The Mitsubishi Pajero is officially set to return, with Mitsubishi Motors Corporation confirming an all-new model will be unveiled at a world premiere later this year.

The announcement marks the return of the Pajero nameplate since 2021, when overseas sales of the long-running SUV ended. In Australia, the Pajero was also phased out in 2021, with final run-out stock sold into 2022. While the Pajero name disappears for only a few years, Mitsubishi’s local 4×4 lineup has continued with the Mitsubishi Pajero Sport, which remains on sale in Australia as a smaller, ladder-frame alternative below the former flagship.

The original Pajero, launched in 1982, became one of Mitsubishi’s defining models by combining serious off-road capability with everyday usability. Over four generations it sold more than 3.25 million units across more than 170 markets. Its reputation was cemented in motorsport, with the Pajero entering the Dakar Rally in 1983 and going on to secure 12 overall victories, including seven consecutive wins, to help establish its global reputation for durability and long-distance off-road performance.

The new-generation model will be based on a ladder-frame platform derived from the Mitsubishi Triton, with bespoke suspension and body development aimed at balancing off-road capability with improved on-road refinement.

Key rivals are expected to include the Toyota LandCruiser Prado, Ford Everest, Isuzu MU-X and Nissan Patrol, placing the revived Pajero squarely back into Australia’s competitive touring and off-road SUV segment.

A teaser published on Mitsubishi Japan’s website (↗) signals the brand’s intent, reading: “More than just a car. The Pajero demanded our patience – our obsession – every hour of every day until we got it right. We’ve poured everything we have into this moment: the innovation, the spirit, the relentless pursuit of something greater than before. For those who never stopped believing. To everyone just arriving.”

The world premiere is scheduled for Autumn 2026 in Japan (September to November). Local specification and on-sale timing for Australia is still to be confirmed.

Ford Australia has updated its Ranger and Everest 4×4 range for the 2026.5 model year with revised model line-ups, new nameplates and significant diesel engine changes. 

As reported here, the 500Nm 2.0-litre bi-turbo has been dropped due to emissions requirements and replaced by a revised single-turbo version producing 125kW and 405Nm. To fill the gap in performance, the 3.0-litre V6 diesel is now offered more widely across the range at a higher price point.  

Our recent drive was in a 2.0-litre-powered Everest and was on-road only, all on the highway. And the big question was how well the single-turbo engine would power the Ford wagon?

One thing that hasn’t changed is how smooth the 2.0-litre engine is compared to larger-capacity four-cylinder diesel engines in this class of vehicle. The bi-turbo was always smoother and more refined than the 2.4-, 2.5-, 2.8- and 3.0-litre engines used by competitors, and this trait continues in the updated single-turbo engine, even with its heavier steel pistons. This is something drivers will appreciate in the Everest more so than the Ranger.

The four-cylinder Everest reaches highway speeds easily on the open road and cruises along effortlessly. The road to Geelong is as mundane as they come and did not really give us much of a chance to put the car through its paces. Slowing down and planting the boot to get back up to speed revealed modest acceleration, and certainly nothing like what we were accustomed to in the old bi-turbo engine. It was okay in a relatively unladen vehicle on a flat highway but gave the impression it would work hard in the hills with a load or trailer on the back. 

This is not an engine I would want to use to tow two tonnes or more over long distances. Whereas Ford’s four-cylinder diesel engine used to offer class-leading performance, the loss of that second turbocharger has relegated it way back in the pack. Thankfully, Ford still offers the V6 diesel for hauling loads and other heavy-duty usage.

1

Ranger and Everest off-road at You Yangs 

At Ford’s You Yangs proving ground, we were able to sample the V6 and four-cylinder-powered Everest and Ranger models over a series of off-road obstacles and various road surfaces. 

Both the wagon and ute tackled all of these with ease, using the various drive modes and rear differential lock to make light work of them. The Ranger Raptor and Super Duty remain the only models in Ford Australia’s 4×4 range to offer both front and rear locking differentials.

With the Ranger being the top-selling vehicle in Australia for the past three years and the Everest the best-selling 4×4 wagon, Ford is doing just enough with new styling, models and features to keep its vehicles interesting and in the minds of buyers. 

The company is also rolling out drive-away pricing and models to extend the vehicles’ appeal to more buyers in order to ensure it stays on top throughout 2026.

1

8

Ford Australia has given its line-up of Ranger and Everest 4×4 vehicles a considerable shake-up for the 2026.5 model year.

The rehash includes some new nameplates and a reconfiguration of existing models, plus revisions to the diesel powertrains. The powertrain changes come as a result of the 500Nm 2.0-litre bi-turbo four-cylinder engine being discontinued from the Australian range. We are told this is due to it not meeting forthcoming emissions standards.

The class-leading bi-turbo has been replaced with a heavily revised version of the engine that uses a single turbocharger and makes a claimed 125kW at 3500rpm and 405Nm from 1750–2500rpm.

To cover for the loss of the more powerful four-cylinder engine, Ford has now made the 3.0-litre V6 diesel engine available across all models in the 4×4 line-up. It comes at a premium over the four-cylinder of around $6000 to $7000.

Ford drops bi-turbo for upgraded single-turbo diesel

The single-turbo four-cylinder engine benefits from an extensive engineering makeover.

This includes wholesale changes at the front of the engine, where the cam belt that previously ran in oil has been replaced with a more durable timing chain. Stronger steel pistons replace the alloy items in the old engine, while a refreshed top-end and injection system are employed to get the most out of the engine in terms of performance and durability.

All Rangers and Everest 4×4 variants now use the 10-speed automatic transmission, with the previous six-speed that was used in some grades sent to the bin along with the bi-turbo engine.

1

Ford Ranger line-up overview

The Ranger continues to be offered in cab-chassis and ute variants, in a wide range of specifications to suit everyone from the tradesman to the outback tourer.

The line-up starts at XL and runs through to the Raptor model, which, along with the Ranger PHEV, remains one of the only variants to be powered by a petrol-fuelled engine. The Black Edition is back as a value-packed model with the four-cylinder or V6 engine, while the V6-powered Tremor joins the regular line-up for a limited time.

The new nameplate in the Ranger line-up is the Wolftrak. Wolftrak is a double-cab-only variant that slots in between the Ranger XLT and Tremor models, and offers a premium look at a lower price than Wildtrak or Tremor. Offered only in Traction Green, a colour taken from the Super Duty range, it adds bright lime highlights, gloss-black 17-inch alloy wheels and honeycomb grille, HD Terrain Management, sports bar, auxiliary switch bank, vinyl seat trim, front tow hooks and the Pro Trailer Backup Assist system.

