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

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

JUMP AHEAD

01: Nissan GQ Patrol

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

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

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

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

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

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

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

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

02. Mazda BT-75 six-wheeler

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

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

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

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

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

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

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

03: Toyota FJ Cruiser

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

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

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

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

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

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

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

04: 60 Series LandCruiser

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

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

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

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

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

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

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

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

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

05: Ford Ranger Raptor 

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

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

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

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

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

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

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

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

06: 80 Series LandCruiser 

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

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

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

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

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

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

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

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

07: Ford Ranger

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

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

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

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

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

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

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

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

08: 300 Series LandCruiser 

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

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

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

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

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

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

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

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

09: VW Amarok

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

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

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

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

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

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

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

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

10: Prado Altitude

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

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

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

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

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

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

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

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