4X4 Australia

The NSW Government (↗) has moved to end one of the most persistent frustrations on the road, with temporary roadwork speed limits now required to be lifted outside construction hours when no work is taking place and it is safe to do so.

For drivers, it is a familiar irritation. Kilometres of reduced speed limits through roadworks with no workers on site, no machinery operating and no obvious reason for the restriction to still be in place. Just an unchanged sign and a long, unnecessary slow crawl. From July 1, that setup is supposed to become far less common.

We say “supposed” because the limits will only be lifted where it is “safe to do so” and at the discretion of construction workers and site conditions. So it is fair to ask whether drivers will actually notice much change on the roads, or whether most of these slow zones will remain.

Under changes delivered by the Minns Labor Government (↗), road authorities must now remove reduced speed limits in construction zones during non-work hours where conditions allow. The aim is to stop the long-running issue of what many motorists call “ghost roadworks”, where speed restrictions linger for weeks or even months well beyond active works.

“Motorists across NSW deserve to spend less time stuck in unnecessary traffic and more time with family and friends, which is why we have made this important change,” Jenny Aitchison, Minister for Roads and Regional Transport, said.

“Protecting construction workers and motorists around worksites is critical. We are not changing or weakening any rules around safety,” Aitchison added. “But as everyone has experienced, leaving speed restrictions in place outside of construction hours often slows down traffic movement. This change will help traffic keep moving, reduce frustration for motorists and make journeys across the state more efficient.”

The updated Traffic Control at Work Sites Standard (↗), released by Transport for NSW, sets out the rules for how speed limits are managed across construction zones in the state.

Officials say the change is about consistency and safety, but for motorists it also tackles a simple reality. If nothing is happening on site, there is no reason for drivers to be forced into extended low-speed travel through empty work zones.

The Standard still requires all road users to obey posted speed limits at all times, particularly where road conditions are changed by works. Safety remains the priority, with limits only lifted when it is assessed as safe for both drivers and pedestrians.

MORE NSW government invites 4WD clubs to give input on proposed Great Koala National Park

MG has launched the limited-edition MGU9 Black Edition, available now in dealerships from $57,990 drive away.

And Australia has become the first market worldwide to receive the new dual-cab ute, with the Black Edition joining the existing MGU9 Explore, Explore X and Explore Pro variants, arriving eight months after the MGU9 marked MG’s entry into the Australian ute segment.

Offered in limited numbers, the MGU9 Black Edition features black exterior detailing including the grille, MG badging, wheel caps and side trim, along with a stamped tailgate design. It also introduces Towing Cruise Control (TCC) with activated towing for use when towing trailers, boats and caravans.

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“Since launching the MGU9, we’ve seen strong interest from Australians looking for a ute with a more distinctive look and premium feel,” said Dimitri Andreatidis, MG Motor Australia Marketing Director. “The Black Edition was developed in response to that demand, bringing together the capability customers expect with exclusive styling that gives the vehicle even greater presence on the road.

“Australians have an enduring connection with the ute, but today’s buyers are looking for more than capability alone. They want a vehicle that reflects their lifestyle and can seamlessly transition between work, family life and everything in between.”

Power comes from MG’s 2.5-litre turbo-diesel engine paired with a ZF eight-speed automatic transmission. The Black Edition retains the MGU9’s three lockers for improved off-road traction, and offers a 3.5-tonne towing capacity and 18-inch all-terrain alloy wheels.

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Inside, the Black Edition adds black headlining and pillar trims while retaining the MGU9’s cabin, which includes premium infotainment, heated front seats and a heated steering wheel.

It continues with the MGU9’s locally developed multi-link independent rear suspension system and retains the electric-opening tailgate, which lowers at the push of a button to reveal a built-in drop-down step for easier access to the tub. When lowered, the tailgate also incorporates integrated cup holders.

The MGU9 Black Edition is backed by MG’s seven-year warranty when serviced within the MG dealer network.

MGU9 drive-away pricing

MORE MG U9 news and reviews!

Pre-runner. It’s a term we hear a lot in the 4×4 world, particularly if you follow the US off-road scene, but what does it mean? What is a pre-runner? 

Pre-runners are the vehicles off-road race teams and drivers use to reconnoitre the race course ahead of the start. The vehicles used for pre-running can be anything from state-of-the-art race trucks to older race vehicles, built recreational 4x4s and off-the-shelf side-by-side ATVs. Some of the more elaborate vehicles used for pre-running are Trophy Trucks decked out with a sealed cabin, more comfortable seats, air-con, sound systems and interior trim to make the job of recon easier on the team. 

In the USA, these reconfigured race vehicles often wear licence plates and it’s not uncommon to see them driven on the road. Pre-runners are super capable, fast and look cool, and as a result the style has migrated to road-going vehicles, something that is easier to do in the USA than it is here in Australia. But the look is creeping in at various levels and one of the best examples we’ve seen to date is this Ford Bronco from Richie Clunes. 

Richie is the man behind Radius Fabrications (↗), where they make everything from stainless steel snorkels and airboxes to complete hot rods and off-road race buggies. So it’s safe to say Richie is handy with a welder and a pile of steel tube and sheet.

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Richie Clunes’ Ford Bronco build

Richie put his talents to the test in turning this 1984 Ford Bronco into the pre-runner you see now, and it’s one of the best examples of the style we’ve seen in Australia to date.

The Ford Bronco has a long history in off-road racing in the Americas, extending back to the first generation of Ford’s sports truck in 1966 through to the current T6-based Broncos; the T6 platform, incidentally, was developed in Australia and is shared with our Ford Ranger and Everest vehicles.

The Bronco was only ever sold here by Ford Australia in the 1980s, and this was the fourth generation of the iconic model. Richie’s Bronco is from that era, being a 1984 model, although it now wears a ’96 front end.

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Bodywork and exterior details

Other obvious body modifications include huge pumped mudguards from US company Fiberwerx. They perpetuate the pre-runner look, while also being required to cover the massive wheels, tyres and long-travel suspension fitted underneath.

Richie says there was a lot of work getting the ’guards to fit to this standard of finish, as they are designed for race trucks where fit and finish isn’t so important and they are likely to get swiped off on the first cactus. The bodywork and paint on the Bronco are now more street machine than race truck, and the looks speak for themselves.

There are some brands that are as entwined in American off-road racing as the Bronco itself, and some of the most recognisable are Method Race Wheels, King Shocks and KC HiLiTES. Of course, you’ll find each of these products on Richie’s rig.

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Suspension and chassis setup

The Twin Traction Beam independent front suspension debuted on the third-gen Bronco and was carried over to the fourth-gen vehicles. It was the first IFS set-up for the model, but became known for the good wheel articulation afforded by the unique design.