The whole Ranger line-up gets a styling refresh with darker colours on grilles and other trims, plus neon accents on wheels and other details. The Tremor is more substantial than just cosmetics, adding General Grabber all-terrain tyres and Bilstein-equipped suspension for increased ride height and improved handling.

1

Everest adds V6, new entry model

The Ranger’s wagon sibling, the Everest, also benefits from mid-year changes.

Like the ute, the Everest loses the bi-turbo diesel engine and gets the updated single-turbo version in its place. Also mirroring the Ranger is the addition of the 3.0-litre V6 diesel across the Everest range, while all variants are now backed by the 10-speed automatic transmission and 4×4.

The big change to the Everest line-up is that the previous Ambiente and Trend entry-level models have been replaced with the Active model. The Everest Active joins the Sport, Tremor and Platinum models in the 4×4 wagon range. The Tremor and Platinum are only offered with the V6 engine, while the lower grades give you a choice of diesel engines.

2

You can pick the new Ford models by the darker grille and exterior details in lieu of chrome but once you get inside, it’s a pretty familiar affair. One notable change is that the 10-inch multimedia screen previously fitted to lower grades is gone, and all Ranger and Everest variants now get the 12-inch screen.

The cabin remains spacious, comfortable and functional, all the attributes that have made the Ford T6 duo favourites of ours, as well as of the buying public.

Denza has announced its first major over-the-air software update for the B5 and B8 in Australia, introducing a range of towing, off-road, safety and convenience changes delivered digitally to owners.

The update follows feedback from Australian customers and work from a local engineering team tuning both models for local conditions. 

“We are listening to customer feedback, not only through our local engineering team but also through real-world experiences shared by owners driving on Australian roads and tracks,” said Mark Harland, Denza Australia Chief Operating Officer. “Whether it’s improved towing capability, greater off-road confidence or enhanced convenience and safety features, these updates are designed to deliver meaningful improvements that customers will notice in everyday driving.”

Towing functionality has been expanded across both vehicles. The B5 gains cruise control while towing, a dedicated towing mode switch, and trailer weight selection that allows the vehicle to adjust performance parameters for stability. The B8 adds cruise control in towing mode and dynamic range estimation for more realistic range calculations under load.

Off-road performance has also been revised following testing at Beer O’Clock Hill earlier this year. Data from that testing informed updates to the Dual Mode Off-Road platform, including revised traction control calibration designed to better coordinate wheel speed and motor torque. The changes are aimed at improving control on low-grip surfaces and in sandy conditions.

2

Inside the cabin, both models gain Head-Up Display functionality that now shows turn signals, along with a driver password lock for added security. The B8 also receives updated anti-jam resistance for its second- and third-row folding seats, designed to prevent movement if resistance is detected during operation.

Version 1.1.0 is rolling out to Australian owners now as an over-the-air download, with no dealership visit required.

Good lighting can completely change how usable a camping or touring setup feels once the sun goes down. 

Whether you’re cooking under the awning, digging through drawers for recovery gear, or setting up camp late in the evening, having reliable lighting in the right spots makes life a lot easier. It’s one of those upgrades that doesn’t seem essential at first but quickly becomes something you rely on every trip.

That’s why LED strip lighting has become so common across modern 4WD builds. They’re compact, low-draw, easy to install, and work well in everything from canopy setups through to wagons, ute trays, and camper trailers. Because they can be cut to length and mounted almost anywhere, they also suit both simple weekend touring rigs and more complex full-time setups without taking up usable space.

Options like the Tuff Terrain LED Strip Light range (↗) are designed specifically for touring setups, with compact 30cm, versatile 60cm and larger 80cm sizes available to suit everything from drawers and canopies through to full awning setups.

1

Benefits of LED strip lighting for touring

Unlike standalone camp lights or torches, strip lighting becomes part of the vehicle setup itself.

Mounted properly, they provide clean, even lighting exactly where you need it without taking up valuable space or needing constant repositioning. Popular mounting locations include:
• Under awnings
• Inside canopies
• Drawer systems
• Rear tailgates
• Roof racks
• Toolboxes and ute trays

The other big advantage is power efficiency. Most quality 12V LED strip lights draw very little power, making them ideal for dual-battery and lithium touring setups where battery management matters on longer trips. Even running them for extended periods at camp typically has minimal impact compared to traditional lighting options, which helps when you’re off-grid for multiple nights.

Types of 12V LED strip lights for 4WD setups

Not all LED strip lights are the same, and choosing the right type makes a big difference in reliability and performance. 

For most touring builds, dual-colour waterproof strips offer the best balance of flexibility and durability. Common types include:
• Single-colour strips: basic white or amber lighting for general use
• Dual-colour strips: Switch between white (task lighting) and amber (camp lighting)
• Waterproof sealed strips: Epoxy-coated for dust and water resistance
• Flexible adhesive strips: Easiest for canopy and drawer installs
• High-output strips: Brighter setups for large awnings or work areas

1

White vs amber LED lighting

One thing that’s become increasingly popular in recent years is dual-colour lighting. 

Bright white LEDs are ideal for cooking, repairs, and general tasks where you need maximum visibility and accuracy. On the other hand, amber lighting creates a softer camp atmosphere and is generally easier on the eyes at night.

Amber also tends to attract fewer insects, which makes a noticeable difference in warmer or more humid environments. A lot of touring setups now run dual-colour strips so they can switch between the two depending on the situation. 

The Tuff Terrain LED Strip Lights (↗) feature dimmable white and orange lighting modes, allowing you to switch between bright task lighting and softer ambient camp lighting depending on the environment and time of night. These strips are particularly handy because they can be tucked neatly into awnings, canopies, and drawer systems without getting in the way, while still giving you flexibility for different camp scenarios.

Best awning LED strip lighting

If you only fit one strip light to your setup, under the awning is probably the best place to start. It’s the most-used lighting zone at camp and often where you spend the most time in the evenings.

A good awning light spreads light evenly across the whole campsite rather than creating the harsh glare you often get from spot-style camp lights. This makes it easier to cook, sit, and move around without constantly being blinded or casting heavy shadows. It also keeps the lighting fixed and ready to go every time you pull into camp, removing the need to set up separate lights.

For most setups, a slim 60cm or 90cm strip works well mounted along the underside of the awning housing or frame. Longer runs can also be used on larger awnings, but the key is even distribution rather than raw brightness.

Canopy and drawer LED lighting solutions

One of the most useful additions on any touring build is proper canopy lighting.

