’s take a look at the build from go to whoa 👇

Suspension and GVM upgrade

The first upgrades took place before the Cruiser was even registered. We headed to Terrain Tamer, a hub for Toyota replacement parts, to fit a suspension overhaul that included a GVM upgrade. Completed under the Second Stage Manufacturer (SSM) program, the work is nationally certified and approved.

We went with the kit that raised the GVM from 3510kg to 3950kg, adding 440kg of payload. The GVM upgrade essentially replaces the factory suspension with Terrain Tamer’s ‘Smart’ coil springs up front, parabolic leaf springs at the rear, upgraded suspension bushes, and replacement shock absorbers, while also adding a rear anti-sway bar – something Toyota doesn’t include from the factory. 

Every component in the kit has been tested to handle the increased weight associated with the higher GVM and carries approval from the relevant national authorities.

Recovery and protection

A key component of any serious 4×4 build is protection, and for our VDJ79 we teamed up with Ironman 4×4, who supplied everything we needed for the Cruiser.

Up front, we fitted a new Apex bull bar designed specifically for the facelifted 2024 70 Series, along with premium steel side steps and sliders with side rails, a Frontier 12,000lb winch, Cube lights, and a pair of Ironman Scope nine-inch LED driving lights. The bull bar also has provisions for extra lights and antenna tabs mounted at the furthest points of the hoop to keep antennas out of the driver’s line of sight. Recovery points sit under the bar, paired with a 4mm-thick bash plate for added protection.

The Scope lights offer a two-mode output – full or 80 percent dim – and function as spot and spread lights in one, with the side lights doubling as DRLs when the spotties aren’t in use. Mounted via a factory dash blank, the driver can adjust output on the fly. At full power, the lights throw up to 1 lux at 1770m, with a 5700K colour temperature that’s easy on the eyes. 

Side rails run from the hoops down to the side steps, protecting the guards and reinforcing the bull bar in the event of a heavy impact. With the side steps mounted to the chassis, the rails triangulate the bull bar mounts for additional strength, giving confidence that the front end can handle the worst the outback can throw at it.

Rear track correction

One of the most talked-about aspects of VDJ LandCruisers is the difference between the front and rear wheel tracks. To address this, we sent our Cruiser to Multidrive Technology in Geelong.

Modifying a vehicle’s track requires engineering approval, and Multidrive’s solution carried Second Stage Manufacturer (SSM) approval, making it nationally compliant when done before registration – a simpler route than retrofitting post-registration, which requires state-level approval and re-certification if the vehicle is later moved interstate.

Multidrive offers two rear track widening options for the 70 Series. The first, the Tru Tracker, uses bolt-on stub axles and wider shafts but is limited to a GVM of 3780kg. For our Cruiser, with its 3950kg Terrain Tamer upgrade, we chose the higher-rated option.

The 3950kg solution uses a remanufactured OEM axle housing with billet sections welded between the centre and outer ends, extending the factory buttressing for extra strength. The original diff centre, brakes and mounting points are retained, with new brake lines and all necessary hardware supplied to accommodate the wider track. The result is a robust, certified rear end that matches the front track and can handle the increased payload.

NSV Smart Air Compressor

While at Multidrive, we dropped into NSV Australia to fit its Smart Air Compressor kit. The unit mounted neatly under the passenger seat, out of the way but still easy to access, using the OE seat mounts with no additional drilling or fabrication. The wiring harness plugged directly into the Cruiser’s harness, making it truly plug-and-play.

The single-pump compressor is rated at >50 L/min @ 40psi, with a maximum working pressure of 150psi and a duty cycle of 20 minutes on, 40 minutes off. While not as fast as a twin-pump unit, its real strength is in its smart control panel, mounted on the passenger side dash. It allows you to set the tyre pressure for on-road, sand, gravel or heavy loads, attach the screw-on hose, and let the pump inflate or deflate tyres automatically. The panel switches the compressor off once the desired pressure is reached.

The kit is built to OE standards, ensuring high-quality fittings and reliable performance. In fact, the same system is offered as a factory accessory for the Toyota Tacoma in the USA, highlighting its durability and engineering pedigree.

Loaded Gibb 1675 alloy wheels

As our 4×4 builds grow bigger and heavier, we knew upgrading the wheels and tyres was just as important as suspension when increasing GVM. Many OE alloys and aftermarket wheels aren’t rated to handle the higher loads, which can compromise safety and performance.

For our LC79, we went with Loaded Wheels’ new-for-2025 Gibb 1675 alloys. Named after the rugged Gibb River Road in the Kimberley, each wheel carries a 1675kg load rating, ensuring they can handle our Cruiser’s 3950kg GVM. Loaded’s flow-form manufacturing makes the wheels stronger without adding unnecessary weight, while leaving space for large brake rotors found on modern 4×4 brakes.

Marks 4WD High Clearance tow bar

The standard Toyota tow bar, like most aftermarket units, does its job for towing but hangs lower than necessary under the tray, making it one of the first points to scrape off-road. To fix this, we fitted a Marks 4WD High Clearance tow bar, which integrates the hitch receiver into the main crossmember, raising the lowest point of the bar.

The redesign shaves 60mm from the bottom and, combined with higher mounting points, increases overall clearance by 95mm. Recovery points at each end add extra functionality for off-road use. The one-piece design is also up to 50 percent lighter than some OEM bars, yet retains full strength, maintaining the factory 3500kg towing and 350kg ball download capacities.