Richie’s Bronco retains the TTB front-end design, but it is suspended on a set of King 2.5 x 12-inch coilovers with remote reservoirs, backed up by King 2.5 x 12-inch three-tube bypass shocks with King hydro bump stops to soak up the heaviest of landings. Richie remade the front arms of the TTB to be much stronger than the OEM product and able to cope with jumps in the desert or the bush.

The Bronco’s rear end is a more conventional live-axle design and again you find the finest King equipment absorbing the roughest terrain. A sheetmetal Ford 9-inch diff housing, fabricated by you know who, swings off custom Radius Fab trailing arms and sway bar, while 2.5 x 14-inch King coilovers with remote reservoirs, King 2.5 x 16-inch three-tube bypass shocks with piggyback reservoirs and King hydro bump stops smooth out the ride.

This is state-of-the-art off-road suspension at the level you’ll find on full-race vehicles, but adapted for the road on the Bronco.

The other big American brands are represented in the polished Method beadlock wheels wrapped in 37-inch Toyo tyres and the five KC HiLiTES mounted on the custom-made front bumper.

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Power to burn

Turning those 37-inch hoops over sand and through silt beds requires plenty of horsepower and Richie didn’t hold back on the drivetrain. 

The 351ci Ford V8 was stroked out to 408 cubes and makes around 500hp. It is backed by a built C6 automatic transmission, with the driveshaft running back to a Strange spool, 35-spline axles and 2.5-inch floating hubs. The heavily braced diff housing was again fabricated in-house at Radius Fab.

While the underside of the Bronco is strictly business, inside is another story. There’s tan leather trim throughout, Velo bucket seats in Radius Fab mounts, a fridge in the console, and a flat dash full of AutoMeter gauges covered in more of that tan leather. The suede roof lining over the roll cage sums up the mix of race and luxe that defines the Bronco.

A race truck for the road or a Bronco for the beach? Whatever way you look at Richie’s Bronco pre-runner, there’s no denying it is one cool truck that was built to take on tough tracks at speed, then turn heads on the Gold Coast strip as it rumbles back home.

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Features list

MORE Bronco news and reviews!

The latest piece of gear from Expedition HQ (↗) that we fitted to the Grenadier was the X-Spec storage locker/small pantry.

Like the other X-Spec accessories we have fitted, the storage locker was designed and manufactured by the team at Expedition HQ, which is becoming one of the biggest and best Ineos outfitters in Australia. Anything you think you want for your Ineos Grenadier or Quartermaster, Expedition HQ has the solution.

The X-Spec storage locker (↗) isn’t massive at 25L, but it’s a handy place to keep things you want to access quickly and easily. And the way it bolts to the outside of the vehicle means it’s not taking up any interior space.

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It can be your food locker, toolbox, home for sporting gear or whatever else you can think to store in there. With internal shelves and a lid that opens out to provide a small table or workspace, it truly is a versatile addition to the rig.

The locker itself is also made from powder-coated aluminium, so it’s lightweight and should be resistant to scratching from branches or bushes that brush down the side of the vehicle.

Like the X-Spec lockable jerry can holder that sits forward of the locker, this unit mounts over the rear window via a powder-coated plate, and the locker is secured to that plate. It tucks neatly in behind the jerry can so it doesn’t add any extra width to the vehicle.

Over the windows on the driver’s side of the Grenadier is another mounting track to carry the auxiliary fuel tanks. The three X-Spec units fitted to the vehicle add versatility, storage, fuel capacity, a shower and water pump, making life on the road easier and more enjoyable.

The X-Spec storage locker sells for $1559 plus installation (↗). As with the other X-Spec equipment fitted to the Grenadier, the storage locker was installed by the team at Xceed Autocare in Braybrook, Victoria. Xceed is a 4×4 specialist workshop and also the local distributor for Expedition HQ’s Queensland-based gear.

Features list

Pricing

MORE Take a closer look at Expedition HQ

We picked up a tidy N80 HiLux through Slattery Auctions after a hands-on inspection in Dandenong confirmed it was a clean, straight example. A successful bid later, it was ours, fleet-spec, lightly accessorised and ready for its first major stop: ARB.

We left Slattery with a big old smile and hightailed it 10 hours up the Hume to Sydney for our date with the team at ARB Moorebank. We had teed up a front bar (↗), 12,000lb Bushranger winch (↗) and some Bushranger Night Hawk LED driving lights (↗), which were our first real items on the to-do list and gained us a heap of functionality in one hit without over-capitalising.

Yeah, we know, ARB bars may not be a new product, or even terribly exciting, but they flat-out work and offer a huge amount of protection without looking like we drove through a farm gate at high speed. As for the winch, it has a remote control and rope instead of wire cable to keep the weight down, and is a no-brainer given this rig will likely be taken on several solo trips.

We don’t need to tell you why we went for the Night Hawk LED spotties, do we? Not only are driving lights a safety concern, they also make after-dark track navigation a pleasure, not to mention significantly reducing the likelihood of animal impacts. Finally, we had the guys install a set of rated recovery points while they were there. We’re professionals, so of course we never get stuck, but it’s nice to have the ability to be snatched or winched out of a predicament if we were to lend our HiLux to someone who’s less responsible than us.

You might be wondering why add all these things first, instead of fitting them down the track. Well, as we mentioned, having a winch onboard is essential for solo travel, and the bar, recovery points and lights give healthy boosts to our looks and safety points too. Also, you have to start somewhere and we reckon this is a great jumping-off point for our build.

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Installing the bull bar, winch and lights

Upon arriving at ARB, the guys hooked straight in and assembled our bar and winch, along with mounting the control box and fairlead on the bench, before plucking off the stock front bumper to expose the rails.

From there, the bumper was trimmed to suit the new lines of our bull bar before the bolts were all installed by hand and torqued up. The winch was wired to an underbody cut-off switch and the lights were expertly hooked up to the high-beam circuit, with a switch run into the cab within easy reach of the driver. All up, the job took around four hours and would have taken us at least double that if we were to give it a crack ourselves in the driveway. Sometimes it pays to use the people who do this sort of thing for a living, eh?

By the next morning we were out exploring the local tracks before sunrise to test the lights’ bush-readiness and spool the winch line in under load. As you can imagine, the Night Hawks turned the track from pitch darkness into the inside of a convenience store, and the winch operation was fast, smooth and, thanks to the remote operation, super convenient.

Got to say we’re pretty stoked with this first round of mods. Stay tuned for round two, as we turn our second-hand Luxy into something we reckon is better than new for similar money.

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What we installed

With thanks

Big thanks to the team at ARB Moorebank (↗) for getting us in on short notice and doing a super-neat job on the installation of the bar and wiring of the winch and lights.

MORE HiLux news and reviews!

I idled the Cruiser through yet another shallow, rocky creek crossing and crawled up the opposite bank into a large clearing covered in short green grass and dotted with tall gums and the occasional European tree. 

Those trees testify to a rich and sometimes violent history, but today their leaves were changing colour, indicating that winter was just around the corner. Not that the onset of winter was any particular issue, as the Buckland is an ideal spot for a bush break at any time of the year, with the main access track staying open no matter the season.

