Adventure Advice

My reluctance (inability?) to cook anything other than a bloody good feed of bacon and eggs while on camping trips is the stuff of bush legend. “Can’t cook, won’t cook” my mates whisper about me. While so many four-wheel drivers have embraced their inner Gordon Ramsay and now relish the task of whipping up a gourmet campfire feast for the wildly sophisticated palates of their family, friends and f

Should a caravan be level when towing?

Truck people know Iveco well, but the average 4WD enthusiast might not. This Turin-based truck arm of Fiat was the result of amalgamation of several European truck makers in 1975 and has no tie-up with Fiat-Chrysler, other than product sharing of some diesel engines.The Daily range emerged in 1978 and was a heavy-duty extension of the Fiat Ducato range, but with rear-wheel drive instead of front-wheel drive and a truck-style ladder frame.As with the Ducato line-up the Daily range includes vans with different wheelbases and heights, cab/chassis, including crew cabs and single-tyred and dual-tyred rear-axle variants.Now in its fourth generation, the Daily comes as a rear-wheel drive 4x2 or a 4x4. Principal buyers of 4x2 models are pick-up and delivery fleets and the 4x4s go mostly to miners, councils, fire brigades and recreational vehicle owners. The latter usually mount motorhome or camper bodies behind short-cab or crew-cab versions.The original 4x4 van and cab/chassis version was available in the second-generation Daily, from the mid-1990s and some of these made their way to Australia.I remember testing a Daily 75PC 4x4 Britz campervan version and, while being impressed with its excellent off-road ability, I understood why Britz abandoned the marque soon after: final drive ratios more suited to pushing a mini-snow-plough blade around European ski resorts meant very high engine revs at highway speeds and most of these ‘renters’ blew up.There are still a few of them around: an ex-Britz campervan was spotted on the Pacific Highway in mid-2018 and there is still a cab/chassis working for the local council at Nukurr in Arnhem Land.Iveco rethought the Daily 4x4 for some time and came up with a new concept in 2011. The new-design Iveco Daily 4x4 range was released in 2013. In place of the first model’s independent wishbone front end was a live, rigid front axle, suspended on taper-leaf springs. Ground clearance was greatly improved, along with gearing that suited highway cruising as well as off-road crawling. However, a flexible ladder-frame chassis meant that a box-body van version was not available, so the 2013 Daily 4x4 was restricted to short-cab and crew-cab bodywork.Brilliant off road credentials and more than twice the payload of a ute ensured good business for this capable machine. Refinements were added in mid-2016 and in 2018 and a greatly expanded range was released in Europe in late 2018. Interestingly, in what will be a MY2019 model when released in Australia, Iveco has abandoned the live front axle, in favour of a return to the torsion-bars of yesteryear and the reintroduction of van bodies as well as cab/chassis.Ground clearance is less, but centre of gravity is lower and ride and handling should improve greatly. Let’s look at the Iveco Daily 4x4’s score Down Under since 2013.The Daily 4x4 version was built around a turbocharged diesel engine, six-speed main transmission and, unusually, a three-speed transfer box, front and rear live axles fitted with across-axle diff locks and an additional diff lock in the transfer case.Two turbochargers operating in series helped the engine punch out 125kW (170hp) at 3000-35000rpm, with peak torque of 400Nm in the most-used 1250-3000rpm band.The truck offered twice the payload of a 4x4 ute and better comfort and off-road ability than Japanese 4x4 light trucks, for around 80 grand at launch. The Daily also appealed to buyers who wanted ute-like wheel track width, single tyres front and rear and a semi-forward-control configuration.The Iveco Daily 4x4 came as a two- or three-seat short cab or a six- or seven-seat crew cab and all outboard seating positions had lap-sash seat belts. The standard driver’s seat in both models was an ISRI air-suspended and heated seat and the standard passenger seat was a two-place bench. However, an air suspended, heated single-passenger seat was optional. The rear bench in the crew cab seated four.Equipment levels were carry-overs from the class-leading Iveco Daily 4x2 models and included ABS/EBD vacuum/hydraulic, disc and drum braking (ABS was cancelled when the centre differential is locked for off-road driving); seat belt pre-tensioners; power windows; remote central locking; powered, heated main mirrors and manual-adjust spotters; trip computer; three DIN slots, including a CD player/radio; USB outlets; cruise control; climate-control air conditioning/heating; engine fan cut-off; engine immobiliser and headlight beam-height adjustment.Both Daily 4x4 models were built on a 3400mm wheelbase, giving excellent approach, departure and ramp-over angles of 50, 30 and 150 degrees, respectively.In the interests of car-licenced driver operation the standard gross mass rating was 4495kg, but for those with a light-truck licence the vehicle could be purchased with an increased 5200kg GVM rating, without any modification being necessary.At the lower GVM rating the single cab had a body and payload capacity of 1795kg, and 2800kg at the higher rating. The crew cab had a standard payload of 1505kg and 2510kg at the higher GVM rating. All Daily 4x4s could pull a 3500kg trailer.On road, the main transmission operated in either direct-drive (1.0:1.0) or under-drive, via a lever that selected a 1:1.24 reduction. When driving with the transfer case in high range the truck’s highway gearing dropped cruising revs at 110km/h to a shade over 2500rpm. In this mode, fuel consumption worked out around 11.5-13.5L/100km, when we tested a part-loaded 2013 model.It’s as well that the fuel consumption was good, because the standard fuel tank capacity was only 90 litres.In under-drive the transmission was set up for dirt-road and track driving, with a lower-speed gearset. For example, in under-drive the road speed at 2500rpm was only 90km/h. The under-drive-into-direct shift could be done with the vehicle moving.For serious off-road work the vehicle was operated in deep-reduction low range, but had to be stopped before the low-range lever was moved. As with high-range operation the transmission could operate in under-drive or direct in low range and the reduction ratios were 1:3.87 and 1:3.12, respectively.In low-low the overall reduction was a class leading 100:1! Typical 4WD ute low-range reduction is in the 40:1 to 70:1 region.Daily 4x4 single-cab/chassis model tipped the scales at 2.7 tonnes – about the same weight as a LandCruiser 200 Series station wagon!For 2017 the Daily 4x4 configuration was unchanged, but the new model was more civilised. The cab exterior and interior were noticeably different.The post-2017 engine variants were Euro 6 complaint, although there was no legal need in Australia for that level of emissions control. The Daily engine had a 25-litre AdBlue tank for its selective catalytic reduction (SCR) emissions control system.With series turbocharging the three-litre engine obviously could produce more than 430Nm, but the torque curve was capped to deliver peak torque across a very wide rev band – ideal for an off-road machine, where the driver doesn’t want a sudden, traction-busting wallop of torque as engine revs change.Another, mechanical, reason for limiting the peak torque is the Daily 4x4’s considerable gearing reduction. With more engine torque the driveline and axles would have to be made larger – heavier – and that’s not in the interests of keeping tare weight to minimum.Speaking of weights, the optional GVM was raised to 5500kg. SRS airbags were made available in September 2018.An obvious omission from the 2013 specification was Bluetooth connectivity, but that was remedied in the 2017 model. Another inclusion was a battery isolation switch, to ensure the starting battery couldn’t be accidentally drained.Also added was an ESP9 braking system that included automatic skid reduction (ASR); trailer recognition with trailer sway mitigation; a hill holding feature; brake-fade pressure boost and roll-over intervention.RRPs in August 2016 were $88,000 for the single-cab/chassis and $94,000 for the crew-cab/chassis – up eight grand on the previous post-2013 models.By February 2019 pricing had increased still further, up to $104,000 for the short-cab and $111,000 for the crew-cab.No matter how much testing truck makers do, there are inevitable issues that develop with first-generation products in the Australian environment. The Iveco Daily was no exception.An ongoing problem with the Daily – as it is with all highly-electronic 4x4s – is diagnosis of issues in the bush. Unfortunately, Iveco country dealers are heavy-truck oriented and not so familiar with the Daily innards.Like all common-rail diesel engines the Daily engine needs perfectly clean fuel and any contamination can cause major problems. Also, the engine is Euro 6 compliant from 2017, dictating a full kit of exhaust after-treatment devices, including AdBlue for the selective catalytic reduction (SCR) system.Several owners have had braking issues, quoting situations where the front discs became red hot while the rear drums remained cool. The culprit was invariably a poorly-set-up load proportioning valve on the rear axle. That was eliminated from the 2017 model by the fitment of an ESP9 braking system. Another common complaint from owners of Dailys that travelled on corrugated roads was mangled transfer case mounting bushes. Iveco reckons the latest-generation bushes have solved that problem and they can be retro-fitted to post-2013 models.Although the Daily 4x4’s overall ground clearance was class-leading the front axle/steering design puts the anti-sway bar and the tie rod in front of the axle, behind a protective grate that intrudes into the approach angle and invariably bangs into rock shelves. It’s a shame the anti-sway bar couldn’t have been designed as a higher installation, with rod connections down to the spring plates. The tie rod, ideally, should be behind the axle housing.We’ve driven 2013 and 2017 Daily 4x4 single- and crew-cab evaluation trucks with varying loads on and off road. We’ve also driven several Dailys that have been fitted with motorhome bodies, including some Earthcruiser variants with GVM increased to six tonnes.All these machines had a definite presence, because the slightly modified Daily 4x2 cab sat up high on a purpose-built, box-section frame. Doing pre-trip checks under snub-nosed bonnet meant standing on the new three-piece bumper!Fortunately, getting in and out of the skyscraper cab was easy, thanks to an additional step bolted under each doorsill. The crew cab got rear-door entry steps as well.Seat adjustment for reach, rake and driver’s weight was easy and the 2017 seats were lower than the previous perches. Also, the new steering column and smaller wheel were better positioned. The 2017 cab had a taller windscreen, improving off-road, steep-country vision and pedal disposition was more