Australian-made and direct-bolt-on for single- and dual-cab 79 Series LandCruisers, the bar comes with all hardware, spacers, hitch pin and clip. We simply reused the Toyota wiring and tow ball, adding an optional Mister Hitch adjustable hitch from Marks 4WD for extra flexibility.

Maxxis RAZR MT772 mud-terrain tyres

We fitted our Cruiser with Maxxis RAZR MT772 mud-terrain tyres in LT295/70R17. The deep tread provides excellent traction in mud and protects the tyre carcass from punctures. Maxxis’ specially developed rubber compound resists chipping and tearing, prolonging tyre life, while the three-ply sidewalls and aggressive shoulder blocks offer extra protection and grip when rubbing against rocks or logs.

Despite their aggressive profile, the 772s remained relatively quiet on-road, and the size struck a balance – taller than a standard 33-inch tyre but not a full 35, with a narrower tread for compatibility with the Cruiser’s build. Each tyre carries a load rating to match the 3950kg GVM and a speed rating far beyond anything we expected to reach. 

Scavenger Advanced Air Filtration snorkel

While fitting gear at Marks 4WD, we also had a Scavenger’s Advanced Air Intake Snorkel installed. Unlike a standard raised intake, the Scavenger snorkel is engineered to reduce airborne contaminants – dust, grit and even water droplets – before they reach the airbox filter, helping keep cleaner air entering the engine.

The snorkel bolts to the A‑pillar like a typical unit, but its intake faces across the windscreen to draw in pressure‑fed air and uses cyclonic pre‑separation to siphon contaminants out to the atmosphere before they can hit the filter. Once pre‑filtered air reaches the upgraded Freudenburg filter in the OE airbox, it is cleaner than stock, reducing dust build‑up and protecting the engine’s internals.

The whole system is made in Australia from UV‑stable polyethylene to handle outback conditions, and comes with all fittings and instructions for a proper install. Marks took about half a day to remove the factory intake and fit the Scavenger snorkel. The difference was noticeable immediately: Induction and wind noise dropped significantly, and even at highway speeds the snorkel was much quieter than stock, improving overall driving comfort.

Bushman DC85‑X and DF30‑HD fridges

The DC85‑X quickly became our go-to fridge thanks to its rugged construction, thoughtful design, and canopy-friendly usability. It was easy to access even when fully loaded, impressively quiet, and offered large door shelves, room for tall bottles, and a six-litre internal freezer. Underpinned by Bushman’s Secop Danfoss compressor rated for tropical conditions, it maintained consistent temperatures while drawing minimal power – ideal for extended touring where power conservation is crucial.

The DF30‑HD drawer acted as a secondary fridge. While it didn’t feel as premium in isolation, it performed reliably under high ambient temperatures and rough tracks, keeping perishables cool and ready. Together, the fridges offer dependable cooling and storage flexibility, with the DC85‑X handling daily use and the DF30‑HD providing backup for longer trips or extra capacity.

Across sustained off-road travel, including corrugated desert tracks, this combination proved essential, keeping food and drinks secure and chilled no matter the environment.

Terrain Tamer Suspension Seats

One of the most noticeable comfort upgrades was a set of Terrain Tamer Suspension Seats, which we put through their paces on the Simpson Desert crossing.

Initially firm, the seats became highly comfortable once weight and recline settings were adjusted. The suspension and lumbar support smoothed out corrugations and harsh bumps, significantly reducing fatigue over long days behind the wheel. The seats hug occupants firmly, which may feel snug for larger frames, but the support pays off on long-distance runs.

MSA 4×4 touring gear

To keep gear organised and secure over 5000km of outback travel, we fitted a full suite of MSA 4×4 touring gear, which proved invaluable.

The MSA Explorer Aluminium Storage Drawer System kept recovery tools, hand tools, cameras and food neatly organised. Even fully loaded, the drawers ran smoothly and remained rattle-free over corrugated tracks. Above the drawers, the MSA 4×4 Drop Slide allowed easy access to a 75-litre fridge without us having to climb over gear. Gas struts assisted movement, and the slide locks securely even on uneven ground.

MSA canvas seat organisers and barrier bags added everyday usability, giving dedicated spaces for maps, radios, torches and jumper leads. Power-fold towing mirrors improved rearward visibility for towing or loaded setups, while the E830 drawer module offered quick, rattle-free access to essential gear like tyre deflators and recovery equipment. Built-in LED lighting enhanced visibility at night.

ICOM IC‑410PRO In‑Cab UHF radio

Reliable communication is vital on remote tracks, so we fitted an ICOM IC‑410PRO in-cab UHF radio. The IC‑410PRO is solid and rugged, with a simple, easy-to-read display that avoids complex menus. MIL-SPEC construction ensures reliability, and the radio maintains signal in hilly or tight terrain where cheaper models falter. While the handheld mic required a separate antenna and speaker, the system delivers clear, dependable communications which is crucial for safety, convoy coordination, and long-distance remote travel.

Rola Titan MKIII roof rack

The addition of a Rola Titan MKIII roof rack gave the Cruiser a purposeful, ready-for-anything look. The channel-style design allowed us to mount accessories like shovels, awning brackets and jerry cans quickly, with the ability to reposition or remove them on the fly without tools. Even when fully loaded, the racks caused minimal wind noise and handled rough terrain without unnecessary bulk or weight. For touring, camping and hauling gear over long trips, the system performed reliably and quietly, proving its expedition-ready credentials.

Custom Lithium Ultra Slim 200Ah battery

We installed a Custom Lithium Ultra Slim 200Ah battery to power fridges, cooktops, inverters and other accessories. At just 22kg and measuring 610mm x 405mm x 71mm, it installed neatly against the headboard without taking up valuable space.