The nascent Buckland River, though, starts life as it trickles down through the Barry Mountains below Mount Selwyn and The Twins, its east and west branches coming together at what we know as Buckland Junction. From there, the larger stream flows north for about 24km to its meeting with the Ovens River, near the tidy town of Porepunkah.

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Today, the northern section of the Buckland is bordered by small, verdant farms, with the main access road bitumen for the first 12km or so, before the manicured properties give way to state forest at Buckland Bridge. Here you’ll find a pleasant day-use area and an info sign that, for first-time visitors to the valley, is well worth a stop, as it details the recent history of the river and the gold discoveries that made it one of the richest alluvial fields in Australia, along with a map showing the major campsites in the valley.

Just on the south side of Buckland Bridge, Goldie Spur Track strikes west and climbs the Buffalo Range, the sheer bulk of the granite faces of Mt Buffalo itself dominant a little to the north.

About 7km from the bridge, a good but narrow 4×4 track heads south along the long, winding ridge of the range to the peak of South Selwyn. A number of other tracks leave this range track to drop down on either side of the ridge, the eastern ones bringing you back into the Buckland Valley.

Gold Rush history and mining legacy

Continuing south on the main road from Buckland Bridge, you’ll come to what was once the main Buckland townsite and its historic cemetery – the only thing really apparent these days from those days of gold. There are a few headstones marking graves, but many remain unmarked and unknown.

At the back of the cemetery are a few Chinese graves, their presence marked by low headstones inscribed with Chinese characters. Nearby, a track leads west a few hundred metres to a Chinese memorial stela commemorating the many Chinese who died in this valley, which was at one stage known as ‘The Valley of Death’.

Gold was first discovered here in the winter of 1853 when a small party of men panned 360 ounces of the yellow metal in just a few days – today that would be worth more than a staggering $2.3 million. A rush set in and by the end of January 1854 there were more than 6000 diggers vying to change their luck and their fortunes, with some of the lucky ones sifting two ounces of golden flakes and nuggets from just one bucketful.

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With toilet and rubbish facilities near non-existent, the stream polluted with mud and tailings, and the air thick with flies attracted by the many butchers chopping up meat and offal to feed the hungry throngs, it was no wonder ‘Colonial Fever’, or typhoid, broke out. Some reports from the day say there were so many graves along the valley, the river seemed to wind through a churchyard.

By 1857, the number of Chinese working in the Buckland, often with more success than the European miners, had grown to such an extent that they outnumbered the other nationalities. A riot occurred, with the Chinese being violently ejected from their tents and workplaces, and being beaten and robbed. No one knows how many were killed, but it was more than a few before a police detachment arrived from nearby Beechworth.

Robert O’Hara Burke (yep, the same one from the later, infamous Burke and Wills Expedition) led the police troopers, and it is said he got lost on his way between Beechworth and the valley – a handy prerequisite for leading a major expedition across Australia, or so it seems!

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With the easy gold becoming harder to find, by the summer of 1858 hydraulic sluicing was introduced to tear down the earth surrounding the river, forming the many low cliffs that now border the stream and the cobble heaps of rocks that litter many of the flats beside it. As well, the many water races that cut across the hills and flats and fed the sluices can still be seen today.

Later, in 1901, the valley was still giving up its gold, but now bucket dredges were the industrial might and means, churning the river flats until they were banned because of their environmental damage. All this time, small and large hard-rock mines were dug into the hillsides on both sides of the river, their names evocative and hopeful, with monikers such as ‘Welcome’, ‘Pride of the Elgin’, ‘Star of Hope’, ‘Last Chance’ and dozens more.

Today, however, finding those mines and their associated machinery is hampered by undergrowth and large patches of blackberry, which make exploring difficult. In any case, most of the machinery at the stamper sites was removed when the mines became unprofitable and shifted to more productive fields. Still, if you are keen, you never know what treasures you might find hidden in the scrub.

4WD tracks, camping and High Country connections 

For most four-wheel drivers, the attraction of the Buckland is its river and the many cleared or semi-cleared flats that border the stream.

It attracts all sorts, from those who just want to read a book in a quiet, delightful spot, to four-wheel drivers wanting to explore the numerous trails in the area, as well as bike riders, gold fossickers, deer shooters and fishermen willing to try their luck. And, of course, there is a geocache or two tucked away somewhere in the valley for people to search for, hopefully find and record.

Just a short distance along the main access track from the cemetery is the Ah Youngs campground. The most popular campsite on the river, probably because it is the closest to the blacktop, the flat was named after a Chinese miner, Henry Ah Young, who lived here and worked his alluvial claim nearby.

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The campsites get better as you head upstream, with Camp Flat just 2km on from Ah Youngs being one of our favourites – especially if you can snag a spot right beside the river. From Camp Flat, a 4×4 track crosses the river and follows what was the original Buckland Road as it crawls along the edge of the hills, just above the water, passing some old mine workings and the site of the old Paulussey’s Gold Battery along the way. If there is anything left here, it’s hidden by a shroud of thick blackberry bushes.

This track ends just below Buckland Junction, where it crosses the stream and joins the main access road once again. Other 4×4 tracks head up the steep hills on both sides of the river nearby. The westernmost one, Scotchman Track, climbs to meet the Buffalo Range track previously mentioned, while on the eastern side of the river the Clear Creek and Paddy Hill tracks will take you through some steep country and over the range to meet the main Bright-Mt Hotham Road.

Further along the valley, and after passing a number of excellent camping spots, you’ll come to Beveridges Station, just past the junction of Mt Selwyn Road and Selwyn Creek Road, and the beginning of the Alpine National Park in this part of the world.

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The large cleared area has long been private property but is now fenced, with a few signs making it clear that trespassers will be prosecuted. However, if you head up Selwyn Creek Road for just over a kilometre and turn left onto Pheasant Creek Track, you’ll come to the Buckland River once more, while off to your right is the publicly accessible Beveridge Station Camping Area, now located within the Alpine NP. Pheasant Creek Track itself crosses the river and then climbs steeply to the crest of Mt Sugarloaf before descending to meet Mt Hotham Road just 1km west of the Dargo High Plains Road junction.

From the junction of Mt Selwyn Road and Selwyn Creek Road, tracks head deeper into the High Country across rugged country and along delightful streams to iconic places such as the Wonnangatta Valley, the Dargo High Plains, Abbeyard and the Cobbler Plateau – all depending on which way you turn at the southern extremity of the Buckland.

That is, of course, if you can tear yourself away from this delightful valley in the first place. I know that many times over the past 50 years I’ve been coming here, the tranquillity, beauty and history of the Buckland have made me pause and linger longer. You may well want to as well.

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Buckland Valley FAQs

Q: Where is the Buckland Valley?
A: About 25km north of Bright, Victoria, in the Victorian High Country.