Once you’ve used it, it’s hard to go back to fumbling around with torches or headlamps, especially when you’re trying to find small items at night. LED strip lights work particularly well:
• Along canopy roof rails
• Inside gullwing doors
• Under drawer tops
• Beside fridge slides
• Inside storage compartments

Smaller 12V strip light options are ideal for these tighter spaces where you want usable light without bulky fittings. They help eliminate dark corners and make it much easier to stay organised, particularly on longer trips where gear gets moved around regularly. They also improve safety when accessing tools or recovery equipment in low-light conditions.

1

Easy DIY LED strip light installation

Most strip light setups are fairly straightforward to install and can usually be done at home with basic tools.

They’re generally low-complexity compared to other electrical mods, which is part of why they’re so popular in DIY touring builds. The general process is:
• Measure the mounting area
• Clean the surface properly
• Mount the strip securely
• Run wiring back to a switch panel or power source
• Test both lighting modes

Many touring builds now integrate strip lighting into switch panels or battery management systems for a cleaner overall setup. This not only improves usability but also reduces visible wiring and makes the install look more factory-finished once complete.

Durable off-road LED strip lighting

Anything permanently mounted to a 4WD needs to survive dust, vibration, corrugations, and wet weather.

Cheap lighting kits often struggle once they’ve spent time on rough tracks or been exposed to the elements, with issues like peeling adhesive, moisture ingress, or inconsistent output.

That’s why sealed epoxy-style strip lights are worth considering for touring vehicles, particularly if the setup sees regular off-road use. These are better protected against water and dust ingress and tend to hold up more reliably over time when mounted externally or in high-exposure areas.

The newer generation of 12V camping LED strip lights (↗) is designed specifically for harsh touring conditions while still keeping power draw low for extended off-grid trips. They’re also more resistant to flex and vibration, which is important in canopies, tailgates, and awning mounts that constantly move and shake on rough terrain.

What to look for when buying LED strip lights

If you’re choosing LED strip lights for a 4WD or camping setup, a few key specs make a big difference in real-world use. 

Choosing the right strip upfront avoids issues like dim ends, peeling mounts, or premature failure on corrugated roads. Important factors include:
• IP rating: IP65 minimum for camping use, IP67–IP68 for exposed mounting
• Brightness: Higher lumens for awnings, moderate for canopy/drawer use
• Power draw: Important for dual-battery and lithium setups
• Mounting method: Adhesive-backed vs screw-mounted channels
• Voltage drop: Longer runs may need thicker wiring or multiple feed points
• Cut-and-join capability: Useful for custom canopy and drawer layouts

1

LED strip lights vs traditional camp lighting

LED strip lighting has largely replaced portable camp lights in many touring setups due to practicality. This makes them more efficient for both short trips and extended off-grid touring. Compared to traditional lights:
• No setup or pack-down required
• More consistent lighting coverage
• Lower power consumption
• Cleaner integration into vehicle builds

Final thoughts on LED strip lighting

LED strip lighting (↗) is one of those upgrades that seems simple but genuinely improves day-to-day usability around camp. 

From awning lighting through to canopy and drawer setups, having reliable lighting where you actually use your gear makes a big difference on any trip, especially once you’re off-grid and relying on your own setup.

Dual-colour lighting is also worth considering for anyone spending extended time camping, particularly for the softer amber light around camp at night. It improves comfort, reduces glare, and makes evenings more relaxed without sacrificing functionality when you need proper task lighting.

Compact, low-draw 12V LED strip light setups are well suited to anyone planning a canopy build or upgrading their touring setup for camping and 4WD use, especially where space efficiency, reliability, and simple installation are priorities.

FAQs

Q: Are LED strip lights good for camping setups?
A: Yes. They’re ideal for camping and 4WD setups because they provide even, low-power lighting that can be mounted permanently in key areas like awnings, canopies, and drawers.

Q: How much power do 12V LED strip lights use?
A: Most quality 12V LED strip lights use very little power, making them suitable for dual-battery or lithium setups. Even extended use at camp typically has a low impact on battery capacity.

Q: Can LED strip lights run off a dual-battery system?
A: Yes. They’re commonly run off dual-battery or auxiliary lithium systems and are well suited to long off-grid trips due to their low draw.

Q: What should I look for in LED strip lights for 4WD use?
A: Look for a good IP rating (IP65+), solid adhesive or mounting system, appropriate brightness for your setup, and low voltage drop for longer runs.

Q: What’s better for camping: white or amber LED lighting?
A: White light is best for tasks like cooking and repairs, while amber light is softer, reduces glare, and attracts fewer insects. Many setups use dual-colour strips for flexibility.

Q: Where is the best place to install LED strip lights in a 4WD?
A: Common locations include under awnings, inside canopies, drawer systems, tailgates, roof racks, and ute trays. Awning lighting is often considered the most useful starting point.

Q: Are LED strip lights easy to install?
A: Yes. Most setups are DIY-friendly, typically involving surface mounting, basic wiring to a switch or power source, and minimal tools.

Q: Do LED strip lights hold up off-road?
A: Quality sealed or epoxy-style strips are designed for dust, vibration, and weather exposure, making them suitable for corrugated tracks and long-term touring use.

Aside from the couple of comparison tests it has been part of, our Toyota HiLux has been sitting idle as we planned what we wanted to do with it and what gear we’d be fitting. 

As one of the most popular 4×4 vehicles in Australia, the aftermarket accessories industry gets behind the Toyota ute as soon as any new model is introduced, and this generation HiLux is no exception.

There’s plenty of new product coming to market for the 2026 HiLux, and we couldn’t wait to get stuck into the catalogues. Starting at the front of the vehicle, we were pleased to welcome ARB to our build for the first time since we started running project vehicles a few years ago. ARB has established itself as one of the premier manufacturers of quality 4×4 accessories, and the brand is highly regarded wherever we travel.

JUMP AHEAD

• Front-end protection and ARB bull bar
• Integrated winch and recovery system 
• Performance driving lighting package 
• Underbody protection and off-road armour
• How much?

Front-end protection and ARB bull bar

Renowned globally for its bull bars and vehicle protection gear, it was only fitting that ARB would kit out the front of our ‘Lux with a comprehensive protection, recovery and lighting package. 

Starting with the front end, the team at ARB’s HQ in Kilsyth, Victoria fitted a Summit MkII steel bullbar, a Bushranger Covert winch, Intensity IQ driving lights and under-vehicle protection (UVP) plates to our HiLux.

Over the past half-century, bull bars have been one of ARB’s signature products, and the company has been at the forefront of vehicle protection development as new-vehicle design and mandated safety systems have rapidly progressed. While modern vehicles present ongoing challenges for engineers and designers, ARB has maintained its leading position in the industry.