Australian-made in Brisbane, the battery features a built-in Battery Management System protecting against overcharge, overheating and electrical faults. Wired via our Redarc charger, it fired up reliably and maintained charge even after months of inactivity. Its slim form factor and high capacity made it ideal for powering multiple appliances on extended tours, while local warranty and support provided peace of mind.

Alu-Cab Gen 3-R Expedition rooftop tent (removed before sale)

For sleep and downtime, we fitted an Alu-Cab Gen 3-R Expedition rooftop tent. Used extensively on beach and desert camps, it proved more than a simple bed – it became a living space.

The hard-shell tent popped up effortlessly with gas-strut assist and packed down quickly. Its aluminium shell felt robust and expedition-ready, and the design minimised canvas pinching during pack-down. Inside, a reclining backrest and fold-down table allow route planning, reading, or downtime even in bad weather.

Large windows and durable canvas provide good ventilation, and solar-ready cabling allow simple connection of lights or devices. The firm mattress is supportive, and though the internal width could feel snug for some, the tent’s practical design and comfort more than justify its place on the Cruiser.

HP-F Stage 1 power and drivability upgrade

Finally, we upgraded the Cruiser’s V8 with Horsepower Factory Stage 1 modifications. Torque increased to 650Nm and power to 195kW, with more usable torque arriving earlier in the rev range.

The package includes a four-inch Manta exhaust, snorkel-head intake, oil catch can, and upgraded clutch from Xtreme Outback. Dyno testing confirmed strong gains over stock, and road testing showed tangible improvements: the exhaust added a deeper note, top-gear cruising improved, and steep off-road climbs were easier.

These upgrades gave the V8 the performance and drivability required for extended touring, ensuring it could handle both highway runs and rugged off-road tracks with confidence.

If you’ve been dreaming of owning a fully built, adventure-ready LandCruiser, this VDJ79 is your chance. Keep an eye on Slattery Auctions and be ready to place a bid – opportunities like this, combining rare final-series V8 power with a fully certified outback-ready build, don’t come around often.

BLUETTI, a technology pioneer in clean energy, is launching the new Elite 400 in Australia on March 9, 2026. Packing 3840Wh energy in a wheeled chassis, the Elite 400 delivers serious battery backup for anyone needing mobile energy at home or outdoors – without being stuck in one place.

It handles everything from suburban outages and weekend BBQs to market stalls, outdoor events, and off-grid farm work, without the noise, fumes, or hassle of a traditional generator.

Big power on wheels, no compromise

At first glance, the Elite 400 looks like a travel suitcase with a pull rod, two solid wheels and integrated handles. The mobile design redefines what a high-capacity portable power station can do, allowing one person to roll this nearly 4kWh powerhouse from garage to ute, gravel or concrete with ease.

Once in place, it delivers 2600W of continuous AC pure sine wave power, with up to 3,900W of power lifting for high-startup appliances. That’s enough to run fridges and freezers for street stalls, power tools at outdoor worksites, or sensitive audio systems during beach parties. 

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All-day runtime for camps, stalls and events

With seven output ports including two AC outlets, two USB-A, two high-speed USB-C ports, and a 12V car socket, the Elite 400 can power multiple devices without juggling plugs. Stallholders can keep their EFTPOS terminals charged, lights on, and music speakers playing for hours.

A single full charge can run a 50W portable fridge for more than 131 hours, a 1000W ice maker for around 3.2 hours, or recharge a 60Wh laptop up to 45 times. For campers and outdoor hosts, it means a reliable power supply without constant re-fuelling, emissions or noises, which are often restricted or outright banned in public areas.

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Fast charging that keeps up with real life

Charging speed matters for large-capacity power stations, and this is where the Elite 400 quietly flexes. It supports 2300W AC fast charging, cutting down wait times between uses.

Add up to 1000W of solar input, and combined charging peaks at 3300W, pushing the battery to 80 per cent in around one hour under ideal conditions. That’s a major win for Australians relying on solar during daylight hours, especially on solar farms, remote caravan parks, or properties where grid access is limited.

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Smart backup for everyday power confidence

At home, the Elite 400 also works as a dependable backup system, with a 15ms UPS switchover that keeps essential devices running through sudden outages. Internet routers, fish tank pumps, medical devices, and home offices stay online without interruption.

Its ultra-low 3W idle power draw allows the unit to sit on standby for extended periods without quietly draining itself. Through BLUETTI app via Bluetooth or Wi-Fi, users can monitor power in real time, schedule charging during solar-heavy hours, and remotely manage connected devices. Whether used as a home battery to offset peak rates or to turn the A/C on before getting home, it offers power that fits around modern Australian routines.

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Pricing and availability

The BLUETTI Elite 400 portable power station will be available in Australia from March 9, 2026, via the official BLUETTI Australia website, priced at AUD $2999. Customers can use the code 4X4400 for an additional 6% launch discount.

About BLUETTI

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The last time I spent time in the beautiful Crowdy Bay NP was just after the devastating fires that ripped through the North Coast a few years ago. Today, the trees are coming back with a vengeance, the heathlands are blooming, and the animals have returned.

Crowdy Bay National Park is a hidden gem, lying an easy four hours north of Sydney on the Mid North Coast between Taree and Port Macquarie. Captain Cook sailed past in 1770 and spotted a group of Aboriginal people on the headland, naming it Crowded Head. Over time, the name changed. To the north, he spotted three near-identical mountains, which he named the Three Brothers Mountains – something he believed was unique, though the Birpai people had been calling them this for years.