Q: How do you access the Buckland Valley?
A: The Buckland Valley is accessed via Buckland Valley Road from Porepunkah. The road is sealed for the first 12km before turning to well-maintained gravel. It is suitable for most vehicles in dry conditions, with multiple 4×4 tracks branching off into steeper and more challenging terrain.

Q: What campsites are available in the Buckland Valley?
A: Numerous riverside camps are found throughout the Buckland Valley, including Ah Youngs, Camp Flat and the Beveridge Station Camping Area. Sites range from open grassy flats to more secluded bush camps, many located right beside the river. Popular spots can fill quickly on weekends and holidays.

Q: What are the track conditions like?
A: The main access track is generally easy and open year-round, but side tracks can be steep, rocky and slippery when wet. River crossings vary depending on rainfall and snowmelt.

Q: When is the best time to visit the Buckland Valley?
A: Autumn offers standout colour, while summer is ideal for riverside camping and swimming. Winter access remains possible along the main track, though conditions can be cold and wet.

Q: Where can you get supplies and fuel?
A: Available in Bright and Porepunkah. No services within the valley.

Q: Anything else to be aware of?
A: Be mindful of private property around Beveridge Station. Blackberry growth can restrict access to some historical sites. Carry recovery gear if venturing onto more difficult 4×4 tracks.

MORE Victorian travel yarns!

With June 30 closing in on and school holidays on the horizon, the question worth answering is the practical one: Where are the genuine End of Financial Year deals on a 12V portable fridge, and which brands are actually worth buying? 

The short answer is that the year’s deepest cuts on touring fridges are live right now, and the standout value is coming from myCOOLMAN (↗), with dual-zone units around $999 after savings of nearly $700, and from Dometic (↗), with up to $360 off its CoolFreeze range. 

Engel (↗) is running its usual EOFY event on the fridges built to outlast your vehicle, EvaKool (↗) is discounting its Australian-made fibreglass units, and EcoFlow (↗) has up to $250 off the tech-led GLACIER. Discounts across the category run from modest single figures on premium flagships to better than 40 per cent on the sharpest deals.

As with our power stations EOFY article, the same warning applies. Fridges are heavy, freight-restricted items, some are already sold out, and the Australian-made units are built to order with a lead time. This is a buy-online-now event, not a leave-it-till-the-weekend one.

A note on what we cover. This list is not ranked, and naming a brand is not an endorsement of one unit over another. These are the live EOFY offers from brands that sell direct and stand behind their gear. Prices are accurate at the time of writing and should be confirmed on the brand’s own site before you buy.

JUMP AHEAD

How big do you actually need?

Size is the decision that everything else follows from, so get it right before you chase a discount.

For a couple or small family heading away for a weekend, a 40- to 50-litre fridge holds enough food and drink without eating your whole drawer system or canopy. For a larger family with ravenous teenagers, or for longer runs across the Simpson or up the Cape, step into the 60- to 75-litre bracket so you are not playing Tetris with the groceries on night three. Anyone touring remote for a week or more, or feeding a camp, looks at 85 litres and up.

The other choice is single zone versus dual zone. A single-zone fridge runs at one temperature throughout. A dual-zone unit splits into a fridge side and a freezer side that run independently, which means cold beer and frozen meat in the one cabinet. Dual zone costs more and loses a few litres to the internal divider, but for extended touring it is the setup most experienced travellers settle on.

Power draw matters here. A quality 12V compressor fridge sips power in steady running, and Engel rates its MT-V series at a maximum draw of 0.5 to 3.0 amps depending on conditions. Whatever you buy, match it to a battery setup that can carry it overnight without flattening your crank battery, which is where a dual-battery system or a portable power station earns its place.

Dometic

The market leader, and the CoolFreeze range carries the real EOFY value.

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Dometic (↗) is the default name in 12V refrigeration, and the CFX5 series (↗) is the best-selling fridge line in the country on the strength of its variable-speed compressor, app control and tough build. The catch at EOFY is that the flagship CFX5 units are only lightly discounted, with the CFX5 35 (36L) at $1255 down from $1349 and the CFX5 95DZ (95L dual zone) at $1905 down from $2099. The genuine savings sit in the more affordable CoolFreeze CFF range (↗), where the CFF 70DZ Pack (70L dual zone, insulated cover included) is $935 down from $1299, a 28 percent cut, and the CFF 45-pack (44L) is $705 down from $949. Dometic quotes up to $360 off selected fridges, and the sale ends 30 June.

What stands out is the breadth and the support: a strong national dealer network, a 3-year warranty, and WiFi and Bluetooth app control across the CFX5 range. Note that Front Runner (↗) now sits under the Dometic banner, so the rack and storage gear is discounted alongside the fridges if you are kitting out a build.

Engel

The one you buy once. Modestly discounted, built to outlast the vehicle it rides in.

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Engel (↗) is the fridge that built its name on the Sawafuji Swing Motor, a compressor with a single moving part that draws very little power and keeps running at angles up to 30 degrees, which is exactly what you want grinding up a rutted climb. Plenty of Engels from the 1980s are still cooling today, and every current unit carries a 5-year warranty. The MT-V series (↗) is the 4WD pick, with the steel-bodied MT-V45F (40L) suiting most fridge slides and the MT-V60FC (57L combi) giving fridge and freezer in one cabinet.

Be realistic about the discount. Engel is a premium brand that rarely runs deep price cuts, and its EOFY event is more about tax-time timing than a fire sale. The value here is not the size of the saving, it is buying a fridge once and not thinking about it again for fifteen years. Confirm the live EOFY price on a specific model before you commit.

The deal: EOFY event running across the MT-V range. Premium pricing, modest discounts, 5-year warranty. Confirm the live price per model.

myCOOLMAN

The deepest EOFY discounts in the category, with a free battery pack thrown in.

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myCOOLMAN (↗) is the Melbourne-designed challenger that has taken share off the big names on value and features. Its premium fridges run a variable-speed Blue-Gen compressor, fold-flat handles, DC input at both ends and Bluetooth control, and right now the EOFY pricing is the sharpest going. The dual-zone 69L Traveller (↗) is $999, down from $1698, a saving of $699, and it ships with a bonus magnetic PowerPack battery and a bonus 36L icebox. The single-zone 105L Fisherman (↗) is also $999, down from $1749, a saving of $750. If you want a compact unit, the 47L Roamer (↗) is half price at $399, down from $799. Larger dual-zone units like the 96L sit at $1399 after a $500 saving.

What stands out is the bonus PowerPack bundled with the premium fridges. It is a magnetic lithium battery that clips to the unit and runs it untethered from the vehicle, which is a genuinely useful inclusion rather than a token freebie. Every unit carries a nationwide warranty.

EvaKool

The Australian-made option, handmade in Queensland for three decades.

