Defender Rally is building a limited-run, road-legal version of its Dakar Rally-winning D7X-R, bringing the competition car’s suspension, driveline and body architecture to a production 4×4.

Defender Rally pulled the wraps off the D7X-R in November 2025 ahead of its competitive debut at the 2026 Dakar Rally. Based on the Defender OCTA, the D7X-R was developed to meet the new FIA Stock-category rules, which tightly restrict what can be changed from the production vehicle. That left the core body architecture, drivetrain layout and 4.4-litre twin-turbo V8 untouched, with development focused on modifications to handle desert rallying.

At the time of the revelation last year, Mark Cameron, Managing Director, Defender, said: “Defender Dakar D7X-R is the toughest Defender ever built. It carries the same core architecture and silhouette as Defender OCTA but has been developed to take on the ultimate competitive off-road adventure.

“Dakar pushes everything to the limit and competing in a rally-raid of this scale will authentically showcase Defender’s capability and robustness in the most extreme and harshest conditions on the planet,” he added.

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For the road-going Defender Dakar, the V8 produces its full 635PS (approximately 467kW), unrestricted by race regulations. Torque is rated at 750Nm, with additional cooling fitted.

It runs 35-inch Advanced All-Terrain tyres on new forged 20-inch wheels, along with coil suspension and Bilstein Advanced Dampers. Dunes and Gravel drive modes are added, while Flight Mode carries over from the competition car to help control the vehicle during jumps and smooth out landings on rough terrain.

The exterior gets a carbon-fibre bonnet, carbon-fibre raised air intakes, extended wheel arches with exposed rivets and a fixed metal roof. Other additions include roof-mounted light pods, a tailgate blanking plate, mud flaps and enhanced metal front and underbody protection.

The main colour combination is Dakar Sand with a Yanbu Turquoise roof, matching the race-winning D7X-R. Narvik Black and Alaska White will also be available, with optional Matte Protective Film.

Inside, the Defender Dakar gets a 2+2 seating layout and race seats in the first row. Four-point racing harnesses will be optional, while rear storage is designed to accommodate race helmets. The loadspace gets a dedicated mounting system for the spare wheel and air compressor.

The D7X-R made its competitive debut at the 2026 Dakar Rally, where three Defender competition cars finished first, second and fourth in the new Stock class. The three cars also achieved a 1-2-3 result on 10 of the 13 stages, covering a combined 24,000km over the 14-day event.

“We’ve pushed our engineers to go further than they’ve ever gone before. First, we evolved Defender OCTA into D7X-R and then we asked: could we make the Dakar Rally-winning D7X-R road legal? The result is the Defender Dakar,” Cameron said.

“It’s the ultimate expression of adventure and is a true reflection of how we embrace the impossible. It embodies not only the spirit of the Defender Rally team but our continued and historic legacy of off-road innovation. This limited-run model will showcase everything we’ve learned in some of the toughest environments and most competitive conditions imaginable. An authentic Defender, made from unstoppable DNA,” he added.

Registrations of interest for the limited-run Defender Dakar are now being taken, with reservations expected to open in early 2027. More technical details and specifications will be revealed at the 2027 Dakar Rally in Saudi Arabia.

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FAQs

What is the Defender Dakar?

The Defender Dakar is a limited-run, road-legal 4×4 based on the Dakar Rally-winning D7X-R competition car.

What engine does the Defender Dakar use?

It uses a 4.4-litre twin-turbo V8 producing 635PS and 750Nm of torque, with additional cooling and no race-regulation restrictions.

What suspension and tyres does the Defender Dakar have?

It runs 35-inch Advanced All-Terrain tyres on forged 20-inch wheels, with coil suspension and Bilstein Advanced Dampers.

Is the Defender Dakar based on the Defender OCTA?

Yes. The D7X-R uses the same bodyshell as the Defender OCTA, while the road-going Defender Dakar retains the D7X body architecture, transmission and driveline.

When can I reserve a Defender Dakar?

Registrations of interest are now open, with reservations expected to begin in early 2027. Further technical details and specifications will be revealed at the 2027 Dakar Rally in Saudi Arabia.

How much will the Defender Dakar cost?

Pricing has not been announced, but expect it to cost a lot.

GWM has confirmed pricing and specifications for its next-generation Cannon Alpha and Tank 500, with both models getting an all-new 3.0-litre turbo-diesel producing 170kW and 620Nm.

The Cannon Alpha starts at $58,990 driveaway, while the seven-seat Tank 500 starts at $65,990 driveaway. Both are available in Lux and Vanta grades, with Australian arrivals expected from mid-September 2026.

The new diesel is paired with a nine-speed automatic transmission and four-wheel drive. GWM claims best-in-class power, torque and fuel economy for a four-cylinder turbo-diesel, with claimed fuel consumption of 7.3L/100km for the Cannon Alpha and 7.1L/100km for the Tank 500.

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“While many of the new Chinese automotive players are increasingly focused on electrification, GWM believes Australian customers deserve choice, and we’re not going to shy away from investing in diesel technology where we know demand is still strong,” GWM Australia Chief Operating Officer John Kett said.

“But choice is only part of the equation. When you look at the Cannon Alpha and Tank 500 against the established volume players in their respective segments, the difference is clear. We’re offering a higher level of standard specification, more performance and more technology, while asking customers to pay thousands of dollars less.

“That is a proposition we believe Australian customers will find very compelling.”

New 3.0-litre diesel tested in Australia

The 3.0-litre turbo-diesel produces 170kW and 620Nm, with peak torque available from 1400rpm to 2400rpm.

GWM says it has revised the engine’s airflow, fuel delivery, cooling and thermal management, while shorter intake piping is designed to reduce turbo lag.