The Birpai people had an abundance of food in the lower rivers and forest areas, feeding on shellfish, oysters and crayfish. In the forests there were emu, kangaroo and turtle, providing a good source of protein. They knew when to move to the coast by observing the movement of the hairy caterpillar, which coincided with the annual mullet run in the bay. Shell midden sites have been found and are now protected within the park, with some dating back 6000 years.

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Exploring Camden Haven and North Brother Mountain Lookouts

My trip started at Camden Haven, high on North Brother Mountain, where the views to the north were absolutely stunning along the coast.

Also known as Dooragan Mountain – which translates to ‘north’ in the Birpai language – it is now declared a national park. The park lies within the ancestral lands of the Birpai people, who view the mountains as culturally significant, with stories passed down through generations.

There are several walking tracks around the top of the mountain, winding through pockets of rainforest and leading to various lookouts. One in particular looks south over Crowdy Bay NP – the Don Johnson Lookout. Johnson was a passionate conservation advocate and a driving force behind the push to have Crowdy Bay declared a national park.

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Camping Highlights: Diamond Head, Indian Head and Kylie’s Beach

Heading south from Camden Haven into Crowdy, you’ll find the first – and most popular – camping area, Diamond Head.

It’s a favourite with families thanks to its formal amenities and walking tracks to Dunbogan Beach. Diamond Head Road cuts a path through Crowdy, passing through a complex mix of littoral rainforest, coastal heathland, salt marshes and eucalypt forest.

During the destructive fires five years ago, most of the park was wiped out. Slowly, the landscape has regenerated, but there are still signs that some trees may never re-grow. I also noticed that since the fires there are more gates blocking some of the side access tracks, presumably to protect more fragile areas during the regrowth stage.

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The next camping area along is Indian Head campground, which is my go-to stopover. It features large grassed areas, basic facilities, fires are allowed, and quite often the wildlife hangs around enjoying the same space as the campers.

Indian Head has a couple of walking tracks, including one out to the headland with stunning views along the coastline and down to Split Rock and the bridge, as well as a track to the historic Kylie’s Hut. The original timber slab hut was built in 1940 by reclusive local farmer Ernie Metcalfe as a writing retreat for Kylie Tennant. She fell in love with the area and the story surrounding old Ernie, and wrote many books from the hut, including one about him titled The Man on the Headland. The hut was rebuilt after the fires, but the original foundations can still be seen next to the new structure.

You don’t need a big four-wheel drive for the roads through Crowdy, as they’re suitable for AWD vehicles, although they can get a little corrugated and dusty during busy periods. The next camping area is Kylie’s Beach, which can get quite busy during the holidays thanks to its direct beach access for walkers and 4x4s. You’ll need a permit to drive on the beach here, and tides play a big part too, as the sand can get quite soft. When conditions are right, you can drive all the way south along the beach to Crowdy Head.

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Further south is the last campground, Crowdy Gap, which has a more national park feel, with bollards and regimented campsites. Facilities include cold outdoor showers, drop toilets, and fires are permitted off the ground. The campground is surrounded by coastal banksias and black sheoaks, where you can smell the salt air and hear the crashing waves.

This was once the site of an old dairy farm before being declared a national park in 1972. The area was previously privately owned, with houses and gardens scattered throughout, and there was even a bush racecourse on the western side of the road, which has now all but grown over.

Discover Crowdy Head Village, Lighthouse, and Coastal Adventures

Just seven kilometres away is the fishing village of Crowdy Head.

It’s a sleepy little place these days, with an eco resort, surf club and a takeaway shop. Sitting high on the headland above the harbour is Crowdy Lighthouse. Built in 1878 to guide ships through the Manning River, it was manned by a lone lighthouse keeper until full automation in 1972. It’s another fine example of an early stone building that has stood the test of time through high winds, rain and the forces of Mother Nature. Nearby, the foundations of the old lighthouse keeper’s cottage can still be seen.

The bay at Crowdy is well protected, making it ideal for kids to take a dip, and there’s often great snorkelling around the surrounding rocks. While exploring the park, keep an eye out for endemic native species including koalas, echidnas, wallabies and bandicoots, as well as black cockatoos feeding on the nuts of sheoak trees. You might even spot a white-bellied sea eagle cruising along the coastal strip.

It’s possible to explore all of these camp areas, Kylie’s Hut and Crowdy itself in one day, but you need to ask yourself: what’s more important – the journey or the destination? Crowdy Bay National Park may not be large in size, but it holds a lot within.

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Quick facts

Crowdy Bay National Park is located 350km north of Sydney on the Mid North Coast of NSW.

Crowdy is the perfect coastal escape within easy reach of Sydney, offering a choice of multiple campgrounds. Nature lovers will enjoy the headland walking tracks, stunning vistas and an impressive coastline where you can fish or walk to your heart’s content. The wildlife seems to love it too, with wallabies and goannas roaming the camps and, overhead, plenty of coastal birdlife. The campgrounds have showers and bins, and fires are allowed in season.

After upgrading the GVM on my Isuzu D-MAX, it made sense to look at the next most important part of the setup – stopping power.

Bigger loads mean more strain on the brakes, and with more off-road adventures on the cards, I wanted a braking system that could handle the heat, dust and rugged terrain of Australia’s outback. That’s when I turned to Bendix and its Ultimate 4WD Brake Upgrade Kit. Installed by the team at Opposite Lock Wodonga, the experience didn’t just stop at improved performance – I was lucky enough to watch the full installation from start to finish.