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EvaKool (↗) is the local heritage brand, building fridges in Caloundra for more than 30 years. Its calling card is the Infinity fibreglass range: a hand-laid, high-gloss fibreglass cabinet that does not rust, does not corrode, and does not hold food odours, which matters on long fishing and touring trips. The Infinity units (↗) run a quiet SECOP compressor and can be marinised for boat use. For buyers after a sharper price, the polyethylene Down Under series (↗) covers the same ground for less, and EvaKool’s EOFY pricing includes deals like the 95L Upright plus mounting kit bundle at $1215, down from $1799.

The 4X4 Australia team had an Evakool in the back of our BYD Shark Project Build for over a year and across the Simpson it didn’t skip a beat.

What stands out is that these are genuinely built here, not badged imports, and the fibreglass Infinity units are made to order. That is the appeal and the catch: a custom Infinity build carries a lead time of roughly 2 to 3 weeks, so this is one to order early in the sale rather than late.

EcoFlow

The tech pick, with a clip-in battery and ice in roughly 15 minutes.

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EcoFlow (↗) comes at the fridge from the power-and-tech side, and the GLACIER Classic (↗) is the most feature-led unit in this list. It runs up to 43 hours off-grid, holds up to 90 cans, and crucially accepts a clip-in plug-in battery that runs it away from the vehicle, in the same way myCOOLMAN’s PowerPack does. Its party trick is a built-in ice maker that produces ice in around 15 minutes, which no compressor-only fridge can match. The GLACIER Classic is up to $250 off during EcoFlow’s EOFY sale, which runs to 1 July.

What stands out is the ecosystem fit. If you already run an EcoFlow DELTA power station and alternator charger (↗), the GLACIER slots into the same world of clip-in batteries and app monitoring, and the ice maker is a genuine point of difference for anyone who likes a cold drink properly cold in the Top End heat.

What about the budget brands?

A cheap fridge can be the right call, but know what you are trading away.

Plenty of tourers start with a retailer house brand like Adventure Kings, Anaconda’s Dune range, or a value unit from an Aussie 12V specialist, and for an occasional-use weekender that can be sound buying. The trade-off is usually insulation and compressor quality, which shows up as higher power draw and weaker temperature holding when the ambient climbs past 38 degrees on a summer crossing. 

The honest position is that a budget fridge and a premium fridge are not really chasing the same buyer. If your fridge lives in the vehicle year-round and travels remote, the premium units above earn their price in power efficiency and longevity. If it comes out twice a year for a coastal weekend, a value unit will do the job. Buy for how you actually travel, not how you imagine you will.

The catch: Stock and lead times

Order online now, especially for anything heavy or handmade.

The stock warning is real across the category. Dometic is already showing some CoolFreeze models out of stock, EvaKool’s sale page carries sold-out lines and its Infinity fibreglass units are built to order with a 2 to 3 week lead time, and freight-restricted units from every brand take longer to ship during the EOFY rush. 

The practical move is simple: If you have found the fridge you want at the price you want, order it online now. Buying direct also locks in the warranty and any bonus inclusions, which third-party resellers do not always honour. A custom EvaKool ordered on 29 June will not arrive before the new financial year, and a sold-out Dometic cannot be bought at any price.

EOFY fridge deals: your questions answered

Q: What size 12V fridge do I need for 4WD touring?

A: For a couple on a weekend, 40 to 50 litres is enough. For a family or longer trips, step up to 60 to 75 litres. For remote touring of a week or more, or feeding a camp, look at 85 litres and above. Dual-zone units in the 60 to 75 litre range are the most popular all-rounder for serious tourers.

Q: What is the difference between a single-zone and dual-zone fridge?

A: A single-zone fridge runs at one temperature throughout the cabinet. A dual-zone fridge has two independently controlled compartments, so one side can be a fridge and the other a freezer at the same time. Dual zone costs more and loses around 5 litres to the internal divider, but it removes the need to carry a separate freezer.

Q: How much power does a 12V camping fridge use?

A: A quality compressor fridge draws relatively little in steady running. Engel rates its MT-V series at a maximum of 0.5 to 3.0 amps depending on load and ambient temperature. Actual draw rises in hot weather and after loading warm food. Pair any fridge with a battery setup, dual-battery system or portable power station that can carry it overnight.

Q: When does the EOFY fridge sale end in 2026?

A: Most of these sales run until 30 June 2026, the last day of the financial year. EcoFlow runs to 1 July. Confirm the exact cut-off on each brand’s page, and remember that build-to-order units like EvaKool’s Infinity range need ordering well before the deadline to arrive.

Q: Are these deals available in stores or only online?

A: Stock in physical stores is limited and several lines are already sold out. Buying direct online is the safer bet, secures the warranty and any bonus inclusions, and gets the unit shipped to your door. Handmade and freight-restricted units take longer, so order early.

Q: Is a camping fridge tax deductible at EOFY?

A: Only where it is genuinely used to produce income or for a business, such as a tradie or a tour operator. A fridge bought purely for private camping is not deductible. We are not accountants, so check your specific situation with yours before assuming an EOFY purchase is a write-off.

The fridge is the one piece of touring kit you live with every single day on the road, which is why it pays to buy on quality and size rather than discount alone. The good news this EOFY is that the two do not have to be in conflict. The deals are real, the savings on the mid-range units are the best of the year, and the only enemy is the calendar, and the stock that runs out before it.

Prices and offers verified June 2026 and subject to change. Confirm the current price and sale end date on each brand’s website before purchasing. 4×4 Australia provides independent editorial coverage; brands featured do not control our assessments.

MORE EOFY 2026: The best 4×4 aftermarket deals right now

Ford Australia has added more models to its Ranger Super Duty line-up. 

Joining the single-cab, extra-cab and double-cab cab-chassis models we saw late last year are new up-spec XLT variants, as well as Super Duty double-cabs with the style-side ute tub, which Ford Australia calls a pick-up.

All Ranger Super Duty variants have the key capacities that set them apart from other midsize 4×4 utes: A 4500kg GVM, 4500kg towing capacity and 8000kg GCM. Those figures also put the Super Duty ahead of many full-size American pick-ups. The double-cab pick-up has a 1697kg payload, compared with 1825kg for the cab-chassis without a tray fitted.

The ute tub for Super Duty differs from that of the regular Ranger ute, as it needs to cover the wider wheel track of the Super Duty. The wheel arches are also a different shape to clear the bigger tyres and allow for the model’s extra wheel articulation.

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The dimensions of the upper section of the tub are the same as Ranger, so any roller shutter, tonneau cover, tub-topper canopy or other accessory made for Ranger will also fit the Ranger Super Duty. The tub includes power outlets in the back, with power coming from an inverter in addition to the one in the cabin.

The Ranger Super Duty is a unique vehicle, conceived and engineered right here in Australia for Australian users, even if the company chooses to use the pick-up moniker.