The powertrain has undergone more than six months of Australian engineering and validation, covering ride and handling, engine and transmission calibration, towing performance and software. Development vehicles have covered more than 35,000km across the Flinders Ranges, Victoria’s High Country and the Big Desert.

Both vehicles have a 3500kg braked towing capacity. The Cannon Alpha retains its existing 3500kg rating, while the Tank 500 increases from 3000kg to 3500kg. GWM says towing development included brake controller functionality, cruise control while towing and transmission calibration for heavy loads.

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Both Cannon Alpha grades get centre and rear differential locks, with the Vanta adding a front locker. The Tank 500 Lux and Vanta both get front and rear differential locks. Neither model requires AdBlue. The Tank 500 Vanta gets a 131-litre fuel tank, up from 78 litres in the other three variants, giving it significantly more fuel capacity for long-distance touring. 

Inside, both models get GWM’s Coffee OS operating system and a 14.6-inch central touchscreen, up from 12.3 inches. Wireless Apple CarPlay and Android Auto are included, along with over-the-air software updates and selected remote vehicle functions through the GWM app.

The Vanta grades get black exterior trim and 19-inch black alloy wheels. The Cannon Alpha Vanta also gets red brake calipers, while the Tank 500 Vanta gets electronic retractable side steps.

GWM says more than 1000 expressions of interest have been received ahead of the September launch. A limited-time introductory offer runs until October 30, 2026, with buyers able to choose between a $2000 driveaway cash bonus or a $2000 fuel card.

The next-generation GWM Cannon Alpha and Tank 500 are expected to arrive at Australian dealerships from mid-September 2026.

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GWM Cannon Alpha and Tank 500 prices

Cannon Alpha Lux features

• 3.0-litre turbo-diesel — 170kW / 620Nm
• Part-time 4WD
• Low-range transfer case
• Centre and rear differential locks
• All-Terrain mode selection
• Towing drive mode
• Front and rear ventilated disc brakes
• Double-wishbone independent front suspension
• Leaf-sprung live-axle rear suspension
• Integrated trailer brake controller
• Hill ascent/descent control
• 78-litre fuel tank
• Full-size spare steel wheel
• Spray-on tub liner
• Chassis guard board
• Side steps
• Roof rails
• 18-inch two-tone chrome alloy wheels
• Tyre-pressure monitoring system

Cannon Alpha Vanta adds

• Front electric differential lock
• 19-inch black alloy wheels
• Full-size alloy spare wheel
• Electronic black side steps
• Panoramic sunroof
• Rear electric sliding window
• Heated and cooled front seats
• Front massage seats
• Head-up display
• 10-speaker premium audio

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Tank 500 Lux features

• 3.0-litre turbo-diesel — 170kW / 620Nm
• Part-time 4WD
• Low-range transfer case
• Front and rear differential locks
• All-Terrain mode selection
• Towing drive mode
• Tank Turn Assist
• Crawl control
• Integrated trailer brake controller
• Hill ascent/descent control
• Double-wishbone independent front suspension
• Multi-link live-axle rear suspension
• 78-litre fuel tank
• Full-size spare wheel
• Chassis guard board
• Side steps
• Roof rails
• 18-inch two-tone alloy wheels
• Tyre-pressure monitoring system

2Tank 500 Vanta adds

• 19-inch black alloy wheels
• Electronic retractable side steps
• Panoramic sunroof
• Soft-close tailgate
• Electric folding third-row seats
• Ventilated second-row seats
• 50W wireless charger
• Head-up display
• Auto-dimming rear-view mirror
• 12-speaker premium audio with active noise cancellation

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2026 GWM Cannon Alpha weights

2026 GWM Cannon Alpha dimensions

2026 GWM Tank 500 weights

2026 GWM Tank 500 dimensions

After a year of testing, touring and modifying our BYD Shark 6, it’s time for the ute to find a new home.

The Shark is now under auction through Slattery Auctions (↗), with 23,889km on the odometer. The auction started at 5pm AEST on August 14, 2026, and will finish at 7pm AEST on August 19, 2026.

We bought the Shark to see how the plug-in hybrid ute would handle real-world use, and it’s spent the past year being progressively kitted out for touring and off-road adventures. Along the way, we worked with some of our trusted aftermarket suppliers to turn the standard ute into a much more capable and practical touring rig.

First, the basics. The BYD Shark is a plug-in hybrid ute powered by a 1.5-litre turbocharged petrol engine and dual electric motors. The system produces 321kW and 650Nm, with the electric motors driving all four wheels. A 29.58kWh Blade Battery provides an official electric driving range of around 100km, while the petrol engine gives the Shark a claimed combined range of more than 800km.

The Shark uses a dedicated hybrid transmission and has selectable driving modes, including EV and hybrid operation. It rides on independent suspension front and rear and came from the factory with 200mm of ground clearance. That was one of the areas we targeted with our aftermarket upgrades, particularly given how much extra gear we wanted to carry.

Ironman 4×4 was first on the tools, fitting a Raid replacement front bumper with an integrated light bar, Ironman spotlights, rated recovery points and underbody protection. The winch-compatible bar is made from 4mm aluminium to keep weight down, while an IM 2.5 Heavy suspension kit added 30mm of ground clearance and improved the Shark’s ride and control both on and off the road.

At the rear, a Hayman Reese X-Bar added three built-in rated recovery points and an integrated tow hitch. Raceline alloy wheels were fitted with 285/60R18 Cooper Discoverer AT3 tyres, giving the Shark a tougher footprint and tyres better suited to off-road use. A matching spare was carried on a Rola Titan Tray roof rack.