central than previously, although the pedals were a tad close together for fat-boot work.The main transmission lever poked conveniently out of the dashboard and the two transfer case levers were close by the seat, allowing unfettered walk-through to the near-side door, or to the rear seat in crew-cabs.All Daily 4x4 vehicles drove well on sealed roads and had no trouble keeping up with traffic. Ride quality was firm, but better than that in Japanese forward-control light trucks and fat sway bars front and rear did a good job of limiting body roll in corners.On the open road the Daily was happy to cruise all day at legal speeds and noise was minimal.Vision was excellent in all directions; the wiper/washers worked a treat and the standard headlights were OK for town work. However, the 2017 cab had changed headlight positions that suggest worse lighting, so driving lights should be high on the shopping list.On dirt the Daily was in its element and the under-drive gear set was perfect for these conditions. The vehicle took corrugations in its stride.In off-road conditions the 2017 Daily 4x4 maintained the marque’s stature as one of the world’s most capable machines. Despite the Daily’s height the wheel track wasn’t much different from that of smaller 4x4 machines, so it fitted comfortably on bush tracks.Most off-road challenges were done in first-stage low range and the deep-reduction gearing was needed only for the steepest sections.The diff-locking procedure was logical and easily performed: Button One on the dashboard locked the centre differential and Button Two locked the rear diff. The Daily handled most obstacles without the front diff needing to be locked, but when it was engaged a beeper reminded the driver that steering was heavily compromised. Diff lock engagement and disengagement was quick.The diff locks operated faultlessly and disengaged automatically as road speed increased.The 2017 hill-hold function was a boon in steep country, allowing easy restarts without stress on the driver or machine.The standard tyres – a mixture of 9.5R17.5 and 255/100R16 - were fine in hard-surface conditions, but for sand work fatter rubber was available in the form of approved after-market 37x12.50R17 LTs on steel-spoked wheels.We inspected several motorhome conversions on the Daily 4x4 platform and test drove two Earthcruisers, based on post-2013 and post-2017 models. In comparison with its Japanese light truck counterparts the Daily 4x4 has better ergonomics, better access, better on and off-road ride, handling and performance, as well as offering bodybuilders the option of a walk-through cab to body corridor. This latter feature isn’t possible with Japanese vehicles that have the engine located between the driver and passenger seats. The Iveco also has the option of a two-seat passenger bench, making the short-cab a three-seater.The Iveco-based Earthcruiser models had a fibreglass pop-top body, with inbuilt shower/toilet. Standard layout had an aft-set, transverse double bed, a dinette and an electric cooktop.In 2013 we checked out the first Earthcruiser Iveco prototype, based on a long wheelbase crew-cab chassis. The shower/toilet module was located in the doorway, forming a 'wet-entry' into the living space. This was a practical change that meant wet boots and rain gear could be left in this draining area, rather than trudging mud into the cabin.There have been many detail changes to Iveco Earthcruisers since 2014, but the proved layout continues.In 2017 Iveco introduced its Euro 6 compliant model, with revisions to the cab ergonomics and seating. This dictated some interior changes to the Earthcruiser models, but essentailly the current model has similar on and off road manners to the post-2013 range.Pricing for a 2017 Earthcruiser model started around $280,000.In late 2018 Iveco released new Iveco Daily 4x4 models at the IAA Show in Hanover. They’re due for release Down Under in the fourth quarter of 2019.The current Daily 4x4 is a military-style, high-mobility vehicle with live axles front and rear, high ground clearance and three-speed transfer case. That’s fine for those who need to conquer extreme terrain, but the configuration has some limitations for those who want a less ambitious vehicle.Put a motorhome body on this truck and it develops a high centre of gravity that’s not desirable in side-slope conditions. The 2019 variants are built around a dual-wishbone, independent front suspension and a chassis that’s much closer to the ground. In place of the three-speed transfer case with an ultra-low-speed bottom ratio is a more conventional two-speed transfer.Standard is a six-speed manual and there’s an eight-speed Hi-Matic automated manual transmission option.Billed as the most comprehensive line-up in its class the 2019 Daily 4x4 range includes cab/chassis, van, chassis/cowl and crew-cab versions, with a choice of single wheels all around or duals at the rear.Also, there are GVMs up to 7.0 tonnes, with 4.3-tonnes payload, maximum load of 2700kg on the front axle and 5000kg on the rear axle.All variants are powered by the current 180hp, three-litre engine and come with four-wheel disc brakes with ABS and Electronic Stability Program (ESP). Traction gear includes centre, front and rear differential locks.The Daily 4x4 vans are 5.5- and 7.0-tonnes GVM models, with a choice of manual or auto boxes. Cargo volumes are 9.0 to 18 cubic metres for the single wheel off-road models and from 16 to 18 cubic metres for the dual-rear-wheel, all-road models.We’re looking forward to providing more details of the 2019 Daily 4x4 range and an on- and off- road test.