JUMP AHEAD

• Why upgrade?
• What you get in the Bendix Ultimate 4WD kit
• Installation at Opposite Lock Wodonga
• On and off-road performance
• Maintenance and longevity
• Verdict

Why upgrade?

Upgrading a GVM allows you to carry more gear legally, but it also adds significant weight to your setup.

That extra weight affects stopping distances, increases brake temperatures and can lead to fade when the going gets tough. The factory braking system on the D-MAX performs well for standard loads, but throw in a canopy, drawer system, dual batteries, long-range tank, rooftop tent and all the recovery gear, and you’re suddenly asking a lot more from your brakes than they were designed to handle.

That’s where the Bendix Ultimate 4WD Brake Upgrade Kit steps in – a purpose-built system designed for touring rigs that work hard both on and off the bitumen.

What you get in the Bendix Ultimate 4WD kit

Bendix designed this upgrade as a complete, vehicle-specific package rather than a random mix of aftermarket parts.

Everything you need comes in one box – or, in this case, one ice box – containing rotors, pads, braided lines, fluid and all the accessories. It’s a clever bit of branding, and yes, the 60-litre ice box is absolutely reusable at camp to keep the beers cold, or at home when resting a smoked brisket. The main components are:

• High-carbon slotted rotors: Engineered for better thermal stability and heat dissipation. The slots and dimples help clear gas, water and mud, maintaining consistent friction in harsh off-road conditions.
• Ultimate 4WD brake pads: Made with a heavy-duty ceramic formulation, they offer strong, consistent bite with reduced noise and dust – something that’s especially welcome on long road trips. They also feature Bendix’s MRS (Mechanical Retention System), which keeps the pad material locked to the backing plate even under extreme conditions.
• Braided brake hoses: A significant upgrade from standard rubber lines, these stainless-steel braided hoses provide a firmer pedal feel and enhanced resistance to expansion when temperatures rise.
• Heavy-duty brake fluid and accessories: The kit includes Bendix brake fluid, cleaning wipes, lubricant and all mounting hardware, making it a genuine plug-and-play solution.

For the D-MAX, Bendix has tailored the setup to match factory specifications, so everything bolts straight on – no cutting, grinding or modification. Exactly what you want for a professional install and peace of mind on the road.

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Installation at Opposite Lock Wodonga

The crew at Opposite Lock Wodonga have fitted countless 4×4 upgrades, but they were clearly impressed by the Bendix kit.

Massi, the technician who handled my install, commented that it was one of the most complete kits he’d worked with – everything needed was included in the box, except the tools. The process began with removing the factory rotors, pads and lines. Each hub surface was cleaned thoroughly to ensure a perfect mounting face for the new rotors.

The slotted rotors went on next, followed by the Ultimate pads after lubricating the required points with Ceramasil Brake Parts Lubricant. The braided lines were carefully routed and secured, with Massi double-checking that they cleared the suspension components and wouldn’t rub at full steering lock.

Bendix Cleanup Brakes & Parts Cleaner was then used to remove any residue from the rotors and fittings. Once everything was torqued to spec, the system was bled with fresh DOT 4 fluid until the pedal felt firm and responsive. The whole job took around three hours, and it was clear the kit had been designed to fit correctly from the start – no fiddling, no mismatched parts, just a straightforward install done right.

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On- and off-road performance

Once installed, the improvement in stopping power was immediately noticeable. Pedal feel was firmer, braking response more linear, and the D-MAX pulled up with confidence even when fully loaded.

On the blacktop, the Bendix Ultimate kit delivered smoother, quieter braking. In everyday driving, there was none of the squeal or vibration that sometimes comes with performance pads. Instead, it felt controlled, progressive and predictable.

Off-road is where the real test began. Steep descents, loose gravel and technical climbs put any braking system under pressure, but the Bendix kit handled it all with ease. One standout feature was how well the brakes integrated with the D-MAX’s existing systems. When the Emergency Brake Assist (a feature I could happily do without) kicked in, there was no screech or chatter – just smooth, consistent braking. The ABS and traction control systems also worked seamlessly with the new setup, providing confident control on steep, rugged terrain.

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Even after repeated braking on long downhill runs, there was no noticeable fade. The ventilated rotors kept temperatures in check, while the advanced friction materials maintained consistent grip and modulation. It gave me confidence that, no matter the conditions, the D-MAX could stop safely and effectively.

Bendix designed the Ultimate 4WD range with the harsh realities of outback touring in mind. From dusty desert tracks to muddy creek crossings, these brakes are built to resist corrosion, shed water and mud quickly, and maintain stopping power under load. The high-carbon metallurgy of the rotors improves heat dissipation and strength, while the multi-layered shim technology in the pads reduces noise and vibration. The result is a system that feels refined on-road and unshakably tough off-road.

After putting them through their paces on everything from the High Country to the corrugations of the Canning Stock Route, I can safely say these brakes have transformed the way the D-MAX performs when the going gets steep, rough or slippery.

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Maintenance and longevity

A sound brake system relies on proper maintenance, and Bendix has made that straightforward.

Using the Cleanup Brake and Parts Cleaner along with Ceramasil Lubricant helps keep everything performing at its best. The DOT 4 high-performance brake fluid also ensures reliable braking under heavy loads and high temperatures – essential for long touring trips with a GVM-upgraded rig carrying extra weight. Rotors and pads will eventually wear, as they all do, but based on Bendix’s track record I expect them to last well and perform consistently between services.

Verdict

What really sets the Bendix Ultimate 4WD kit apart is how well it’s tailored to modern touring setups.