MSA 4×4 then sorted out the tub with full-length aluminium roller drawers and a drop slide for an Evakool dual-zone fridge (the fridge isn’t part of the sale unfortunately). The setup made it much easier to carry and access touring gear, while a Utemaster Centurion canopy was fitted over the tub to keep everything protected from the elements.

The Shark also got a proper outback workout, heading into the Simpson Desert alongside a 79 Series LandCruiser. The Shark completed the trip and added some serious real-world experience to its long-term test.

Now it’s time for someone else to take the keys. With the aftermarket gear already fitted and 23,889km on the clock, our Shark is ready for its next chapter.

Marks 4WD in Melbourne, Victoria, has announced that it is now the Australian agent for Arctic Trucks, and it will have vehicles available for purchase very soon.

Arctic Trucks was formed in Iceland more than 35 years ago as a specialist division of Toyota to develop fully OEM-approved vehicle versions suited to tackling the rugged and beautiful extremes of ‘The Land of Fire and Ice’. At the heart of these builds, significantly taller and wider tyres enabled the increased traction, flotation and suspension effect needed to successfully traverse the range of challenging terrains and conditions, from glaciers and snowfields to rocky trails, volcanoes and more.

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Arctic Trucks (↗) converted vehicles have developed such a reputation for design and engineering that they have been officially accepted by multiple automotive OE manufacturers, including Toyota, Isuzu, Nissan and more, who offer ‘AT’ vehicle versions officially through their dealership networks in multiple global markets. Arctic Trucks also has divisions and OEM distribution spanning the UK, USA, Norway, Sweden, Poland, Africa and South Africa, and now it’s here in Australia.

The first two AT conversions to roll out of their Moorabbin workshop are the AT37 Toyota Prado and AT35 Isuzu D-MAX, and they gave us the chance to drive them before the official launch at the Melbourne 4×4 Show, where you can check them out for yourselves from August 21-23.

It’s on the cover of our August issue (see above). Also keep an eye out for an upcoming feature article on how they handled local tracks.

Mahindra has unveiled its all-new global ute, revealing the production version of its long-awaited Global Pik-Up concept three years after it was first shown in South Africa.

The new-generation dual-cab will be sold as the Scorpio Lifestyler in India and the Mahindra Lifestyler in international markets, with Australia and New Zealand among its target markets.

The Lifestyler is set to launch in India by April 2027, while Mahindra has yet to confirm an Australian launch date, local pricing or detailed mechanical specifications. Speaking to the team at the event, a mid-2027 launch in Australia could be on the cards, with South Africa expected to be the first international market to get the Lifestyler.

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However, Mahindra has stopped short of confirming an Australian launch date, Australian pricing or detailed mechanical specifications. Speaking to the team at the event, a mid-2027 launch in Australia could be on the cards, with South Africa expected to be the first international market to get the Lifestyler.

Designed at the Mahindra India Design Studio in Mumbai and developed at Mahindra Research Valley in Chennai, the Lifestyler is built on Mahindra’s next-generation body-on-frame architecture.

Mahindra says the ute combines load-carrying ability, off-road capability, technology, safety and everyday comfort, and has been developed to global engineering and safety standards. The company describes it as being designed for both “payload and playload”.

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Three different Lifestyler expressions

Mahindra used the unveiling to display three distinct interpretations of the new ute: Valley, Reef and Trail.

Rather than calling them variants, Mahindra describes them as “expressions” of the Lifestyler rather than confirmed production trim grades. They do, however, give an indication of how Mahindra intends to position the eventual model range.

The Valley Edition is designed around a mix of work and leisure, combining practicality with a more refined cabin. Finished in Artemis Grey, it is the most work-focused of the three.

For off-road-focused drivers, Mahindra revealed a Trail Edition. Finished in Sahara Beige, it is the most overtly adventure-focused of the three and previews how Mahindra could target buyers who currently gravitate towards utes such as the Mitsubishi Triton, JAC T9 and Nissan Navara.

Lastly, the Reef Edition is aimed more directly at recreational and lifestyle buyers. Its Aquareef finish is inspired by the colours of the ocean, with its focus on outdoor use and exploration.

It is not yet clear which equipment displayed on these vehicles will make production, or whether Valley, Reef and Trail will become official Australian model names.

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What do we know about the new Mahindra ute?

For now, the confirmed technical details remain limited.

Mahindra says the Lifestyler has been engineered around capability, durability, safety and refinement, but has not announced its engine output, transmission, four-wheel-drive hardware, towing capacity, payload or individual axle ratings.

A 6300kg GCM was referenced during the presentation, although the other figures needed to assess its real-world towing credentials have not been disclosed.

Mahindra says the Lifestyler brings together authentic pickup capability and durability with global engineering and safety standards, advanced technology, sophisticated design and refinement. The company has also highlighted its versatility for work, adventure and everyday use, but more detailed specifications are expected closer to launch.

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Australian pricing remains unknown

Mahindra has not announced Australian pricing for the Lifestyler.

The company has confirmed that Australia is one of the international markets being targeted, but local pricing, specifications and model grades have not yet been confirmed.

That means it is too early to draw meaningful comparisons with established dual-cab utes on price or equipment. The Lifestyler will need to be competitively priced if Mahindra is to make an impact in Australia’s crowded ute market, but there is currently no official Australian pricing guidance.

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When will the Mahindra Lifestyler launch?

The Scorpio Lifestyler is set to make its Indian-market debut by April 2027.

Mahindra has confirmed that Australia is one of the international markets being targeted, but the company has not yet announced when Australian deliveries will begin.

The Lifestyler evolves the Global Pik Up concept first shown in Cape Town in August 2023, with the production vehicle now set to carry the Scorpio Lifestyler name in India and Lifestyler name in international markets.