Grey nomads are a very clever mob. And you’d certainly hope that’s the case because grey nomads – defined as “Australians over 55 years old who travel for an extended time — from weeks to months — and cover more than 300 kilometres in a day across semi-arid and coastal Australia”* – are, by their very nature, experienced at life and its many challenges and, hopefully, they are wiser versions of the rest of us. (* That’s according to abc.net.au, and who am I to argue with them?)Grey nomads seek comfort and functionality in their vehicles and their moveable accommodation (camper-trailer/caravan etc), but, perhaps even more than the rest of us, they like getting absolute value for money from those things, and during their travels.They’re not shy of spending top dollar on their camper-trailer/caravan at purchase time, but they’ll want it to be as close to perfect for them and their lifestyle as is possible from the get-go.Any flaws or niggles – perceived or otherwise – will be discovered and addressed as needed while grey nomads are on the move.We’ve already tackled the best grey nomad vehicles, but what vehicle-based accommodation options do grey nomads favour? They’re out there towing and camping and frequenting caravan parks, so let’s check out what we reckon are the top three. A camper-trailer provides a gateway of sorts for anyone, not just grey nomads, into the world of vehicle-based adventure travel. In its most basic form a camper-trailer is simply a trailer with a built-in tent and storage space.As you’d imagine, there are many different types of camper-trailers across many price-points, stretching from basic no-frills but very popular sub-$10,000 new models (such as Australian-made campers from Brisbane-based Walkabout Campers), to top-quality new $30,000 campers (such as Aussie-made Cub Campers’ products), through to fully kitted-out new campers that each seem to pack everything you’d ever need into one $50,000 (and up) package (such as something from Aussie company Patriot Campers). Camper-trailers are available in many different formats, including soft-floor, hard-floor, rear-fold camper, forward-fold and pop-top. (The names are kind of self-explanatory, but for more specific explanations read our Advice yarns and camper reviews in the Adventure section of carsguide-com.au.) They may have ample storage, a slide-out stove, a sink and much more. Different layouts and design mean there are different set-up and stow-away processes for campers. A soft-floor camper has a bit more all-round flexibility for the user, in terms of available storage space, but there are always ways around any problem – again, perceived or otherwise.As with anything, design, materials, ease of use, build quality and engineering vary, depending on pricing and on the manufacturer. Do your research and remember: just because something is cheap as chips doesn’t mean it’s good value, or that it is better suited to your travels, your plans and your lifestyle.Also, if you plan to take your camper off-road make sure, before you buy it, that it’s actually built for such a purpose – with a robust structure, and good off-road tyres and suspension as standard – rather than simply believing some over-exaggerated sale hype. (Sometimes “off-road” in camper-trailer and caravan parlance means “a well-maintained gravel track in dry weather”.)Keep in mind too that the weight of a camper-trailer can range from less than 500kg, through to 1500kg, depending on how much gear it has as standard, how many add-ons you get for it, and how robust its chassis is.New and used camper-trailers for sale can be found on-line and in the real world, But, be warned, at time of writing, demand far outweighed supply because of everyone’s eagerness to get out and about and buy up most of the exisiting camper-trailer stock, after being locked down due to covid restrictions. And remember to read the warranty and the fine print. Caravans have come a long, long way since your family towed an old Viscount or Millard to and from your mob’s favourite caravan park. Compared to those basic-as-can-be caravans, contemporary examples are more like space shuttles. At the very least, a modern-day caravan has a comfy double bed, a kitchen, a lounge area, a shower and a toilet. Bigger caravans have more amenities onboard, but a bigger caravan also means that there’ll be more towing-related stress on your vehicle.In broad terms, caravans are either of the normal caravan variety (exactly what you imagine it to be), or a pop-top-style caravan which, as the name implies, has a top (or roof) that you raise, or pop up, when you’re at camp to give you more room inside, and is then lowered, closed and secured when it’s time to tow it. If you intend to go off-road in your caravan, follow the same process as you would for a camper-trailer: check that it’s a purpose-built off-roader with a tough chassis, as well as decent off-road tyres and suspension as standard.The bonus of a caravan is that you have pretty much everything you need right there in the ’van – it’s an all-in-one travelling entity – so all you need to do is find a campsite with a great view and pull up for a night – or more.Negatives include the sizeable initial outlay if you spend big and the fact a caravan adds another layer of complexity – and potential strife – to your travels.Also, worth