This isn’t a generic upgrade – it’s built for the realities of GVM upgrades, larger tyres and the extra weight that comes with canopy setups, roof tents and off-grid gear. Bendix has drawn on decades of experience in the braking industry to create a system that delivers OEM-level smoothness with a noticeable boost in performance. It’s engineered, tested and proven for Australian conditions – and you can tell.

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The Bendix Ultimate 4WD Brake Upgrade Kits are available through Bendix stockists right across Australia, making them easy to source no matter where you’re based. Whether you’re fitting them yourself or having them installed by a professional, support and spare parts are never far away.

Upgrading to the Bendix Ultimate 4WD Brake Upgrade Kit was one of the best decisions I’ve made since fitting the GVM upgrade. It’s a complete, well-engineered solution that boosts confidence behind the wheel and makes the D-MAX safer and more capable in every driving situation.

Whether you’re towing, touring or tackling the most challenging off-road tracks, these brakes deliver reliable performance and peace of mind. Bendix has nailed it with this kit, and it’s an upgrade I’d recommend to any serious four-wheel driver who wants their stopping power to match their vehicle’s performance.

RRP: $1199

I wake with a splitting headache, my body aching and my thoughts scattered. It takes twenty minutes to muster the energy to crawl out of the swag, and Katie feels no better. Even with nets over our heads to keep the blowflies at bay, breakfast only makes us feel worse.

Severe headaches, joint pain, sore throats, dripping noses and a strange sense of disconnection – the symptoms are all too familiar. A rapid antigen test from the first-aid kit confirms it. We’re in one of the most remote places on the planet, and we have COVID-19. After months of planning and preparation for the toughest desert crossing of my life, the unexpected has struck. Our Madigan Line adventure has just taken a serious turn.

What is the Madigan Line?

In the winter of 1939, Cecil Madigan, along with nine men and a camel train, set out to cross the heart of the Simpson Desert – a feat never before attempted by Europeans.

Nobody knew what Madigan would find, or if a crossing was even survivable. The successful expedition cemented his name in history as one of the great explorers of outback Australia, and the route he pioneered through endless sand became known simply as the Madigan Line.

Eighty years later, Madigan’s route is little more than a string of GPS waypoints and has become the pinnacle of remote desert crossings in Australia – even the world. The track demands more than thirteen hundred dune crossings and passes no towns or development of any kind. There are no wells for drinking water, and certainly no fuel stations. Crossing the Simpson on the Madigan is no joke.

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Preparing for the desert crossing

The Madigan is not the most popular route across the Simpson, and because vehicles must travel west to east, it’s unlikely we’ll encounter anyone over the 7-10 days it takes to make the crossing. We must be entirely self-sufficient.

I designed and built the Gladiator specifically for the Australian outback, and the modifications and systems have performed flawlessly to date. In preparation for the Simpson, Katie and I have practised recoveries in soft beach sand and crossed hundreds of dunes on Goog’s Track in South Australia. The Jeep has never given me a moment of doubt, and we’ve come to trust our lives to this vehicle.

I’ve been running calculations for fuel, drinking water and food for weeks, aiming to strike a delicate balance. While I’m confident we can carry enough petrol, we simply don’t have the capacity to haul water or food for more than 10 or 12 days at a stretch. While we want to enjoy our time in the desert, I’m well aware we need to keep moving.

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In addition to the 60L drinking-water tank and 10L shower supply, we add 20L of emergency water stored in the passenger compartment in two rugged containers – insurance in case of a puncture or pump failure in the main tank. We resupply in Alice Springs, stuffing the fridge and drawers with as much food as we can carry.

I’ve seen the Gladiator’s fuel use climb as high as 33L/100km in soft sand, which multiplies out to a serious amount of petrol for nearly 800km across the desert. As an added complication, we can’t buy or carry regular unleaded in Central Australia. For decades, petrol sniffing was a major health crisis in remote communities, so chemical experts replaced the aromatics in unleaded with compounds that can’t be inhaled. This “low-aromatic unleaded petrol” has transformed previously decimated communities, and for obvious reasons regular unleaded is now illegal. Real-world reports of running the low-aromatic fuel in modern, fuel-injected engines vary widely, although chemical experts confirm consumption is generally worse.

With the main and auxiliary tanks full, the Gladiator carries 155L of petrol. With three jerries on the roof and another two in the tub, we’re hauling a total of 255L – an expensive fill at $2.70 a litre.

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Entering the Simpson Desert

South of Alice, the corrugations on the Finke Road get progressively worse until, hours later, we’re bumping along in first and second gear, very mindful of the extra weight on the roof.

We camp at the Mount Dare Hotel, one of the most remote and iconic outback pubs on the continent. For those entering the Simpson, this is the last outpost of civilisation and a final chance to grab supplies and fuel.

In the morning I top off the main tank with the most expensive fuel of the trip and drop tyre pressures to 20psi all round, expecting rough roads early on and knowing I can go much lower if and when the sand turns seriously soft. There’s no doubt lower pressures would provide more grip, though they’d also mean higher fuel consumption. As always, I’m hyper-aware of the need to balance our precious resources.

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Tackling the Simpson Desert’s dunes

We travel on good gravel roads for a couple of hours before arriving at the abandoned cattle station of Old Andado.

Wandering through the ruins, it’s hard to imagine living this far from the rest of the world, literally on the edge of survivability. Nearby, a bright red dune stands tall, clearly marking the beginning of the desert. Both excited and a little anxious, I can’t help but count “one” out loud as we climb up and over the first big dune. Created over millions of years and continually shaped by the wind, the dunes of the Simpson are the longest in the world, stretching in a near-perfect straight line for nearly 200km north to south. Like much of inland Australia, their vivid colour comes from rusting iron ore within the sand.