The XLT adds some style and comfort to what was previously a working-class vehicle, with leather-trimmed seats, heating and cooling for the front buckets, carpeted floors and alloy wheels in lieu of the steelies on standard models. These upgrades should give the Super Duty more appeal for private buyers and touring four-wheel drivers.

The single drivetrain option remains the 3.0-litre diesel V6 engine, backed by a 10-speed automatic transmission and dual-range transfer case with driver-lockable front and rear differential locks for off-road use. The transfer case is slightly different to that in other Ranger models in that it doesn’t have a two-wheel drive setting, as the 4×4 Auto setting is better suited to on-road use with the heavy loads the SD is capable of carrying.

Ford Ranger Super Duty line-up

Cab-Chassis

Pick-Up

Tested in the Bendleby Ranges

To get a feel for the new additions to the Super Duty line-up, Ford took us to the stunning Bendleby Ranges in South Australia. The property is a working sheep station that also offers camping and 4×4 tracks for adventurous travellers, so it was the perfect location to put the RSD through its paces. 

The road drive up to the property from Adelaide gave us the chance to reacquaint ourselves with the Ranger Super Duty and appreciate the added creature comforts of the XLT model, specifically the heating function on the leather-trimmed front seats. Everything else is as we’ve found on the Super Duty in the past. It retains all the features and functionality of the Ranger models, and while you feel the heavier weight and all-terrain tyres when you hit the twisty roads, the rest is standard Ranger fare – and that’s a good thing.

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The Grabber all-terrain tyres came into their own when we left the bitumen behind and hit the gravel roads and station tracks, offering firm grip through mud, as well as the security and strength of a heavy-duty all-terrain tyre. The Super Duty’s transfer case doesn’t have a two-wheel drive setting, so we were already in 4×4 Auto with no need to select anything else for the gravel roads.

The tyres were all the more important when we selected low range and climbed up into the rocky ranges on the property. The rear diff lock was needed to avoid spinning the tyres on the sharp rocks, and the front locker was selected in the gnarliest sections.

A gripe I do have with the Ranger’s 4×4 settings is that selections in the transfer case are linked to the off-road drive modes, which are not as easy to select as they should be. Not being in the prescribed mode also hampers your transfer-case selections. It’s not as simple as selecting low range and lockers which, in reality, are all you really need on tracks like those at Bendleby.

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Verdict

Bendleby Ranges provides a great place to test the capability of a 4×4 vehicle and its tyres over the various tracks and roads on the property.

There aren’t many showroom-stock new vehicles that could drive the tracks we drove at Bendleby, and certainly no other midsize 4×4 utes except the Ranger Raptor. With its heavy load and towing capacities combined with the off-road ability afforded by good tyres and front and rear lockers, the Ranger Super Duty is truly in a class of its own at the head of the 4×4 ute options.

Specs: Ford Ranger Super Duty XLT

SpecDetails
Price$95,990
EngineV6 turbo-diesel with DPF and AdBlue
Capacity2993cc
Max Power154kW @ 3250rpm
Max Torque600Nm @ 1750rpm
Transmission10-speed automatic
4×4 SystemDual-range 4×4 with on-demand AWD
Construction4-door ute cab on ladder-frame chassis
Front SuspensionIFS with wishbones and coil springs
Rear SuspensionLive axle with heavy-duty leaf springs
TyresLT275/70R18 all-terrain
Kerb Weight2675kg (excludes tray and accessories)
GVM4500kg
Payload1825kg (excludes tray and accessories)
Towing Capacity4500kg
GCM8000kg
Seating5
Fuel Tank130L
Fuel ConsumptionN/A
Approach Angle36.1
Rampover Angle26.3
Departure Angle27.6
Ground Clearance295mm
Wading Depth850mm
MORE Ranger news and reviews!

Heading into June 30, the question every tourer is asking is a simple one: where are the genuine End of Financial Year deals on a portable power station, and which ones are actually worth the money?

The short answer is that the deepest cuts of the year on units up to 2500Wh are live right now across six brands worth your attention.

Jackery (↗), EcoFlow (↗), Bluetti (↗) and Anker SOLIX (↗) are running their biggest discounts of 2026, and two Australian-owned names, iTechworld (↗) and KickAss (↗), are matching them blow for blow. Discounts run from around 20 percent to 50 percent off, with the standout buys landing the 2000Wh class somewhere between $1799 and $2549.

One thing to know before you read on. Stock is already thin in places, and the brands themselves are saying so. This is a buy-online job, not a drive-to-the-store-on-the-weekend one. More on that below.

A note on what we cover here. The list is not ranked, and naming a brand is not an endorsement of a specific unit over another. These are the live EOFY offers on single-zone portable power stations up to roughly 2500Wh, the bracket that suits the majority of 4WD tourers running a fridge, lights, a laptop (if you’ve snuck off work early for the weekend), a CPAP machine and the odd induction cooktop.

Prices are accurate at the time of writing and should be confirmed on the brand’s site before you buy.

JUMP AHEAD

How much power do you actually need?

For most tourers, the 2000Wh class is the sweet spot, not the entry point.

A 1000Wh unit will keep a 12V fridge, some lights and your devices running across a long weekend, and recharge off a folding panel or your alternator. Step up to the 2000Wh class and you can add an induction cooktop, a coffee machine, a CPAP machine through the night, or simply stretch a few extra days off-grid before you need sun or a drive to top up. On a run across the Simpson or up Cape York, that headroom is the difference between rationing power and not thinking about it.

The other number that matters is charge speed, and here is where you need to ignore the marketing and understand one technical reality. Plugging a power station into your vehicle’s cigarette socket with the standard cable charges it very slowly. The DC input port on almost every unit is deliberately capped at around 8 to 9 amps, roughly 100 to 130 watts, to protect the vehicle socket from overload. At that rate, filling a 2000Wh unit takes 10 to 20 hours of driving, which is close to useless for anyone moving camp daily.

The only way to genuinely charge from your alternator at speed is a dedicated fast alternator charger, a separate module that steps the voltage up and pushes real current into the unit. Not every model offers one, and where they do it is usually an extra purchase. Solar charging falls into the same trap. A single solar blanket is choked by that same current cap, so on most units anything over about 160 watts from one panel is wasted, and the real fix is wiring two blankets in series to lift the voltage and unlock far higher charging power.

Before you buy any unit on the promise of charging while you drive, confirm it has a fast alternator charger available, and at what wattage. The brand entries below flag which ones do.

Jackery

The volume leader, and the EOFY pricing reflects scale.

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Jackery (↗) is the name most first-time buyers recognise, and for good reason: It has shifted more than seven million units globally and built a reputation on simple, reliable, well-supported gear.

For touring, the pick of the EOFY range is the Explorer 2000 Plus (↗), a 2042Wh unit with a 3000W output that is currently $2549, down from $3599. That is a saving of $1050, or around 29 percent. If you want to spend less, the Explorer 1500 Ultra (↗) (1536Wh, 1800W) is $1799, down from $2299.