noting is the fact a caravan can range in weight from 1500kg to 3000kg or so.Caravan prices range from $15,000 for a (very) used caravan through to more than $100,000 for a brand-new behemoth with the works. Some might regard the campervan or motorhome as the perfect mobile-accommodation solution for those who want to go camping and adventuring but they don’t want to tow anything, or they don’t want to have to set up anything when they arrive at their campsite of choice for the night. At the end of a long day’s driving sometimes the easy way (no setting up) is the best way.A campervan or motorhome is just that: vehicle-based accommodation built into the vehicle itself. In basic terms, an example – perhaps a classic VW Kombi, or a modified Volkswagen Transporter or Toyota Hiace – will have a bed, minor storage spaces, a simple kitchen, onboard power and more incorporated into the vehicle’s interior. Awnings and more can make the van more versatile, in terms of campsite set-up.Bigger versions of these – such as a ready-made Jayco Campervan or a modified Mercedes-Benz Sprinter, a robust Iveco Daily 4x4 or even the more-than US$250,000 Mitsubishi Fuso-based EarthCruiser EXP 2020 overland vehicle (Google it) – will have those features mentioned above, but will also add, at the very least, a toilet and shower, more kitchen features, aircon, more extensive plumbing, water tanks (plus grey water), and much more. They more closely resemble a house on wheels, than a vehicle.Price: For a small campervan, expect to pay $12,500 for a 1999 Hiace camper van that has almost 250,000km on the odo, and anywhere up to $150,000 for a brand-new highly-modified campervan.Expect to pay anywhere from $50,000 for a 2007 VW Crafter (with a 170,000km on the odo), and, for a much larger, heftier and comprehensively-equipped motorhome-style set-up, prepare to pay more than $130,000 for a new motorhome.Sydney company Trakka, which, it states, has been “designing, manufacturing and selling luxury campervans and motorhomes in Sydney since 1973”, is well-known and -regarded in the Australian market for producing top-quality examples of these types of vehicles. For an idea of Trakka pricing, its six-metre-long adventure-ready Akuna A2M, which has permanent standing height, full bathroom module (with electric stow-away sliding toilet to provide extra showering space) and more defined separate sleeping/cooking/living areas costs from $150,000 drive-away.For more details and hints and tips on what vehicle and vehicle-based accommodation might be best for you, read our advice yarns here in the Adventure section of carsguide.com.au, as well as our comprehensive reviews.

Grey nomads are a peculiar bunch – yet at the same time, they’re quite normal (whatever ‘normal’ implies in this day and age).Formally defined, according to the ABC, as “Australians over 55 years old who travel for an extended time — from weeks to months — and cover more than 300 kilometres in a day across semi-arid and coastal Australia”, grey nomads are really a microcosm of society, they’re just a bit older than some of the rest, that’s all.By the nature of their rambling lifestyle and sub-culture, grey nomads do a lot of travelling, and if a person, a couple or indeed a family does a lot of travelling, then a comfortable and capable vehicle is an absolute must.Note: I will be referring to 4WD variants in this yarn, but you’re just as likely to see 2WD versions kicking around in grey nomad circles.So, what grey nomads vehicles are preferred by the grey nomads themselves? What could be regarded as the best grey nomad vehicle? Well, read on. (Note: Before you rush headlong into the Comments section, scream-typing “Why is my not on this list?!”, please consider that any ‘Top’ list is a fluid thing, as absolute specifics are near-impossible to pin down. This list is, however, based on my extensive experience and that of my well-travelled colleagues and friends, as well as the many grey nomadic folk I know. Enjoy.) This stalwart of Australian 4WDing has long been a hit with grey nomads who drive on- and/or off-road for several reasons, and those include, but are certainly not limited to, its drivability (ease of use and comfort); its capability (in general driving terms, as well as for hauling heavy loads); its reputation for reliability (which is undeserved or has lapsed in recent years, some say); and its inherent fixability if something does actually go wrong. If you’re in the middle of nowhere, and you suffer vehicle-based strife, then you should be able to find or source Toyota parts without too much hassle – or at least that’s how the ol’ oft-repeated story goes.There is a major trade-off though: the LandCruiser is expensive, and that’s even in used form. Just ask anyone trying to buy a second-hand Cruiser about the dreaded and unofficial ‘Toyota tax’, i.e. the persistently high re-sale value of any Toyota that’s for sale, generally a Cruiser.There are plenty of Cruisers being used as grey nomad vehicles, but which Cruiser variant is the preferred choice of those over-50 adventurers who rely on a reliable, capable and comfortable long-distance tourer to tow their grey nomad caravans? Well, any kind, really. Take your pick: 80, 100, 105, or 200 Series... You still 60s kicking around too.Another Cruiser bonus: you can build up