1

The Summit MkII bar is no exception. Designed and made to maintain all of the electronic and passive safety systems of the OE vehicle, the mounting system retains the vehicle’s crush points so that all ADAS systems work as intended.

For functionality, the Summit bar is winch-compatible, includes provisions for factory parking and radar sensors, and offers mounting points for driving lights, along with integrated LED foglights. These are ARB units and should offer a step up in performance over the OE foggies your vehicle may have had.

Lastly, and for many users most importantly, ARB bars are designed to look good while protecting the vehicle and its occupants without compromising appearance. Rounded edges, quality finishes, an infill grille, LED lighting and integrated indicators all add to the aesthetic rather than detract from it. It’s a premium product, and I’ve got to say the front end of our HiLux looks a whole lot better now with the Summit bar and ARB kit fitted.

1

Integrated winch and recovery system 

For those times when we slip into a rut, underestimate a bog hole or just need to pull a mate out of trouble, the ARB team fitted a Bushranger Covert 10S electric winch to the Summit bar before the assembly was bolted onto the HiLux. 

The Bushranger Covert 10S is a premium winch without the premium price tag. It features Albright solenoids neatly tucked away inside the winch housing, so there’s no external control box. The 5.3hp series-wound 12V motor drives a four-stage gearbox with 17:1 gearing for smooth control and dependable braking.

The zero-drag braking system uses a gearbox-mounted brake that provides 100 per cent load holding, along with the ability to power-unspool under no load without damaging the winch. The Covert comes with synthetic rope, a hook, hawse fairlead, wireless and wired hand controllers, and a 500A winch power isolator.

As mentioned, the ARB technicians fitted the winch into the bar before mounting it to the vehicle. They ‘clocked’ the gearbox to ensure the clutch handle was easy to access through the grille, installed the isolator and control gear in the engine bay, and finished it off with a flip-up number plate bracket.

1

Performance driving lighting package 

A pair of ARB Intensity IQ driving lights are mounted to the nicely curved Summit bar. These are ARB’s premium lights, and they offer multiple beam patterns to suit a range of driving conditions. 

The lights have four main modes – Super Spot, Spot, Mid-range and Flood – and you can tailor them using the IQ phone app to suit your needs. Super Spot uses four Cree XP-P LEDs to deliver the furthest light projection. Spot uses three XP-P LEDs to provide a broader yet still focused beam. Mid-range uses four Cree XM-L3 LEDs to strike a balance between distance and spread, while the Flood beam is made up of 18 Cree XT-E LEDs to provide strong peripheral illumination. As mentioned, you can mix and match the settings to find what works best for you.

We haven’t had a chance to properly test the lights yet, but we’re looking forward to getting the HiLux out on some long, dark tracks to see how they perform.

1

Underbody protection and off-road armour 

The last piece of ARB kit fitted was the UVP, or under-vehicle protection.

ARB’s UVP is made from stamped and powder-coated steel to ensure a good fit and long-term durability. It replaces the plastic OE under-tray with a stronger steel setup to properly protect the engine sump and other vital components when you’re bouncing over rocks, logs and other obstacles off road. 

The front panel of the UVP is vented to maintain airflow to the engine bay, while notches and access holes in the panels allow you to get to components like the sump plug. It’s reassuring to know there’s something more substantial than a flimsy plastic cover shielding the underside of the HiLux.

It was a full-day job for two ARB technicians to carry out the installation, and the result is a great-looking front end with lighting, recovery and protection components that make driving in rough terrain more secure. Now to get out there and get it dirty!

33

How much?

• ARB Summit MkII bull bar (↗): $4880 fitted
• ARB Intensity IQ driving lights (↗): $2474 fitted
• Bushranger Covert 10S winch (↗): $2279 fitted
• ARB under-vehicle protection (↗): $970 fitted

There’s a problem with flagship four-wheel drives: They’re usually brilliant but they’re also usually expensive enough that modifying them properly becomes painful.

That’s exactly where the Toyota Prado 250 Series range gets interesting, because while the Toyota Prado Altitude sits near the top of the 250 Series line-up with a locking rear differential, disconnecting sway bar and better tyres, the base Toyota Prado GX shares the same ladder-frame chassis, the same 2.8-litre turbo-diesel hybrid drivetrain, and the same excellent full-time four-wheel-drive system.

So we wanted to answer a simple question: Is the Altitude actually worth the extra money? To find out, we took both into tough Victorian terrain and drove them back-to-back through moguls, steep climbs and one track that has historically embarrassed plenty of modified four-wheel drives. What happened surprised us.

JUMP AHEAD

• Key differences
• Traction control
• Building a GX tourer
• Payload and GVM limits
• On-road comfort
• Which Prado should you buy?
• Specs

Toyota Prado GX vs Altitude: Key differences 

Under the bonnet, these two Prados are almost identical.

Both run Toyota’s 2.8-litre four-cylinder turbo-diesel hybrid making 150kW and 500Nm, paired to an eight-speed automatic and full-time four-wheel drive system. Both are mild hybrids, both run AdBlue, and both share the same chassis, wheelbase and overall dimensions.

However, Toyota has positioned these vehicles for very different buyers. The GX is the stripped-back touring base. Cloth seats, smaller screens, rubber mats and fairly average OEM tyres. It’s aimed at practical owners and buyers who’ll likely modify it anyway.

The Altitude, meanwhile, leans hard into the premium off-road lifestyle market. You get Toyo Open Country all-terrains, a disconnecting front sway bar, a locking rear differential, leather-accented trim, heated and ventilated seats, JBL audio and enough extra tech to make it feel like a completely different vehicle inside. And to be fair to Toyota, it absolutely is better off-road. The question is whether it’s $22,000 better.

1

The Prado’s exceptional traction control

The hardest thing about testing modern four-wheel drives is separating genuine mechanical capability from electronic wizardry.

Because these days, traction control systems are so good that vehicles with open differentials can embarrass older rigs running proper lockers. And honestly? The Prado GX is one of the best examples of that I’ve driven in years. That mirrors what we saw during 4X4 Australia’s 2025 4X4 Of The Year testing, where Toyota’s ETC calibration repeatedly stood out as the benchmark against rivals including the Ford Everest, Nissan Patrol and Ineos Grenadier.