What stands out beyond the discount is the buyer protection. Jackery is running a 30-day price match and, on orders placed through its own site, an extended warranty of up to five years. The Explorer 2000 Plus is also expandable with add-on battery packs if you decide later that you need more capacity.

EcoFlow

The most 4WD-native ecosystem of the lot.

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EcoFlow (↗) has leaned harder into the off-road market than anyone else here, with a dedicated 4WD Overlanding range and, crucially, a full line of fast alternator chargers at 500W, 800W and 1000W.

These are the separate modules that make real drive-and-charge possible, as opposed to the slow standard car socket. Pair the DELTA 2 Max (↗) (2048Wh, 2400W) with the 800W alternator charger and EcoFlow rates it at roughly 2.6 hours of driving for a full top-up.

EcoFlow also has a quiet trick worth knowing: its DC input accepts an XT60i cable that unlocks a higher charge current, which lifts car charging well above the usual cap if you wire it properly. That kind of integration is what matters when you are moving camp every day. 4X4 Australia took an EcoFlow on last year’s trip to the K’gari and it made it through with no issues.

The EOFY sale runs to 1 July with up to $1500 off across the range. The DELTA 2 Max is discounted by up to $500, and the smaller DELTA 3 Plus (1024Wh, 1800W, with 1000W of solar input) is up to $400 off. Final sale prices move around during the event, so confirm the figure on the day.

Bluetti

Strong value at the 1000Wh end, and a proper alternator-charging path.

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Bluetti’s EOFY (↗) runs the full month to 30 June with up to 44 percent off, and it stacks: spend over $1500 and another $80 comes off, over $2500 and it is $135 off, sitewide. The standout entry-level buy is the Elite 100 V2 (↗) (1024Wh) at $899, down from $1299, a 31 percent cut. Step up to the Elite 200 V2 (↗) (just over 2kWh) at $1799, down from $2499.

For tourers, the part worth noting is the Charger 1 and Charger 2 alternator units. These are the dedicated fast alternator chargers that turn your 4WD into a genuine charging source on a long-distance trip, rather than relying on the slow standard car socket.

Bundled with an Elite unit, they are the drive-and-charge path EcoFlow also offers. Bluetti rates its UPS switchover at 10 milliseconds too, which matters more for home backup than camp, but speaks to the build.

Anker SOLIX

The fastest recharge in the class, and it jump-starts your vehicle.

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Anker SOLIX (↗) has built its pitch around speed. The C2000 Gen 2 (↗) (2048Wh, 2400W) reaches a full charge in 58 minutes, and the smaller C1000 Gen 2 (↗) (1024Wh, 2000W) holds a Guinness World Record for a 49-minute full charge.

Anker states the C2000 Gen 2 pairs with an 800W fast alternator charger for drive-and-charge, and both Gen 2 units can jump-start a flat vehicle, a genuinely useful trick in a remote camp. The Gen 2 units are also notably light for their capacity, at 18.9kg and 11.3kg respectively.

The EOFY sale runs 1 to 30 June with up to 50 percent off. The Gen 2 range launched at $1,799 (C2000 Gen 2) and $999 (C1000 Gen 2), and the EOFY discounting moves from there, so check the live price before you commit.

Anker also sells the older F2000 (↗) (2048Wh, 2400W) as an expandable platform, but be aware it has no fast alternator charger option, so car charging is limited to the slow standard rate of around nine amps. If charging from your vehicle matters to you, the C2000 Gen 2 is the one to look at, not the F2000.

iTechworld

Australian-owned, locally supported, and built around the 12V crowd.

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iTechworld (↗) has been making off-grid power gear in Australia since 2006, and the brand knows its audience: the deals page is organised around 4WD kits, caravan kits and dual-battery systems, not generic “smart devices”.

The hero unit for tourers is the PS2000 (↗), a 2048Wh (170Ah) power station with a 2400W output, currently $1899, down from $2999. That is a 36 percent saving, and it is one of the sharpest prices in the 2000Wh class this EOFY.

The standout is local support and a genuinely strong charging setup. iTechworld runs Australian phone support and stores in WA, with no offshore call centre, which counts for buyers who want to ring a person who knows the difference between a fridge load and an induction load.

The PS2000 is also one of the better drive-and-charge units in this list: it offers a 500W fast alternator charger, several times quicker than the standard car socket, and a high-current 25A 12V output that most rivals cannot match. The EOFY sale runs to 30 June with up to 50 percent off across selected gear.

KickAss

Australian-owned, certified to local standards, and in stock.

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KickAss (↗) has carved out a following among Aussie campers and 4WD owners on value, and the EOFY headliner is the KickCharge 3000 (↗).

At 2560Wh it sits just above our 2500Wh bracket, but it is worth including: it is a 3000W pure sine unit, currently $2199, down from $2,999, a saving of $800, and it ships with a bonus BBQ and induction cooktop while stocks last. If you want to stay strictly under 2500Wh, the sister unit, the KickCharge 2400 (↗) (2048Wh, 2400W), is the cleaner pick.

What stands out is the certification. Unlike a lot of look-alike imports, the KickCharge 3000 is independently tested to mandatory Australian and New Zealand standards, including AS/NZS 62368 and AS/NZS 4763. It also has a pull-out handle and wheels at 36kg, app control, and dual MPPT solar inputs. The EOFY offer ends 30 June.

The catch nobody puts on the banner: Stock is already thin

Treat this as a buy-online event, not a weekend store trip. This is the part worth taking seriously. Across these brands, the warning signs are already showing.

Jackery states plainly that during EOFY some products go out of stock and order processing slows down. iTechworld’s deals page is carrying “sold out” tags on popular lines, and KickAss has bundles marked sold out too.

The reason is structural: portable power stations are heavy, freight-restricted items that brands hold in finite numbers, and EOFY is the single biggest demand spike of the year. The practical upshot is simple. If you have found the unit you want at the price you want, buy it online now rather than waiting for a weekend run to a store that may not have it on the shelf.

Most of these brands ship Australia-wide within a few business days, and buying direct also locks in the warranty and price-match terms that often do not apply to third-party resellers. Leaving it to the last day of June is the surest way to watch the deal you wanted sell out from under you.

EOFY power station deals: Your questions answered

Q: What size portable power station do I need for 4WD touring?

A: For a weekend with a fridge, lights and device charging, a 1000Wh unit is enough. For longer trips, induction cooking, running a CPAP machine overnight, or stretching several days between charges, step up to the 2000Wh class. That is why most of the picks above sit around 2048Wh.

Q: Can I charge a portable power station from my 4WD while driving?

A: Yes, but how fast depends entirely on the hardware. Charging through the standard cigarette-socket cable is slow…..like seriously slow. Charging is capped at around 8 to 9 amps on most units to protect the vehicle socket, which means 10 to 20 hours of driving to fill a 2000Wh unit.