and customise your ultimate tourer with the help of Australia’s awesome aftermarket industry – think ARB, Ironman 4x4, TJM, and the like.You’d better hurry because the current model year Cruiser, with the 4.5-litre V8 twin turbo-diesel engine (200kW/650Nm), may represent your last chance to buy a new V8 version.Towing capacity is listed as 750kg (unbraked) and 3500kg (braked).Price: Expect to pay anywhere from $14,000 for a 1998 GXL (with 458,000km on the odo), to more than $80,000 for a new base-spec 200 Series and more than $120,000 for a top-shelf 2021 Sahara. This beefy well-respected 4WD wagon is another of Australia’s favourite touring vehicles and can be seen everywhere on the nation’s roads, and parked in caravan parks, or set up for camping.In Y62 Series 5 guise, it’s more than suitable for the nomadic lifestyle and it has proven itself time and time again as one of the most comfortably capable when called on to tow grey nomad caravans, or grey nomad camper trailers.Our recent road-test reviews have proven that any criticisms of the 5.6-litre patrol V8 Patrol’s fuel consumption being outlandish are off the mark because the big Nissan actually uses about the same as its rival, the diesel 200 Series – and the 298kW/560Nm Patrol costs considerably less to buy than the Cruiser does.As with the Cruiser, the Patrol can built up and customised as an ultimate tourer with the help of Australia’s great aftermarket industry (ARB, Ironman 4x4, et al).Towing capacity is listed as 750kg (unbraked) and 3500kg (braked).Price: Expect to pay anywhere from $19,000 for a 2010 Patrol ST (4x4), through to more than $100,000 for a new top-shelf 2021 Ti-L. It’s the Cruiser’s less macho little bro, but the Prado is still very popular because of its rock-solid reputation as a capable and comfortable touring vehicle.Easy to drive and with a dependable 2.8-litre four-cylinder turbo-diesel engine, the 150kW/500Nm Prado may have less Insta appeal than a 200 or 70 Series Cruiser, but it holds clear advantages for those of us who prefer to spend the lion’s share of our time in the real world.The Prado is – surprise, surprise – supremely well catered for, in terms of the sheer volume of aftermarket gear available for it.Towing capacity is listed as 750kg (unbraked) and 3000kg (braked).Price: Expect to pay from $15,990 for a 2010 Prado GXL (4X4), through to more than $90,000 for a new top-of-the-range 2021 Prado Kakadu. The Ranger has long been the standard against which all other dual-cab utes are measured, and its wagon stablemate, the Ranger-based Everest, is no different in its section of the market.Both are refined, comfortable and capable, and make great platforms as on- and off-road touring vehicles.The Ranger – with either a 3.2-litre five-cylinder turbo-diesel engine (147kW/470Nm) or a 2.0-litre four-cylinder twin-turbo diesel engine (157kW/500Nm) – makes for a solid and nice-driving unit.Same goes for the Everest, though because it’s a wagon, it lacks the Ranger’s utilitarian flexibility. But, no worries, because it more than makes up for that with its smoother ride and handling.The Ranger and Everest have become more and more prevalent on our roads in recent years and it’s not difficult to see why they appeal to grey nomads who crave comfortable and capable touring vehicles.A refresh though not desperately needed will be welcome.For hints or tips on how to deal with any vehicle-based strife or to help find the best vehicle for you, have a good read through the ‘Ask the guide’ section of carsguide.com,.au, and hit the forums.The Ranger has listed towing capacities of 750kg (unbraked) and 3500kg (braked).Price: Expect to pay from $11,500 for a 2010 Ranger XL (4X4), through to more than $78,000 for the top-spec 2021 Ranger Raptor 2.0 (4X4).The Everest has listed towing capacities of 750kg (unbraked) and 3000kg (braked) for all new Everest variants except Trend 2.0L Bi-Turbo Diesel (RWD / 4WD), Sport 2.0L Bi-Turbo Diesel (RWD / 4WD), and Titanium 2.0L Bi-Turbo Diesel (4WD), which each has a listed braked towing capacity of 3100kg.Price: Expect to pay from about $37,000 for a 2017 Everest Trend (4X4), through to $74,000 for the top-spec 2021 Everest Titanium (4X4). Though Mitsubishi is tipped to cease production of its Pajero altogether this year, this no-nonsense 4WD wagon still holds ample appeal for grey nomads and other tourers – and that’s why there are plenty of them around, on the blacktop, out in the bush and on our beaches.While not the most exciting off-roader in the market, in terms of looks or performance, the 3.2-litre four-cylinder turbo-diesel Pajero (141kW/441Nm) nevertheless has a legion of fans due to its simple, no-fuss and gutsy approach to life on and off the road. It’s not the heaviest hauler around (tow capacity is 3000kg), but it’s a gutsy unit.It’s easy to drive, very capable and very functional and – bonus – the 4WD Pajero also has Mitsubishi's supremely effective Super Select II 4WD system.The 2.4-litre, four-cylinder turbo-diesel Pajero Sport (133kW/430Nm), though light on in terms of towing capacity (3100kg) compared to segment rivals and dual-utes and general standard packability, still makes an appealing proposition as a tourer.Price: Expect to pay from $21,000 or so for a MY2010 Pajero GLS (4X4), through to approx. $63,000 for a top-spec Exceed (4X4).