We tested both Prados on the same steep, deeply rutted Victorian tracks we used during 4X4 Australia’s Ute of the Year testing, climbs that regularly expose weak traction control calibrations, poor wheel travel or overly aggressive throttle mapping. Some of these climbs routinely stop dual-cab utes with rear diff locks fitted. Others simply run out of articulation and start lifting wheels. The GX Prado just kept crawling. And the biggest surprise was how little drama there was doing it.

That wasn’t the first time the GX had surprised us, either. In previous 4X4 Australia testing against the Ford Everest Trend, the Prado’s rear articulation and aggressive traction control calibration repeatedly allowed it to crawl over obstacles the Ford needed a rear locker to clear.

The 250 Series Prado has excellent rear axle articulation, something Toyota has become very good at with the TNGA-F platform shared with the Toyota LandCruiser 300 Series, and you can physically see it working on track. The rear axle drops deep into holes, tucks tyres hard into the guards and keeps the vehicle stable even when the terrain gets awkward and crossed up. That articulation matters because it reduces reliance on traction control intervention in the first place.

But when the GX did start lifting wheels, Toyota’s traction control calibration was astonishingly aggressive. You could physically hear the brake calipers biting almost instantly, grabbing spinning wheels and transferring drive across the axle before momentum disappeared. There was very little flare, hesitation or sense that the system was panicking. It just worked.

1

The result was a base-model Prado on average OEM tyres climbing obstacles that genuinely had no business being this easy. At one point we pointed the GX at a climb normally reserved for heavily modified vehicles. Locals jokingly call it “Jeep Track” because Jeep Wranglers were among the few showroom vehicles that could comfortably clear it. The GX Prado made it. Not gracefully. Not effortlessly. But cleanly enough that I sat there afterwards laughing slightly at how absurd the whole thing felt. And importantly, it did it without a rear locker. That’s the part that really matters here. 

Because yes, the Altitude absolutely is the better off-roader. There’s no debate there. In fact, during 4X4 Australia’s 2025 4X4 Of The Year testing, the Prado Altitude was repeatedly praised for its comfort, refinement and outright off-road capability, particularly its rear locker, sway bar disconnect system and excellent Crawl Control calibration. The Toyo Open Country tyres offer noticeably more grip, while the rear differential lock changes the way the vehicle attacks climbs. 

You feel it immediately. Where the GX occasionally chatted its way through obstacles using traction control, the Altitude simply shoved its way forward with mechanical grip. Obstacles felt calmer. Easier. More controlled. The disconnecting sway bar system is brilliant, too. Through deeper washouts and larger moguls, the Altitude stayed flatter and more composed without tossing the cabin around nearly as much.

1

Interestingly, that extra grip occasionally made the Altitude feel more aggressive on climbs. Because the rear locker allowed it to hold momentum more confidently, there were moments where it would crest harder or land more abruptly than the GX. In reality, that wasn’t a vehicle problem, it was driver error. I simply carried more speed because the vehicle made difficult obstacles feel easier. That says a lot about how effective the Altitude actually is off-road.

Still, here’s the thing: the GX kept getting there too. And once you realise the cheaper Prado is making climbs that challenge properly equipped dual-cab utes, the whole conversation changes. Because suddenly the question stops being: “Is the Altitude better?” And becomes: “Do you actually need better?”

Building a touring Prado GX 

Skip the Altitude, build the GX properly. Instead of spending six figures on an Altitude and then trying to justify modifying an already expensive vehicle, you can buy a GX and immediately fix the Prado’s biggest weakness: Payload.

Like most modern wagons, the 250 Series Prado is frustratingly tight on carrying capacity. The GX officially carries 605kg, while the Altitude drops slightly to 580kg thanks to its extra equipment. That sounds acceptable until you start adding reality. Bull bar. Side steps. Recovery gear. Roof rack. Fridge. Passengers. Towball weight. Suddenly you’re running out of GVM very quickly.

So the first thing I’d do is fit a proper GVM upgrade and suspension package. Tough Dog already offers a 3800kg GVM upgrade for the 250 Series Prado, with pricing typically landing between roughly $3550 and $4500 before fitting. Pair that with an Ironman 4×4 Apex bull bar and light kit at roughly $3424, plus Premium Side Steps at another $1499, and you’ve already solved most of the Prado’s biggest touring weaknesses. Realistically, you’d budget around another $1500 to $2000 to install the suspension, front bar and side steps together.

That’s a massive jump over the Prado’s standard 3100kg GVM unlocking up to another 700kg of legal carrying capacity depending on final configuration. And honestly? That completely changes the Prado. Because suddenly you’re not constantly doing payload maths every time you throw camping gear into the back or hook a caravan onto the towball.

Add a quality all-terrain wheel and tyre package, realistically somewhere between $4000 to $7000 depending on how aggressive you want to get, and you’ve still comfortably landed inside the roughly $22,000 gap between the GX and Altitude. But now you’ve fundamentally changed the vehicle.

Instead of a nicer Prado, you’ve built a far more usable one. You have more payload, more clearance, better tyres, proper underbody protection and suspension actually designed to carry weight once loaded for touring. And importantly, you’re improving the Prado in exactly the areas that matter most to Australian four-wheel drivers:

• Load carrying
• Durability
• Touring usability
• Clearance
• Tyre performance
• Suspension control once loaded

That’s why I’d start with the GX. Because while the Altitude is unquestionably the better showroom vehicle, the GX gives you far more freedom to build something genuinely tailored to how Australians actually use four-wheel drives.

1

Prado payload and GVM limits 

Both of these Prados can legally tow 3500kg. That sounds fantastic on paper, right up until you start doing the maths properly.

The GX carries 605kg of payload. The Altitude drops to 580kg because of all its extra equipment. Now subtract passengers, accessories, recovery gear, luggage, fridge, roof rack, and towball download. And suddenly neither Prado feels particularly generous anymore. A 350kg towball download alone eats more than half the Altitude’s payload.

That’s the reality modern touring wagons are dealing with, and honestly, it’s why GVM upgrades have become almost mandatory for serious Australian touring setups. Which again swings the argument back toward the GX. Because if you’re going to spend money solving payload limitations anyway, I’d rather start with the cheaper Prado and build it properly than spend over $100K on an Altitude before accessories even begin. Especially when the GX already proved itself outrageously capable off-road.

1

GX vs Altitude: On-road comfort 

The funny thing about these two Prados is that despite the price gap, they’re both genuinely nice things to spend time in.

The ride quality in both is excellent, and honestly, it’ll probably get even better once owners move to slightly smaller wheels and more compliant all-terrain tyres. Toyota’s chassis tuning on the 250 Series is seriously good, and combined with the platform’s wheel travel, both vehicles feel stable, comfortable and confidence inspiring on rough roads.