Because all the dunes run from north to south, we must climb directly up and over every single one as we push east. The dunes vary in height from 20 to 40m, and are spaced consistently across the desert floor, with a few hundred metres of flat sand between each crest. Once the initial excitement wears off, we settle into the routine that will define the next week of our lives. For 10 or 15 seconds we crawl slowly up the soft face of a dune, carrying just enough speed to crest without breaking traction and tearing up the sand. Most dune faces are so steep we see nothing but blue sky, trusting the track will continue down the other side. At the top we pause briefly to take in the view before coasting down to the desert floor and beginning again.

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I find myself constantly inching higher in my seat, trying to peer over the tip of the bonnet to glimpse the track as early as possible. On many dune crests I scramble to make a sharp turn revealed only once the nose of the Jeep tips down.

After just 30 minutes I lose count of the dunes we’ve crossed, focusing on the task at hand while absorbing the immense nothing that surrounds us. There are no buildings, no side tracks and only the occasional stand of scraggly mulga on the flats. The track is windblown and faint, dotted with animal prints big and small. With drifting sand constantly reshaping the surface, it could easily be a week since another vehicle passed. Thanks to the wide contact patch from our low tyre pressures, the Jeep maintains steady momentum as we inch across the ocean of sand.

For our first night we stop beside a huge dune at Camp 1A – the first of Madigan’s original campsites – each marked with a small post and placard, a constant reminder we’re literally following in the tracks of a bona fide legend. Blowflies are a constant battle in the Australian outback and can be bad enough to drive a person mad. In their desperate search for moisture, they swarm into the corners of our eyes and mouths. While they don’t bite, their unceasing companionship quickly frays the nerves and makes eating an unpleasant affair.

Mercifully, the flies vanish after dark and we can fully appreciate a stunning display of stars – easily the best I’ve seen anywhere on the planet. Thanks to the tilt of the earth, the southern hemisphere faces the galactic core, resulting in breathtaking night-time entertainment. I sit for hours trying to take it all in while Katie puts herself to bed early with a headache and sore joints.

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Unexpected challenges in the desert

I’ve done my best to plan for known unknowns like tyre failure, a radiator puncture or personal injury, and now it’s the unknown unknown of COVID-19 that has blindsided me.

Of all the places I imagined we might catch the virus, one of the least populated regions on earth was never on the list. We must have picked it up in Alice Springs, and only now are the symptoms kicking in. Over the next hour we talk through our predicament, trying to make a decision – no easy task given the extreme lethargy and increasing brain fog.

With a positive test there’s no longer a legal requirement to self-isolate, but the health advice strongly recommends staying away from others for seven days. Out here that means we should either make camp somewhere remote and wait it out, or press on and minimise contact with anyone we might possibly encounter. If we chose to sit still, we’d burn seven days doing nothing but battling the heat and flies, then still need to drive two days back to Alice Springs to resupply before returning to this point. Our other option is simply to keep going.

We’ll be alone for the next seven to 10 days anyway, so in a strange twist of fate the desert is actually the most practical place to isolate ourselves. With our aching bodies neither of us loves the thought of continuing along the extremely rough, sandy track, but we downright loathe the idea of sitting still for seven days while the flies host endless parties on our faces. Forward it is.

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Life among the sand dunes

The brain fog and out-of-body vagueness we’re feeling, combined with the isolation and repetitive desert scenery, is disorienting, and the hours blur into one giant sand dune.

I feel like a cork adrift in an ocean of huge swell rolling across the desert floor. Negotiating the enormous red folds in the desert becomes our entire world, and I wonder if we’re moving across the waves at all, or if we’re stuck in place while the swell slides by underneath us.

Much of Australia has experienced higher-than-average rainfall and severe flooding in recent years, and as a result even the sparse vegetation found in the Simpson is lush and green by desert standards. Greenery clings to the dunes, including wildflowers in an array of colours. Grasshoppers and lizards of various sizes dart off the track as we approach, and each morning our own tyre marks in the sand are criss-crossed with tracks – some of which are clearly snakes. Seemingly only active at night, we spot only one large tiger snake early in the crossing. Katie is not impressed when I casually mention the venom can be lethal, and almost certainly so without quick access to a hospital.

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From the crest of a larger dune we spot a caravan of wild camels, walking single file along the next dune in our path. There are about 10 animals of various sizes, and they don’t appear to be in any hurry. Originally brought to Australia from the Middle East to explore the vast interior deserts, camels were a vital part of Australia’s development. Camel caravans led by Afghan traders were used until the early 20th century, and many railways and remote mining towns were built using camels as the primary mode of transport.

Once their usefulness came to an end, however, the camels were released onto the land and are now an invasive pest, with more than a million animals destroying habitat and competing for food and water with native wildlife on an immense scale. Superbly adapted to harsh desert conditions, camels thrive throughout central Australia, and despite enormous culling operations conducted by helicopter, their numbers and destruction only grow with each passing year.

We’re roughly 500m from the camels, so I shut off the engine and watch silently as they wander along the dune, slowly but surely moving closer. Always looking for an excuse to stretch our legs, we jump out and begin walking along the sandy track. Soon the massive dune obscures our direct line of sight, and we’re able to get within 100m of the smelly animals. With some crafty sneaking between scrubby bushes we creep another 50m closer, and for the first time I’m able to really appreciate their size.

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The group is made up of two huge males escorting what I assume are six females and a couple of teenagers. When one of the big males spots us, he doesn’t react as I’d expected. Instead of running away, he turns and walks directly towards us.