There’s an interesting dichotomy in the world of caravanning and camping. At the same time as caravan parks and campsites are investing huge money to add facilities and improve the experiences they offer, caravan builders are making caravans that don’t need any of the facilities being funded. Just about every caravan to roll off an Australian production line is capable of ‘free camping’ in Australia for at least a night or two. That is, setting up in a campsite that’s devoid of any notable facilities (like a powered site or a toilet block, or even a café!), except for its desirable location. And it goes without saying; they cost nothing to stay at. For many grey nomads, it’s a way to simplify the experience or find out-of-the-way places. For others, it’s a way to stretch the budget so they can travel longer (or at all), see more things. In Australia, paid campsites and caravan parks can cost anywhere between $5 to $70 a night, so there are considerable savings to be made by staying somewhere free. There are free campsites all over Australia, even surrounding most capital cities, if you’re prepared to deal with some traffic noise. The condition varies, of course. Some of Australia’s best campsites don’t cost a cent, while some are so poorly maintained or in such inappropriate places that the $70 caravan park down the road is worth every cent. In general, camping in Australia is exceptionally safe, and that extends to free campsites. Most of the ones worth visiting are well-known, and some can be exceptionally busy. On the whole, though, the camps I mentioned herein are usually quiet, very pretty and close to great things to do. If you haven’t done much free camping before, the best thing to do is start small. Camp for 24 hours, overnight, in a well-known free campsite and see how you go. Or book an unpowered campsite at the local caravan park. Did you use much water or battery power? Could you extend that time to two nights next time? Once you’re comfortable with a couple of nights, assess your power and water needs, and consider adding solar panels and cut down on showering to extend your time off-grid – don’t look at me like that, you definitely don’t need a shower every day when you’re camping. Go for a swim, instead. Many people have written extensively in ‘everything’ you ‘need’ to go free camping, but really, you just need to know where to go first. Hopefully, this list solves that problem. 1. Dalys Clearing – Belanglo State ForestThis is an excellent ‘first-timer’ free camp really close to Sydney. The clearing looks over a small dam, is generally grassy and has a few pit toilets. You can light a fire if you bring your own wood, and although it’s a dirt road in, 2WD vehicles will be fine if it's dry. 2. Samurai Beach Campground – Anna BayIf you have a 4WD and are confident towing on a beach, Samurai has a neat little campsite tucked behind the dunes at the north end of the beach. Be warned, the beach is clothing optional, but it also has decent fishing and great surf, so it’s pretty popular. Bring your own toilet. Fires are not allowed. Find more information at beachdrivingaustralia.com.au/samurai-beach-new-south-wales/3. Mays Bend – BourkeRight on the black-soil banks of the Darling River on the north-side of Bourke, Mays Bend has heaps of space to spread out and get away from it all. There’s nothing here, except pretty views and poor mobile reception, so come prepared, but you’re only a few minutes from town and some of Bourke’s great attractions. Note: If there’s even a little bit of rain, the soil turns to sticky clay, so avoid it at those times. 1. Jowarra Park Area – Sunshine CoastThis is another excellent ‘first-timer’ if you’re looking for a free campsite on the Sunshine Coast. It’s a well-maintained rest area not far off the Bruce Highway often used as a stop-over by travellers. There are basic facilities, including flushing toilets. It can get busy late in the afternoons, so get in early to get a good spot. Follow the rainforest walk at dusk, and you might spot a platypus in the creek. 2. Birdsville Common – BirdsvilleJust on the outskirts of the famous outback town is a large, flat area in which to spread out, with a few trees to offer some shade. It’s only a few minutes into town and Birdsville’s famous pub and bakery. You’ll need to have your own toilet, but there are taps spread around the area providing drinkable bore-water. 3. Boulders Camp Area – Babinda BouldersWithin walking distance of the calming and picturesque Babinda Boulders, this grassy, shady, free campsite is perfect for a three-night maximum stay in Tropical North Queensland. You’re allowed to run your generator between 8am and 8pm, and there are toilets, cold showers, rubbish bins and a playground. 