The Altitude is unquestionably the nicer cabin. You get better materials, more premium touch points, heated and ventilated seats, JBL audio and a generally more upmarket feel throughout. But honestly? I preferred the GX seats. The cloth trim feels more supportive, more breathable and far better suited to long Australian touring days. Leather sounds premium until you’ve spent ten hours sweating through the outback smelling like deli meat because the cooling system can’t keep up with the heat.

1

The GX just feels simpler. More honest. That simplicity works in its favour, too. Less luxury gear means less weight, more usable payload and less guilt about scratching things when you actually start using the vehicle properly off-road.

It’s also not the first time the GX has impressed us. In previous long-term testing at 4X4 Australia, the entry-level Prado repeatedly stood out as the sweet spot of the 250 Series range thanks to its simplicity, practicality and touring potential. That said, both still suffer the same payload limitations discussed earlier. Neither Prado is particularly generous once you start adding touring gear and towball download, which is exactly why I’d still prioritise a GVM upgrade before almost anything else.

One area Toyota still needs to improve is camera quality. For a vehicle this expensive, the cameras remain surprisingly average, even in the higher-spec models. But thankfully, the fundamentals are excellent: Great driving position, comfortable ergonomics, excellent visibility, outstanding off-road calibration, and a chassis that feels incredibly confidence-inspiring off-road. Which brings us to the obvious conclusion.

Which Prado should you buy? 

The Prado Altitude is the better four-wheel drive. It has more grip, more hardware, better tyres and more off-road capability straight out of the box. There’s no point pretending otherwise.

But if it was my money? I’d buy the GX every single time. Because what shocked me during this test wasn’t how good the Altitude was, it was how unbelievably capable the GX already is. Toyota’s traction control calibration is outrageously good, the platform itself is excellent, and the cheaper Prado still climbs tracks that regularly stop properly equipped dual-cab utes.

Then you remember there’s roughly $22,000 left sitting in your bank account. That’s enough money to solve the Prado’s biggest weakness (payload) while also fitting suspension, tyres, protection and the gear needed to turn it into a genuinely capable Australian touring platform. So yes, the Altitude is better. But the GX is smarter. And honestly, that might make it the best Prado in the range.

24

Specs

When Liam folded out his hard-earned cash on this 2024 LandCruiser 79, he had a clear idea of where he wanted to go with his new purchase. He was going up, up in every way, and in the ensuing months the Cruiser grew into the monster truck you see here.

The Cruiser was one of the last 1VD V8-powered examples to arrive before Toyota phased that engine out of production, and Liam knew he was going to need all of that V8 grit and more to propel the rig he had planned. But there was plenty of work to be done before he was able to drive and enjoy it.

Legal build planning (SSM setup)

With his high-riding plans, Liam wanted this build to be stunning but also legal, and to do that the key engineering work had to be completed before the vehicle was first registered.

This is known as the SSM (Second Stage Manufacturer) scheme, and it allows vehicles to be modified with pre-approved equipment or kits so that the end result is legal in all states of Australia, with the vehicle plated as such to avoid any hassles with the authorities.

1

Suspension and driveline transformation

To get the Cruiser up in the clouds and stay on the right side of the law, Liam turned to the Superior Engineering catalogue, specifically Superior’s SSM-approved coil rear conversion, 4-inch lift and remote reservoir suspension setup.

The Superior rear end starts with a fabricated diamond diff housing with mounts for the trailing arms. The housing is also wider than the factory unit to resolve the difference between the front and rear wheel tracks, and comes with chromoly axles to suit. The factory Toyota rear diff lock is retained in the new housing.

The coil conversion kit includes forward mounts on the chassis for the arms, as well as locations for the coil springs. This is made possible with a bolt-in section added to the chassis, with it and the arms all part of the Superior Engineering kit.

For Liam’s Cruiser, the team fitted Superior’s 2.0 remote reservoir shocks at the rear. Another set of 2.0s went in up front, along with a pair of Superior’s Hyper-Flex radius arms and 4-inch lifted coil springs. The fit-out on Liam’s Cruiser was all done by the team at The 4WD Shed in the Melbourne suburb of Bayswater.

1

Wheels, armour and touring setup

Contributing to the raised ride height is a set of 37-inch Yokohama muddies mounted on 17-inch KMC Grenade alloys that certainly look the part.

The front bumper shows more of the great work from Superior Engineering, and it houses a Runva 11XP winch for recovery duties. At the other end of the Cruiser is a tray and canopy from Reds Fabrications. Liam was still working on the inside of the canopy when we photographed it, but it will eventually house all of his camping and touring kit. A CSS roof-topper sits atop the canopy.

A TAG towbar with recovery points is at the rear and, in between it and the tray, Liam has made a mount for his MAXTRAX where they are easy to access when needed and out of the way at other times.

1

Power, tuning and final touches

To help move the weight and turn the big tyres, the team at BSC Performance carried out a dyno run and flash tune on the 4.5-litre V8 engine, so it now makes around 660Nm and 200kW at the treads.

Helping it breathe is a five-inch snorkel from Meredith Metal Works and a four-inch stainless steel exhaust system. To harness the grunt through to the factory five-speed manual ’box, an Xtreme Outback 1600Nm heavy-duty clutch was fitted, as we all know those OE Toyota clutches don’t like the extra torque, especially when you’re trying to turn massive 37-inch tyres.

Liam says he’ll be looking for more grunt from the engine as he continues to sort out the build and gets a feel for it out on the tracks. You can follow his exploits on Instagram at Aussies Most Lifted 79 Build (↗).

Liam thanks all of those who have helped with the build, including The 4WD Shed, Superior Engineering, HD Automotive, Black Ops Off-Road and Groundswell Wash for exterior and interior detailing products.

34

Aftermarket products and upgrades

• Superior Engineering SSM-approved coil rear conversion kit
• Superior Engineering 4-inch lift suspension setup
• Superior Engineering fabricated diamond rear diff housing
• Superior Engineering chromoly rear axles
• Retained Toyota rear diff lock (integrated into upgraded housing)
• Superior Engineering chassis-mounted coil conversion hardware (forward arm mounts + coil mounts)
• Superior Engineering 2.0 remote reservoir rear shocks
• Superior Engineering 2.0 remote reservoir front shocks
• Superior Engineering Hyper-Flex radius arms
• Four-inch lifted coil springs
• The 4WD Shed full fitment and build installation
• 37-inch Yokohama mud terrain tyres
• 17-inch KMC Grenade alloy wheels
• Superior Engineering front bumper
• Runva 11XP winch
• Reds Fabrications tray and canopy
• CSS roof-top canopy/topper
• TAG towbar with recovery points
• MAXTRAX recovery board mount system
• BSC Performance dyno tune and ECU flash tune (4.5L V8)
• Meredith Metal Works five-inch snorkel
• Four-inch stainless steel exhaust system
• Xtreme Outback 1600Nm heavy-duty clutch

Our 79 Series project ute has covered serious ground since we fitted a handful of 70 Series Store accessories back in December 2025. Here’s what survived, what impressed, and what still needs work.