“The Scorpio Lifestyler is inspired by how our customers work, play and explore,” said Mahindra chief design and creative officer Pratap Bose. “Combining bold exterior design, plush interiors and SUV-like comfort with unmistakable Mahindra toughness, it brings style and refinement to every journey.”

The production vehicle’s engine, transmission, towing capacity, payload, dimensions, Australian model range and pricing remain the major unanswered questions. More information is expected as the Lifestyler moves closer to its 2027 launch.

After a few days exploring the sandstone gorges and emerald waters of Boodjamulla National Park, the Post Office Hotel at Camooweal felt like the perfect place to end the day.

Just 12km from the Northern Territory border, the pub has been welcoming weary travellers for generations, and with a campdraft in town, it looked like half the district had turned up for dinner as well. There’s a moment when driving west across Queensland’s far north-west when the landscape seems to stretch forever. The road straightens, the horizon widens, and the kilometres begin to roll by almost unnoticed.

The Barkly Highway is one of Australia’s great touring roads, connecting Queensland with the Northern Territory across vast cattle country and some of the most remote landscapes on the continent. Somewhere near the border sits the small town of Camooweal and one of the region’s most important watering holes, the Post Office Hotel Motel and Caravan Park.

Like many great outback pubs, the Post Office Hotel is far more than a place to grab a cold beer. It’s a meeting place, an overnight stop, a refuge from the heat and, often, the first sign of civilisation after a long day behind the wheel.

Whether you’re towing a caravan, tackling the Gulf tracks, heading for Boodjamulla National Park or simply crossing the country from east to west, chances are you’ll find yourself pulling into the pub’s carpark sooner or later. And when you do, you’ll quickly discover why travellers have been stopping here for generations.

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Camooweal and the Barkly Highway

The first thing that strikes you about Camooweal is its location. This is true border country. The Northern Territory line sits just down the road, and the town has long served as a gateway between two jurisdictions and two very different landscapes.

To the west lies the immense Barkly Tableland, where cattle stations stretch beyond the horizon. To the east, the roads lead towards Mount Isa and the rugged Gulf Country. For more than a century, travellers, drovers, truck drivers and station workers have passed through this part of the world.

The Post Office Hotel has become part of that journey. Positioned prominently beside the Barkly Highway, it’s impossible to miss. Dust-coated 4x4s fill the carpark, caravans line the adjoining campground and road trains rumble past throughout the day. It’s exactly the sort of scene you’d expect from a classic outback pub.

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Boots, Akubras and cold beer

Step inside and the atmosphere changes immediately.

The weekend I rolled into town, Camooweal was buzzing with a campdraft. By dinnertime, the pub was packed with competitors, their pressed check shirts, polished R.M.Williams boots and well-worn Akubras a reminder that this is still serious cattle country.

Most of the hats stayed firmly planted on heads throughout the evening, only coming off when a Black Angus porterhouse, rump steak or chicken schnitty landed on the table. For a traveller passing through, it felt like stepping into a scene straight from the Australian bush – authentic, unpretentious and exactly what an outback pub should be.

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The heat and dust of the highway are replaced by cool air, cold drinks and the easy-going hospitality that country pubs do so well. Most patrons gravitate towards the wraparound front balcony, where cold beers, passing road trains and conversations about road conditions provide all the entertainment required.

Travellers gather around tables swapping stories from the road, while locals catch up over a beer after a day on the station. Before long, you’re discussing cattle prices, fishing spots on the Georgina River or recent adventures through Boodjamulla National Park.

It’s a reminder that while technology has changed the way we travel, outback pubs remain one of the last places where strangers still strike up conversations without needing an introduction.

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Exploring Camooweal and the Gulf Country

The hotel also plays an important role as a base for travellers exploring the region.

While many visitors simply pass through on their way between Queensland and the Northern Territory, others use Camooweal as a jumping-off point for exploring the area’s lesser-known attractions. The nearby Georgina River provides a surprising ribbon of life through an otherwise dry landscape, attracting birdlife and offering a peaceful place to stop and unwind.

For those interested in the region’s pastoral history, Drovers Camp is well worth a look. Located on the edge of town, the collection of historic buildings and memorabilia offers a glimpse into the lives of the drovers, stockmen and pioneers who opened up this rugged corner of Queensland long before the arrival of bitumen highways and air-conditioned 4x4s.

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A short drive away, the remarkable limestone formations of Camooweal Caves National Park provide a glimpse into an ancient underground world. While access is restricted to protect the fragile cave systems, the surrounding country remains a fascinating reminder of the geological forces that shaped this remote corner of Queensland.

Then there’s the cattle country. You don’t spend long in Camooweal before realising that cattle built this town. Massive stations dominate the region, and the rhythms of station life still influence the community today.

Road trains hauling livestock are a constant presence on the highway, and stories of droving, mustering and life in the outback remain part of everyday conversation. It’s easy to imagine the generations of stockmen, drovers and travellers who have passed through the hotel’s doors over the years.

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Steaks, stories and a place to stay

Like many outback pubs, the Post Office Hotel has evolved to meet the needs of modern travellers.

The motel accommodation and adjoining caravan park make it a convenient overnight stop for those tackling long-distance journeys, while the swimming pool offers welcome relief during the hotter months.

Hungry travellers won’t go home disappointed, either. The bistro menu is exactly what you’d expect from a pub serving a hardworking cattle district, with grain-fed Black Angus steaks, crumbed steak, chicken parmigiana, battered barramundi and generous pub classics all featuring prominently. Looking around the dining room, the steaks appeared to be the meal of choice, which is hardly surprising given you’re sitting in the heart of some of Australia’s most productive cattle country.