For real drive-and-charge speed you need a dedicated fast alternator charger, a separate module that pushes far more current. EcoFlow, Bluetti and the Anker C2000 Gen 2 offer one; some units, including the older Anker F2000, do not. EcoFlow rates its 800W charger at around 2.6 hours of driving for a full DELTA 2 Max. Always confirm a fast alternator charger is available for the specific model before relying on your vehicle to charge it.

Q: When does the EOFY sale end in 2026?

A: Most of these sales run until 30 June 2026, the last day of the financial year. iTechworld and Bluetti run the full month of June, EcoFlow runs to 1 July, and Jackery’s early-access window has already closed though its prices remain live. Confirm the cut-off on each brand’s page before you buy.

Q: Are these deals available in stores or only online?

A: Stock in physical stores is already limited, and several brands are reporting sold-out lines. When we called Anaconda, BDF, and Battery World, they were generally all out of stock. Buying direct online is the safer bet, secures the warranty and price-match terms, and gets the unit shipped to your door within a few business days.

Q: Can I claim a portable power station on tax at EOFY?

Only where it is genuinely used to produce income or for a business, such as a tradie powering tools on site. A unit bought purely for private camping is not deductible. At 4X4 Australia, we are not accountants, so check your specific situation with yours before you assume an EOFY purchase is a write-off.

Q: What is the difference between Wh and Ah?

A: Watt-hours (Wh) measure the total energy a unit holds. Amp-hours (Ah) measure capacity at a given voltage. As a rough guide, a 2048Wh power station is equivalent to around 160Ah at 12.8V. When comparing units, compare Wh, because it accounts for voltage and gives you the true energy figure.

The EOFY window is the one time of year the maths genuinely favours the buyer rather than the seller. The deals are real, the discounts on 2000Wh units are the deepest of 2026, and the brands are competing hard. The only enemy is the calendar, and the stock that runs out before it.

Prices and offers verified June 2026 and subject to change. Confirm the current price and sale end date on each brand’s website before purchasing. 4×4 Australia provides independent editorial coverage; brands featured do not control our assessments.

MORE EOFY 2026: The best 4×4 aftermarket deals right now

When it comes to suspension upgrades, most conversations revolve around lift heights, load ratings and shock absorbers. Yet one of the oldest suspension designs is quietly finding its way back under some of Australia’s most common touring rigs.

Parabolic leaf springs, like those available at Terrain Tamer (↗), aren’t new. In fact, they’ve been used in heavy vehicle applications for decades. What’s changed is how they’ve been adapted for modern touring vehicles. But what exactly is a parabolic spring, and why are more travellers considering them for long-distance touring?

JUMP AHEAD

Understanding the difference

Traditional leaf spring packs rely on multiple steel leaves stacked tightly together. They’re strong, reliable and capable of carrying substantial loads, which is why they’ve been fitted to workhorses like the Toyota Hilux and LandCruiser 79 Series over many years.

The downside is weight and interleaf friction. As the leaves move against each other, that friction can affect ride comfort, articulation and overall suspension response.

Parabolic springs take a different approach. Rather than using a large number of leaves, they use fewer tapered leaves that are thicker through the centre and thinner towards the ends. The profile resembles a parabola, which is where the name comes from. The design allows each leaf to work more independently while distributing load more evenly through the spring.

The result is often a lighter assembly than a comparable multi-leaf pack, while still retaining the strength needed for touring and load carrying.

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Why ride quality can improve

Anyone who’s driven an unloaded dual-cab ute knows how firm the rear suspension can feel. The challenge is building a spring that can carry weight when needed without feeling overly harsh when it’s not. 

This is where parabolic springs make a compelling case. Because there is significantly less interleaf friction, the suspension can react more freely to bumps and corrugations instead of fighting against multiple leaves sliding across each other.

On long outback roads, that can translate into a smoother ride, less vibration through the cabin and reduced driver fatigue. For anyone who’s spent a full day on corrugations between remote fuel stops, those small improvements quickly add up.

Ride comfort is only part of the story. One of the biggest advantages of parabolic springs is the way they allow the axle to articulate over uneven terrain. When a wheel drops into a rut or climbs over a rock, the spring can flex more freely than a traditional multi-leaf pack, helping maintain tyre contact with the ground. That can improve traction in slow, technical off-road conditions.

That’s not to say a parabolic spring suddenly transforms a leaf-sprung ute into a coil-sprung wagon. Physics still applies. But the increased flexibility can make a noticeable difference in the sort of terrain many Australian tourers regularly encounter.

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Reducing unsprung weight

Most suspension talk tends to focus on what gets added to a vehicle, from bullbars and winches through to canopies, roof racks and long-range fuel tanks. 

Parabolic springs go the other way. Because they use fewer leaves, they can reduce unsprung weight compared to traditional heavy-duty leaf packs. Unsprung weight refers to components that move with the wheels and suspension rather than the vehicle body itself.

Reducing that mass allows the suspension to respond more effectively to terrain changes, improving ride quality and helping maintain tyre contact with the ground. It’s not a silver bullet, but every kilogram removed from the unsprung side of the equation can help.

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The complete suspension package

Like any suspension upgrade, springs should never be considered in isolation. A quality touring setup works because all components are designed to work together.

Parabolic springs (↗) perform best when paired with appropriately valved shock absorbers that can control movement and maintain stability. Industry experience suggests shock selection becomes even more important with parabolic systems due to their ability to move more freely than conventional leaf packs.

In a typical touring build, a rear suspension package might include Terrain Tamer Parabolic Springs (↗), matched shock absorbers, upgraded bushes, shackles and U-bolts, all selected to suit the vehicle’s constant load.

Get the spring rate wrong and the vehicle may sag under load. Go too heavy and ride quality can suffer. The best setups are always built around realistic vehicle weights rather than accessory lists. Many touring vehicles spend part of the year fully loaded for big trips and the rest of the year running around largely empty. Traditional heavy-duty spring packs can struggle with this balancing act.

Parabolic designs aim to offer a more compliant ride when unladen while still maintaining the load-carrying characteristics needed when the canopy is packed, the fridge is full and the camper trailer is hooked up. For touring-focused vehicles, that flexibility can be a genuine advantage.

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Not the right fit for every build

Vehicles that permanently carry substantial weight or spend most of their time towing are often better suited to conventional heavy-duty leaf packs designed specifically for that kind of use.

As always, suspension choice comes down to how the vehicle is actually used. However, for many modern touring rigs that need to comfortably handle both daily duties and long-distance adventures, parabolic springs offer an interesting alternative to traditional leaf spring designs.

They won’t solve every suspension problem, but they do challenge the long-held assumption that carrying load and achieving ride comfort are mutually exclusive goals. For Australian tourers chasing a more comfortable ride without giving away the practicality that makes leaf-sprung vehicles so popular in the first place, that’s a conversation worth having.

MORE Terrain Tamer’s parabolic leaf springs