It’s been a varied six months. The ute has done highway kays, outback corrugations, dirt and beach sand, running from Melbourne north through the back-country pub route to Tilpa, along the Darling River to Louth, then across country and up to Fraser Island before heading home down the coast.

The 70 Series Store gear we fitted was fairly straightforward: a gear stick extension, billet gear knob, Cup Holder Armrests Pro with integrated cupholders, a dash mat, and weather shields. None of it is dramatic. No lift kit, no locker, no snorkel. Just the quality-of-life gear that makes a 70 Series easier to live with on a long trip. Because anyone who has toured seriously in one knows the factory rig is agricultural as hell.

Installation

Most of the kit went on without drama, and nothing required a workshop or specialised tools.

The gear stick extension (↗) was one of the simplest installs of the lot. It threads in cleanly and lines up without fuss, and the improvement to driving position is immediate the moment you sit back in the seat. It effectively brings the shifter up into a more natural arm position, which is something the factory layout never quite gets right in the 70 Series cabin. The dash mat (↗) was even easier again, essentially a drop-in piece that takes under a minute to lay into position and settle.

1

The Cup Holder Armrests Pro (↗) sit in the middle of the effort scale. The fitment itself is straightforward, but getting both sides aligned evenly against the door cards takes patience. Once installed properly, though, they look and feel like they belong there from the factory. The magnet-based mounting system is secure, and the clear protective stickers over the contact points are a thoughtful detail that helps keep everything clean during install.

The weather shields (↗) take the most time. The adhesive is strong and confidence-inspiring, but getting both sides to match perfectly along the window line requires repeated checking and minor adjustments. Once on, they sit tight and integrate cleanly with the window frames.

The gear knob (↗) threaded on cleanly and was relatively easy to install. It tightens down without needing any special tools or modification, and it slots straight into the factory shifter setup with no drama.

1

The Centre Console Armrest Lite (↗) is an easy fitment that slots straight into place without modification. It’s a quick way to improve day-to-day comfort in the cabin, immediately adding a proper armrest for longer highway runs and slower off-road driving.

It’s especially effective if you’ve fitted a gear stick extension, with the driving position feeling more natural and truck-like once both are in place. The added storage is a practical bonus, helping tidy up the interior without complicating the setup.

1

On the road

The gear stick extension ended up being the most noticeable upgrade from behind the wheel. 

The factory 70 Series shifter position forces your hand low and slightly awkward for long periods, especially on highway stretches where you’re constantly moving between gears and resting your arm at odd angles. Lifting the shifter changes that immediately. It puts the gear lever closer to a natural elbow position, which reduces fatigue and makes long stints on corrugated roads noticeably less tiring.

On the run between Tilpa and Louth, where the road surface is rough and unbroken for long stretches, that ergonomic change becomes obvious quickly. It also helps in sand driving at places like Fraser Island, where quicker, more deliberate shifts are needed.

1

The Cup Holder Armrests Pro fill a long-standing gap in the 70 Series interior. The factory door cards offer nothing usable for arm support, which becomes obvious within the first couple of hours on the road. Once fitted, the armrests give a proper resting point that holds up over long days without discomfort. The padding remains supportive on extended drives, and they don’t interfere with shifting or movement in the seat. The integrated cupholders also perform well on rough roads, holding bottles securely on corrugations and beach tracks where standard holders often fail.

The weather shields allow the windows to be cracked slightly in heat or rain while still reducing wind noise and spray. This makes a difference on long highway days and in hot outback conditions where airflow is important when parked or moving slowly through towns.

The dash mat reduces glare off the factory dash on long exposed stretches of road, particularly when the sun is low. It also adds a layer of protection against UV exposure, helping to keep the dash surface from long-term heat damage.

The gear knob integrates cleanly into the cabin and maintains a consistent feel through both highway cruising and off-road use. It matches the rest of the setup visually and functions as a straightforward, reliable interface with the gearbox.

1

Durability after six months

This trip cycle covered a wide range of conditions including salt air, river dust, corrugations, sand, and extended highway running, giving a solid spread of real-world exposure.

The Cup Holder Armrests Pro have held their shape and mounting integrity through all of it. Even after Fraser Island’s sand and salt exposure, there’s no sagging, no loosening at the mounts, and no visible wear in the stitching or padding. They remain firm and comfortable in regular use.

The weather shields have stayed firmly attached through heat, rain, dust, and repeated high-speed highway runs. No lifting at the edges, no cracking, and no movement once the adhesive fully settled. The dash mat continues to sit flat and stable with no curling or shifting, even after extended exposure to heat and sunlight.

The gear knob has maintained a consistent fit and finish across the entire trip, holding its position on the shifter and integrating cleanly with regular use across all terrain types.

Verdict

The gear stick extension and Cup Holder Armrests Pro stand out as the most meaningful upgrades in terms of day-to-day driving impact. They change how the cabin feels in a way that becomes obvious very quickly, and they earn their place permanently in a touring setup.

The weather shields and dash mat are quiet, functional additions that do exactly what they’re intended to do without drawing attention. The gear knob fits neatly into that same category of simple, functional upgrades that integrate cleanly into the cabin and complete the setup without complication.

Taken as a whole, the package has held up well across outback NSW, the Darling River corridor, Fraser Island and thousands of kilometres of mixed driving. It’s a set of upgrades that makes the 70 Series easier to live with over long distances, and on that front, it delivers.

The Ford Ranger has been Australia’s best-selling 4×4 ute since this generation launched, and that popularity has driven one of the country’s most active and diverse modification scenes.

Backed by strong factory capability, modern drivetrains and a huge aftermarket, it has become a go-to platform for builds that need to work as hard in remote conditions as they do on daily commutes. What’s emerged is a clear split in approach.

Touring-focused builds prioritise range, storage and self-sufficiency, often featuring canopy systems, suspension upgrades, auxiliary fuel and integrated recovery setups designed for long-distance travel across remote deserts, coastlines and high country routes. At the other end are more extreme off-road rigs, built around increased articulation, ground clearance and durability, with upgraded suspension systems, heavy-duty protection and drivetrain enhancements aimed at technical terrain and demanding off-road use.