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Yet despite these additions, the pub retains the relaxed character that makes country pubs so appealing. There’s no rush here. People arrive tired from the road and leave feeling refreshed. A cold drink turns into dinner, dinner turns into a conversation and, before long, another hour has slipped by. It’s part of the charm of travelling through remote Australia.

The best outback pubs aren’t necessarily the oldest, biggest or most famous. They’re the ones that make you feel welcome the moment you arrive. The Post Office Hotel achieves exactly that. It sits quietly on the edge of Queensland, serving travellers from every corner of the country while remaining firmly connected to the surrounding landscape and community.

For 4×4 drivers heading towards the Gulf, caravanners crossing the Barkly or adventurers exploring Queensland’s north-west, it’s more than simply a place to stop for the night. It’s part of the journey.

As the afternoon sun begins to sink across the plains and another road train disappears into the distance, it’s easy to understand why so many travellers choose to linger a little longer in Camooweal. Somewhere between the cold beer, endless skies and stories shared around the bar, the Post Office Hotel captures everything we love about outback pubs. And that’s reason enough to pull over.

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Post Office Hotel FAQs

Where is the Post Office Hotel?

The Post Office Hotel is located on the Barkly Highway in Camooweal, Queensland, just 12km from the Northern Territory border.

Does the Post Office Hotel have accommodation?

Yes. Motel accommodation is available, along with powered and unpowered caravan sites. There’s also a swimming pool, amenities and laundry facilities, making it a convenient overnight stop.

What beers are on tap at the Post Office Hotel?

Beers on tap include Hahn Super Dry 3.5, Hahn Super Dry, XXXX Gold, XXXX Ginger, Stone & Wood Pacific Ale and James Squire 150 Lashes.

What food does the Post Office Hotel serve?

Food highlights include 300g Black Angus rump, 250g Black Angus porterhouse, chicken parmigiana, crumbed steak, battered barramundi and chips, BBQ buffalo wings and house-made pizzas.

What facilities does the Post Office Hotel have?

The pub features a wrap-around front balcony, main public bar, pool table room, bistro dining and an onsite bottle shop.

Who is the Post Office Hotel popular with?

It’s a popular meeting place for station workers, travellers and locals, as well as caravanners, truckies and 4×4 travellers passing through Camooweal.

Why should you stop at the Post Office Hotel?

Just 12km from the NT border, the pub offers a classic outback atmosphere, cold beer, hearty meals and genuine cattle-country hospitality. Campdraft weekends add plenty of country character.

We’ve now clocked up a fair few off-road kilometres in our secondhand N80 Lux and are getting to know it pretty well.

For a relatively stock rig, it parties hard in low range. The traction control remains one of the best systems in the game and, even on basically bald all-terrains, it made it through a few tracks that have stopped similarly specified vehicles cold. However, the harder we pushed it, the more apparent it became that the tyres were at their limit and that we were relying a little too heavily on the Bushranger winch for comfort. We needed more traction.

We’re on a budget, so we started shopping around for some decent-looking hybrid all-terrains, which sit somewhere between traditional all-terrains and muddies, and came across Radar Tyres. We’d been hearing good things about the brand, so we decided to give its Renegade RT+ tyres (↗) a run.

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The Radar rundown

While relatively new to Australia, Radar (↗) has been on the global stage for 20 years.

Along the way, it has collected accolades for becoming the first carbon-neutral tyre company and the first tyre company to support breast cancer research. It has also chalked up some competition-proven credibility with entries in the Baja 1000, one of the world’s most gruelling off-road endurance races.

If there’s anything that improves the look of a 4×4 more than a set of aggressive rubber, we’re yet to find it. The Renegade RT+ tyres were initially a bit of a worry, feeling vague on-road and not particularly planted through corners, but a quick call to Radar revealed the pressures were far too high for the compound.

After dropping them to 34psi up front and 36psi at the rear, the ride improved markedly. Still, we decided to reserve judgement until we’d wheeled with them.

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Off-road performance

With our nose pointed down a medium-difficulty track, low range engaged and the tyres aired down to around 16psi, we were ready to rock.

Our test trail is a mixture of scrabbly rock gardens, loose dirt, sill-deep bogholes and some pretty nasty muddy sections – perfect for testing some fresh rubber. The first thing we noticed was that the Radars bagged nicely over the rocks without sacrificing much in the way of high-speed dirt handling. They also provided better-than-decent grip on the rocks, which was a pleasant surprise given their price point.

While the skull-and-crossed-pistons sidewall design may not be everyone’s cup of premix mojito, the tyres provided a fair bit of lateral grip in the ruts. Again, they exceeded our expectations in that regard.

As for mud performance, well, we got bogged. A quick winch recovery had us on our way and, to be fair, it was probably more a case of driver error – not enough jandal – than any lack of performance from the tyres. Still, they’re not dedicated muddies, so expecting them to deliver mud-tyre levels of grip in the slop was probably asking too much. Everywhere else, they more than proved themselves up to the task.

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Final thoughts

The Radar Renegade RT+ (↗) is a budget tyre that delivers better-than-expected off-road performance while remaining civilised enough on-road. The key to getting the best from it is dialling in the pressures to suit your vehicle.

It took us a few tweaks to get them just right, and any significant change in weight – such as carrying a heavy load, towing a large trailer or driving completely empty – will require a little more or less air. That doesn’t make them difficult to live with; it simply means you need to pay attention to what they’re telling you.

They’re built for wheeling, with stone-ejector technology, three-ply sidewalls and a relatively soft compound. We’re not necessarily expecting exceptionally high mileage from them, so we’ll be paying close attention to rotation intervals. That said, we’d do the same with more expensive tyres, and the trade-off is worthwhile for the off-road performance – especially at this price.

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FAQs

What type of tyre is the Radar Renegade RT+?