Over the next five minutes he closes to within 20m before it occurs to me this may not be such a good idea. We’re now a long way from the safety of the Jeep, and I have no idea how these enormous wild animals might react if startled. We slowly make our retreat without turning our backs, and for a few hundred metres we reluctantly play follow-the-leader. First the big male, then the others continue to walk towards us, bobbing their heads and looking at each other quizzically, sizing us up. They seem more curious than aggressive, and I’m relieved when they lose interest and we make our retreat without incident.

Overnight I’m woken by the loud howls of a pack of dingoes, causing my skin to tingle and the hair on my arms to stand on end. They sound very close to camp, and I make out at least half a dozen separate animals, including one extremely small pup attempting to join the chorus. The nearly full moon has risen high overhead, casting bright light across the barren landscape, though I’m unable to catch a glimpse of our visitors as I lie silently.

In the morning I follow a maze of fresh tracks around the perimeter of our campsite, and I’m happy to see they didn’t come within 30m of our sleeping swag. While dingo attacks on adults are extremely rare, with only a few documented cases in Australia’s history, this far from other people I do feel particularly vulnerable.

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Remote desert isolation

Days into the desert we still haven’t seen another vehicle, nor heard so much as a crackle in reply to our call-outs on the CB radio. On day five I smile as I use my turn signal to turn onto the Hay River Track, where we travel south for an hour before again turning east onto the Madigan.

Old barbed-wire fences, sheets of corrugated iron and the occasional pile of cattle bones signal our gradual return to civilisation and Adria Downs cattle station on the eastern edge of the desert. Camp is at a dry waterhole, and at dusk we see kangaroos, a lone emu on patrol and a flock of huge pelicans pass low overhead. All sure signs of water. I feel myself instinctively slow down, not yet ready for our time in the desert to end.

Early on the last morning we arrive at Big Red – the most famous, and possibly biggest, dune in the Simpson. Multiple tracks run up its impressive face, each varying in difficulty, and I fancy the Jeep to take on the steepest of them all. To increase grip I further lower tyre pressures to 12psi, and with the automatic transmission in manual mode I bump down gears as the dune steepens and the Gladiator powers to the top with momentum to spare. While low-end torque and fuel economy are the hallmark traits of diesel engines, there’s no doubt the higher horsepower of petrol engines is far superior for big dune climbs.

We enjoy the stunning view and stay atop Big Red for almost an hour, soaking in the silence and our final moments alone in the desert. Twenty minutes later, at the edge of Birdsville, I can’t help but wave at the first vehicle we see, and with our seven-day isolation now complete, we’re free to dive in.

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Lessons from the Madigan Line

It took Madigan 25 days to cross the Simpson, verifying his earlier conclusion that the area was a wasteland. Although his report was conclusive, within 20 years the region was being criss-crossed by petroleum exploration – which turned up precisely nothing.

Madigan’s meticulous planning and experience meant his camel-train crossing went off without a hitch, and it’s regarded as the last of the great Australian exploration adventures. While bouncing along the track I often thought of Madigan and wondered what must have been going through his mind all those years ago. When he emerged in Birdsville he was hailed a hero, and went on to a life of research and academia, becoming a leading authority on central Australian geology and geography.

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Planning is all good and well, but it’s the unknowns that jump out to bite us and throw the best-laid plans out the window. Catching COVID in one of the most remote regions on the planet was not something I ever considered, and we were forced to adapt to the situation as it unfolded.

We covered 765km over seven days and crawled up and over more than 1000 sand dunes. The solitude and enormity of the desert left a lasting impression on both of us, and it’s unlikely we’ll ever forget our time in the Simpson. Isolating for seven days in one of the biggest deserts on the continent did make for a good story over cold beers at the Birdsville pub that night, and after a few pats on the back I felt just a little closer to Madigan.

As is often the case, the desert had a final trick to play. Less than 12 hours later, under police escort, we were the last vehicle to leave Birdsville through rapidly rising floodwater before the town was cut off.

Ford Australia’s engineering hub faces potential job cuts as the company seeks government support.

The facility employs around 1400 engineers, one of the country’s largest automotive design teams, which helped develop the Ranger and Everest and has contributed to vehicles for both domestic and international markets.

Ford CEO Jim Farley recently highlighted challenges posed by the 2025 New Vehicle Emissions Standard (NVES), which penalises manufacturers for high CO₂ emissions, saying the regulations make the local operation “not sustainable”.

Farley warned the Australian government it faces a choice. “We have to work with your government, because we have to be competitive on speed and cost here in Australia versus China or Vietnam or other places,” he said. “And there is a premium for innovation. So, we’re willing to pay, but your government has to decide if they want engineers in your country or do you want to be a country of hairdressers and bankers?”

“They need to decide if they want to help us equalise the cost differential, because this is among the most expensive places to have engineers on the planet,” he added. “It can’t sit on the sidelines and pretend like that’s not a choice. It’s a choice because that engineering can be done in a lot of other places cheaper and faster.”

Ford has previously reduced staff, including 400 redundancies in 2023, and now aims to preserve 1500 Australian jobs if government intervention is provided. Talks with officials are planned this weekend. The outcome could affect future Ranger and Everest development, vehicles that are central to Ford’s global 4×4 line-up.

The New Vehicle Emissions Standard, introduced in 2025, is designed to push car makers toward more fuel-efficient vehicles, including EVs and plug-in hybrids. Manufacturers face financial penalties if a significant portion of their new vehicles exceed CO₂ thresholds.