Despite the different directions, the common thread is intent. These Rangers are not built for display, but for use, whether that means crossing the Simpson Desert, tackling alpine tracks or crawling through slow, technical terrain. The result is a snapshot of how far the platform can be pushed when builds are shaped by real-world demands rather than specification sheets.

SUBMIT YOUR RANGER BUILD

Want to see your Ranger build here? Jump on over to the 4X4 Australia Facebook page and show us your rig!

2013 Ford Ranger XLS

Submitted by Kim Housego

Kim Housego bought this XLS with 50,000 kilometres on it and no accessories fitted, then built it into a capable tourer entirely from scratch.

The build started with a 50mm suspension lift, then Kim fitted a bull bar and winch, snorkel, and a canopy housing a full drawer system, fridge, water tank with pump, and a second battery. Roof racks were fabricated by Kim personally. The Ranger has also been used to tow a 2.5-tonne caravan and car trailers loaded with Patrols, and has remained mechanically untouched beyond one intercooler hose replacement.

Cape York in 2017 was a milestone early in the build’s life, and the Ranger has since worked through a number of Tasmanian tracks including Climies, waterfall crossing included.

1

2019 Ford Ranger Raptor

Submitted by Tyson Warner

Tyson Warner’s Raptor has been built around a serious touring brief, with the 2.0-litre bi-turbo and 10-speed auto backed by a spec list that covers comfort, power and storage.

Underneath, the ride height has been lifted all around using heavy-duty King Springs with Boss airbags added in the rear for towing support. The Trig Point service body carries a 70-litre water tank and pump underneath, while an 85-litre Bushman upright fridge runs off 200Ah of lithium. Camp comfort comes from a The Bush Company 180 XT Max awning and a Motop MT-120 Plus rooftop tent.

Multiple runs to Bendleby Ranges and a Red Centre trip for the Finke Desert Race have been the standout adventures so far.

1

2015 Ford Ranger SuperCab

Submitted by Chris Anderson

Chris Anderson’s SuperCab has been tuned, lifted and fitted out for serious distance work, and it’s currently mid-way through proving it.

The drivetrain has had an exhaust and tune, plus a twin transmission cooler added. Underneath, a two-inch Outback Armour suspension lift is paired with a snorkel, and the Ranger rolls on -44 16-inch rims wrapped in 305/70R16 tyres behind a Rockarmor bull bar. At the time of submission, the Ranger was five weeks into a towing run from Queensland to Victoria, across to South Australia, through New South Wales, and back up to Queensland, pulling a 19-foot van the entire way.

1

2018 Ford Ranger Raptor

Submitted by Kane Chapple

Kane Chapple’s 2018 Raptor has covered the full breadth of Australia across two years of hard touring, and the build underpinning it reflects that ambition.

Up front, a Hamer bull bar carries a Bushranger 9,500lb winch and a light bar, with a four-inch stainless snorkel feeding clean air to the engine. A two-inch front lift from Mike’s Shock Shop uses re-valved Fox shocks to suit the new ride height. Out back, a factory canopy houses a 140Ah lithium dual-battery system powering a 60L Engel fridge/freezer, with airbags fitted to support the load when towing the van.

The Raptor has tackled the Strzelecki and Oodnadatta Tracks, the Mereenie Loop in the Red Centre, Steep Point, the Gibb River Road, Mitchell Falls, and the complete Savannah Way from Broome to Cairns across 2023 and 2024.

1

2023 Ford Ranger Wildtrak V6

Submitted by Jordan Vines

Jordan Vines has stacked the next-gen Wildtrak V6 with serious hardware from the outset, and Fraser Island has already been the first test.

Running Old Man Emu BP-51s all around for suspension, it’s fitted with an ARB Summit bull bar carrying a Warn Evo winch, ARB underbody protection, and a Safari snorkel. Fraser Island was the first significant destination, with many more on the list.

1

Ford Ranger Raptor

Submitted by Zaia Babana

Zaia Babana built this Raptor for attacking tracks, and a growing collection of bush stripes from the Pinnacle Track confirms it’s being used as intended.

The Raptor runs 34-inch tyres on 17-inch rims with a two-inch rear lift and three-inch front lift. Up front, a Fury off-road winch cradle carries a 12,000lb winch, and a Provent catch can and fuel filter have been added to the drivetrain. ARB features throughout the tub: drawers, compressor and more. Twin-locking uses a front ARB air locker, a Torqit exhaust handles the breathing, a 100Ah 12V setup with solar panel from iTechworld handles the power, and a Safari Armax snorkel handles the air. A 2.5m ARB awning rounds out the camp setup, with Legendex rock sliders protecting the body.

NSW travel has been the focus so far, covering Stockton Beach, Wheeny Creek, Menai, Lithgow and Sofala, with the Pinnacle Track the standout.

1

2013 Ford Ranger

Submitted by Benny Muller

Benny Muller’s Ranger has three Finke Desert Races on its record and a mod list built to match that kind of punishment.

Underneath, a Tough Dog lift kit is paired with BFG KO2 33s and a Jonny Tig front-mount intercooler feeds the diesel. A TJM front bar and Ironman rear bar handle protection, with an XFforce three-inch exhaust and a towing and touring tune sorting the engine. Lighting is handled by Stedi Type-X Pros, and a 60Ah lithium setup runs a 40L myCOOLMAN fridge in the tub. A GME XRS radio handles comms.

The Ranger has covered the Victorian High Country, the Oodnadatta and Birdsville Tracks, and three Finke Desert Races, but Fraser Island (K’gari) is the place that stands out above the rest.

1

2023 Ford Ranger Sport

Submitted by Declan Wood

Declan Wood bought this 4X4 Australia demo Ranger at auction, flew to Melbourne to pick it up, and drove it straight back to Sydney to start the next chapter.

Declan came to the Ranger via a 2015 MQ Triton that he built over four years before a catastrophic engine failure on a two-week NSW trip, covering Lightning Ridge, the Murray-Darling, and Kosciuszko, ended that chapter. A rock through the air filter destroyed the turbo and went through the engine. The Triton was sold, a couple of years passed, and then a lunchtime Facebook scroll changed things: the final day of an auction on a 4X4 Australia Ford Ranger demo car. One last bid at 9.30pm, and it was his.

The Ranger has since been lightly modified to suit Declan’s touring brief, with the focus firmly on adventure over rock-hopping. A week-and-a-half on the Great Ocean Road and through to Adelaide over Christmas and New Year was the first proper run, and Cape York is next on the list.

1