The Renegade RT+ is a hybrid all-terrain tyre that sits somewhere between traditional all-terrains and muddies.

What features does the Radar Renegade RT+ have?

The tyres feature stone-ejector technology, three-ply sidewalls and a relatively soft compound. They are built for wheeling and provide a fair bit of lateral grip in the ruts.

How does the Radar Renegade RT+ perform on-road?

The Renegade RT+ initially felt vague on-road and not particularly planted through corners, but the ride improved markedly after the pressures were dropped to 34psi up front and 36psi at the rear.

How much do the Radar Renegade RT+ tyres cost?

The RRP for the LT265/70R17 Radar Renegade RT+ is $339 per tyre.

Auxiliary battery systems are nothing new in touring 4x4s.

The premise is simple: A second battery powers accessories such as camp lights and a fridge while remaining isolated from the vehicle’s starter battery, eliminating the risk of draining it and becoming stranded.

Just as the number and type of electrical accessories people carry in their vehicles have changed over the years, so too have auxiliary battery set-ups. What once involved simply adding a second lead-acid battery, isolated from the starter battery by a solenoid or even a heavy-duty switch, has evolved into far more sophisticated systems.

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Today’s 12V set-ups can include DC-DC chargers, solar inputs, AC chargers, smart shunts, relays and large inverters capable of powering 240V appliances on the road. Many set-ups have one or two display panels for monitoring and controlling the system, while others allow you to do so wirelessly via a phone or other handheld device.

There are plenty of products available to do the job, but getting everything to work reliably and in harmony is the real trick. When it came time to install a 12V system in our 2026 HiLux, we chose Projecta because the company had some new technology we were keen to try. Projecta calls this system its Intelli-iQ Power Hub (↗). It is a fully integrated package of components designed to work together for the best result.

Our Projecta Intelli-iQ Power Hub set-up

Our Projecta set-up starts with a pair of 100Ah lithium batteries.

We chose two 100Ah units rather than a single 200Ah battery for packaging reasons, tucking them into what would otherwise be wasted space behind the wheelarches. They are mounted in MSA 4X4 battery boxes alongside the MSA drawers. Battery charging is controlled by a 50A DC-DC charger with solar input. This unit manages charge from the vehicle’s alternator and the 155W solar panel mounted on the roof rack, while the system is monitored and configured via a 50mm touchscreen.

While the screen might sound small, it’s a clever inclusion that saves space inside the vehicle. All set-up and monitoring functions can also be accessed through the Projecta Intelli-iQ app. The touchscreen can still be used when needed, but the app is generally easier and more convenient, provided your handheld device remains within Bluetooth range of the system.

A 2000W IntelliPower pure sine wave inverter supplies power for appliances such as electric cooktops and microwave ovens, as well as battery chargers and other high-draw devices.

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Smart relays and app control

While the auxiliary battery and charging technology is similar to what we’ve seen before from Projecta and other brands, the new part of this system is its use of smart relays to control accessories through the Intelli-iQ app.

Not only does this allow users to switch accessories on and off via a phone, but if the phone is connected to the vehicle through Apple CarPlay or Android Auto, the Intelli-iQ app appears on the multimedia screen, putting all the controls within easy reach. We’ve fitted two iQ smart relays to the HiLux: a multi-channel unit for the lights and accessories in the canopy and a single-channel relay for the Ironman Raid light bar on the roof.

As well as switching the canopy lights and accessories on and off, we can adjust the light brightness, switch between amber and white modes and set the reversing lights to operate either manually or automatically when reverse gear is selected. It’s clever stuff and, at a time when new vehicles have next to no space in the cabin for additional switches or control panels, it places everything on the factory multimedia screen where it can be operated by the driver or front-seat passenger.

I and others have been critical of manufacturers moving commonly used vehicle functions into multimedia screens, but I’ve had no problem selecting and using the Intelli-iQ app through the HiLux’s display. The accessories managed through the app aren’t ones we need to switch frequently anyway, and most are set-and-forget.

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Installation

All the components of our Projecta Intelli-iQ Power Hub (↗) are mounted in a side storage compartment in the Ironman Raid canopy, where they are easy to access. We can also leave devices in there charging from the inverter.

The Intelli-iQ Power Hub is a comprehensive collection of components designed to work together and provide reliable power when we’re off the grid. Better still, it’s simple and intuitive to use.

The system was expertly installed in the HiLux by Sean Pinder at Pro Charge Performance & Tuning (↗) in Bayswater, Victoria. The workmanship is top-notch and the installation is beautifully laid out. Look him up for auto-electrical work and vehicle tuning in Melbourne.

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Pricing (RRP)

• Intelli-Power Pure Sine 2000W inverter (↗): $2990
• 100Ah Lithium Battery (↗): $1750
• DC-DC/SOLAR 50A Charger (↗): $699
• 2-inch IQ Smart Display (↗): $236
• IQ Smart Multi-Channel Relay (↗): $99
• IQ Smart Single Channel 40A relay (↗): $99
• 12v 155W fixed monocrystalline solar panel (↗): $350

Cast your mind back 215 million years to the Triassic period, when volcanic activity was rampant, dinosaurs roamed the land and massive eruptions were helping to trigger mass extinction.

It was at this time that these forces started to shape Australia’s landscape, especially the breakup of supercontinents around the world. Kroombit Tops in central Queensland was one of the places shaped during this period. Today, it’s a geological marvel, where the foundation of the park is rooted in intense volcanic activity.

It all started with a massive circular caldera – the depression formed when a volcano erupts and collapses – roughly 40km across, which collapsed under its own weight. Over millions of years, the surrounding land eroded, but the combination of hard volcanic rock and durable sandstone capping resisted erosion, resulting in the high-altitude plateau that rises to 940m on Kroombit Tops.

Today, spectacular 100m-high sandstone cliffs mark the edge of the plateau and can be seen particularly along the north-east sections. Creeks have since cut into this landscape, creating deep, narrow and rugged gullies, allowing both dry woodland and rainforest to thrive in this unique cool-climate area.

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4×4 access to Kroombit Tops from Monto

It had been a few years since I was last at Kroombit, and I was keen to head back in, but from a different direction. Last time, I came in from the north along Tablelands Road, which is suitable for towing off-road trailers, but this time I wanted more of an adventure.

My starting point was the little town of Monto, on the southern side of Kroombit. Today, it’s busy with dairy farms, tourism and large mines extracting thermal coal deposits, but back in the late 1840s, gold was found and the town grew for many years. Gold was mined between the late 1860s and around 1925, and the area was run by successive madams who housed, fed and generally exploited the local miners. It was estimated that 1200 women operated in the area.

Around Monto today, there’s plenty to see and do, including visiting the Three Moons silo art just out of town, the heritage museum, which is jam-packed with local memorabilia, and following the interesting but quirky cow trail that leads you around town to various points of interest. The main street has an early-1900s feel to it, with heritage buildings, a cultural centre and street art along Lister Street.

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Heading to Kroombit from Monto, I wandered up Cania Road and turned off towards the locality of Moonford, an easy 67km away. Moohan Creek Road has directions towards the park and passes through cattle and cropping properties. There are a few gates, but just leave them as you find them.

It’s a beautiful 70km drive heading towards Kroombit, with plenty of little creek crossings and scenic views. During the dry there’s no need for 4×4, but that would change during the wet, with higher creek levels and muddy hill climbs. At the park entry, the road changes to Clewleys Gap Road and is recommended for high-clearance vehicles, as there are more serious steep sections, a few blind corners and it’s pretty rutty. Queensland Parks (↗) suggests this road is okay for off-road trailers, but nothing less capable.

At the top of the ridge along Clewleys Gap Road is a Kroombit Tops National Park information board with a stack of park info. It suggests taking a photo of the park’s 4×4 tracks, as there’s not much mobile reception at Kroombit.

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Kroombit Tops tracks, camping and lookouts

The next port of call, just up the track, is the Rainforest Walk.

This tiny pocket is very unexpected, and something you’d expect to see along the coastline rather than in a dry timber forest, but it all stems from volcanic activity millions of years ago that left behind rich red soil and an array of sub-rainforest trees, palms and ferns.

Another spot to stop at is the Kroombit Tops Lookout, where on a fine day you can see as far as Gladstone on the coast. There’s a toilet here, seating at the lookout and plenty of interpretive signs to explain how significant this area is. The lookout provides spectacular views into the eastern escarpment, looking over the Boyne Valley, and down below you can see ribbons of dark green rainforest among the paler eucalypt woodlands.

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The forests of Kroombit Tops are also the southernmost point where the rare and endangered Semon’s leaf-nosed bat is found. This little creature is only found from here north to the tip of Cape York. There are only four vehicle tracks through the park, and Tableland Road is the main access point, with the other tracks shooting off it. It’s also where you’ll find the Griffiths Creek day-use and camping area, just 11km from the lookout.

It’s a peaceful setting with huge grassy sites, fire rings, non-potable water taps and, surprisingly, a dump point for portable toilets. There are no toilets here – only back at the lookout – so either come prepared or it’s going to be a drive every day. The camping area is accessible from the north along Tableland Road from Calliope, if you’re here for the day or exploring in an SUV.

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Beautiful Betsy and the Bomber 4×4 Track

Apart from the amazing geology, most visitors come to Kroombit to visit Beautiful Betsy, a WWII Liberator bomber that crashed into a remote part of the park in 1945.

She was a B-24D heavy bomber that served just one mission into Timor in 1943, but suffered significant damage, only to be hit by a storm a year later before damaging her undercarriage on landing. Betsy was decommissioned, as the damage was too great to send her back into combat, and after being stripped of her wartime colours and interior, she was put back to work as a freight plane flying all over Australia, as well as being used as a parachute-jump training aircraft. The plane was named after the pilot’s beautiful wife, Betsy.

In 1945, she was on her last run from Darwin to Brisbane with six crew members and two passengers on board, never to be seen or heard from again for 49 years. It was only when a park ranger was back-burning in an isolated section of Kroombit that he spotted the wreckage.

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Notification was sent to America, and a team from Hawaii was sent out to comb the area for personal items, medals and skeletal remains. One of the two passengers on board was British Flight Officer Albert Cannon, who was finally on his way to Brisbane to marry his sweetheart. His best man, Flight Lieutenant John Cook, was also on board.

The plane never arrived and no-one knew anything for 49 years. There’s very limited information on what actually happened, but suggestions are that the plane may have been flying low under dense cloud or ran into trouble at daylight. Investigators found that no parachutes had been opened, the landing gear was still up and the plane hit the ridgeline mid-fuselage. The wings were snapped off and the four engines were found a hundred metres up into the bush with twisted props, indicating the plane was at full throttle.

The Bomber 4×4 Track takes you to The Wall carpark, and it’s from here that the 1.6km walking trail to the crash site begins. It’s a quiet place as you meander around the walking track, looking at pieces of the plane where they came to rest after breaking off during impact. There’s also a memorial plaque to the eight servicemen who passed away, just near the main fuselage.

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Razorback Track and 4×4 route to Biloela

Back out at the carpark, you can head out along the Bomber Track or tackle the Ridge Track, which is one-way only back out to Tableland Road. Rated as a moderate 15km track, it has steep drop-offs, rocky hill climbs and cliff-line views.

I decided to head east from Kroombit down the Razorback Track, which is for high-clearance 4x4s only and is closed during wet weather. It starts near Griffiths Creek camping area and travels for nearly 30km towards Biloela. Most of the track is a beautiful drive along the ridgelines, with stunning views back into the park, highlighting just how rugged and isolated it is. At certain points along the way there are steep climbs, switchbacks and blind crests that will keep you on your toes. Allow two hours to get down to the park boundary and another hour to get out to civilisation. Towing is prohibited for these reasons, and it’s regarded as the park’s most isolated track. Queensland Parks will close it during wet weather.

My trip ended at Biloela, which is a service town for local mines, but there’s plenty to see and do in the region. Just out of town is Mount Scoria, a rugged basalt column that is the last remaining volcanic plug from the area’s former volcanic activity. Twenty-five million years ago, lava spewed out of this vent, covering much of the landscape. The local Gangulu people call the mountain Dangama Mungar, which means talking mountain. It’s a fascinating formation with huge basalt columns around the base.

The town’s heritage centre is a must-visit to delve into local history, with many different displays from the region. While there are only a couple of 4×4 tracks in Kroombit National Park, it’s a fascinating place to explore and camp for several days.

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Kroombit Tops National Park FAQs

Where is Kroombit Tops National Park?

Kroombit Tops National Park is 400km north-west of Brisbane and 100km south-west of Gladstone in Queensland. Access is available from the north, west and south, depending on your vehicle. The nearest towns are Biloela and Monto, both around 60km away.

What is there to see and do at Kroombit Tops?

It’s a remote and isolated park where you can camp, visit a WWII plane crash site and tackle the 4×4 tracks. Monto and Biloela have heritage centres and museums, while Kroombit Tops itself has a cool climate, rugged sandstone cliffs and elevations approaching 900m. The main attraction is the WWII bomber crash site.

What are the 4×4 tracks like at Kroombit Tops?

Conventional SUVs can access Kroombit from the north along Tableland Road, which is also suitable for towing. The Razorback Track to the west, down to Biloela, is for high-clearance 4x4s only. Towing is prohibited and the track may be closed in wet weather by Queensland Parks.

From Monto, Mahoon Creek Road is also recommended for high-clearance 4x4s, with several creek crossings and a steep, rocky climb up Clewleys Gap. Towing is allowed with decent off-road trailers. The 4×4 tracks within the park are fine in the dry, but low range will be needed when wet.

Where can you camp at Kroombit Tops?

Griffiths Creek is the main camping area and a good base for exploring the park, with large grassy sites, fire rings, a dump point and non-potable water. There are no toilets, so come prepared. Razorback camping area has limited sites and no facilities, while Kroombit Tops Lookout has spectacular views and a pit toilet.

What facilities are available near Kroombit Tops?

Biloela, Monto and Calliope have facilities to stock up before heading to Kroombit, plus heritage centres and local attractions. Campsite bookings need to be done online (↗). The walk to the WWII crash site is heritage listed and suitable for anyone with a moderate fitness level.

A 467kW (635PS) Defender OCTA has played a vital role in helping JCB set a new land speed record with its hydrogen-powered Hydromax at Utah’s Bonneville Salt Flats.

A bespoke push plate fitted to the front of the Defender allowed it to move the 2550kg JCB Hydromax from a standstill at the start of each record run. The Hydromax’s gearing was designed for high-speed record setting, with event regulations allowing it to receive a push start for a maximum distance of 300m before accelerating under its own power.

The OCTA’s integrated, crash-tested winch mount provided the basis for the push plate, while additional fixing points were added, including a brace bar connected to the Defender’s front recovery point. The winch mount’s deformable crumple zone was also disabled for the application. The completed setup was tested at speeds well above those required by the JCB team to ensure it could handle the job.

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“Defender OCTA was the natural choice as a push vehicle. In traditional circuit racing, you’re racing against time but when setting land speed records we’re racing against distance – and the quicker we can get up to speed, the safer it is and the better performance we can have. It has also been a fantastic opportunity to combine the talents of two British engineering giants.

“We’re operating on a surface that is incredibly loose, in an environment where the effective altitude rises as the temperature increases through the day, which can be a challenge for naturally aspirated engines. That makes the combination of Defender OCTA’s all-wheel drive capability and twin-turbo V8 performance perfect for the task,” said Lee Harper, Chief Engineer, JCB Hydromax.

The Defender had to push the Hydromax from a standstill to 60mph (97km/h) within 300m, at an effective altitude density equivalent to up to 2244m above sea level. The OCTA’s twin-turbo V8 and 48V mild-hybrid system provided the throttle response and sprint performance needed for the job.

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The OCTA’s 6D Dynamics suspension was also important. Its hydraulically interlinked, continuously variable semi-active dampers help control body roll and pitch under hard acceleration, helping maintain the push plate angle as the Defender accelerated with the Hydromax behind it.

Ian Johnson, Engineering Delivery Director, JLR said: “Maintaining a level attitude while accelerating hard was important to avoid unsettling the JCB Hydromax. With so much additional weight attached to the front, we wondered if we would need to ballast Defender OCTA to meet the challenge, but in testing its 6D Dynamics suspension kept everything level without adding any additional weight – while Defender OCTA’s performance meant we could easily reach the target speed well within the 300m distance allowed by the regulations.”

The OCTA’s all-terrain capability came into play again after each run. Once the Hydromax had completed its run, the Defender could head across the salt flats to reach it for the return run, with the two vehicles sometimes ending up miles from the original push position.

The JCB Hydromax ultimately reached 406.320mph (654km/h), setting a Southern California Timing Association Speed Record and an FIA world hydrogen land speed record. The vehicle was driven by world land speed record holder Andy Green OBE.