1. Red Lily Billabong – Kakadu National ParkIf you’ve got an off-road-ready and compact touring combination, the small free campsites on the edge of Red Lily Billabong are a great place to relax, do some fishing and maybe even spot a crocodile (so no swimming). Fires are allowed but come self-sufficient. Find out more at parksaustralia.gov.au/kakadu/stay/camping/red-lilly-billabong-campground/2. Little River – Carpentaria Highway, Cape CrawfordAbout 10km west of Cape Crawford, large clearings either side of the Little River are popular camps for travellers of the Savannah Way. Enjoy great views and vibrant birdlife. Bins are provided, and fires are allowed. 3. Curtin Springs – Lasseter HighwayAbout an hour from Uluru, Curtin Springs Roadhouse is a great stop-over for people visiting the iconic Red Centre attractions in the area. Unpowered camping is free, or you can book and pay for a powered site. Toilets and water are available, and fires are allowed if you bring firewood. Find out more at curtinsprings.com/wayside-inn/accommodation or call (08) 8956 2906.1. Lake BallardOne of Australia’s most distinctive artworks, by Antony Gormley, is walking distance from this campsite at Lake Ballard. Camp here for free and see his ‘Inside Australia’ sculptures, which dot the dry lakebed, part of “Australia’s largest outdoor gallery”. Find out more at lakeballard.com 2. James Price Point, The KimberleyStretching north from Broome in the Kimberley, the Dampier Peninsula is dotted with stunning, beachside campsites. The iconic red dirt (pindan), turquoise blues and scraggly greens of the vegetation create an incredible backdrop. Campers must be self-sufficient and will require a 4WD to access most camps. Find out more at visitbroome.com.au/stay/dampier-peninsula-campgrounds-and-accommodation3. Knobby Head, near DongaraJust north of Lake Indoon, road side on the Indian Ocean Drive, a few clearings near Knobby Head, right on the beach, are great spots to settle in for a few nights (maximum of three). There are no facilities, and you may need a 4WD for some sites (it’s all on mostly compacted sand). Bring a fishing rod. Find out more at dongaraportdenison.com.au1. Bunda Cliffs Lookouts – Nullarbor PlainWhere else can you camp right on the edge of the world? At several spots along the Nullarbor, you can camp right on the edge of the cliffs, overlooking the Southern Ocean. Through winter, spy southern right whales nursing young in the waters below, or just enjoy looking out to Antarctica. Most have no facilities, and take precautions if you're prone to sleepwalking.2. Drummond Lookout, Eyre PeninsulaOn the western coastline of the stunning Eyre Peninsula, you’ll find many free campsites on the beaches or clifftops – and if you’re prepared to pay just $10 a night, there’s even more! Drummond is a level clearing, looking west into the Bight with no facilities but an incredible view. Turn west the Eyre Highway at Point Drummond Road and drive till you hit the coast. 3. Cape Northumberland Lookout, Port MacDonnellPort MacDonnell is a quiet fishing and holiday town south of Mt Gambier and close to the SA/Vic border. This 24-hour free campsite is an excellent stop-over with stunning coastal views. There are no facilities, but the Port MacDonnell Foreshore Tourist Park, up the road, is a top spot if you like the area and want to stay longer. Find out more at www.dcgrant.sa.gov.au/discover/planyourvisit/accommodation1. Genoa Rest AreaFor those taking Highway 1 between Melbourne and New South Wales, this community-run campsite in Genoa is a great little stop-over. Donations collected help the locals maintain the campsite and its basic facilities, which include toilets, barbecues, bins and picnic tables. A 72-hour limit applies to stays here. 2. Snowy River Roadside Rest Areas – Marlo and OrbostMost people know the Snowy River for the ‘Man’ that came from it, but it actually meets the ocean at Marlo in Victoria’s Gippsland. Between Orbost and Marlo there are a handful of great free campsites right on the river. Usually, the western shore (Lochend Road) is quieter, but the eastern shoreline camps (Marlo Road) give better access to Marlo’s attractions. 3. Collendina State Forest, near YarrawongaI’ve singled out Collendina (which is actually on the NSW side of the Murray), but almost everywhere along the Murray River, between Albury and the SA/Vic border, camping at clearings on the rivers’ banks is free, and often well signed. Not many have any facilities, but it is easy to get away from a crowd and enjoy the quiet. Find this one about 15-minutes east of Yarrawonga, near the corner of Spring Drive and Fergusons Road. 1. Swimcart Beach, Bay of Fires Conservation Area, Binalong BayAlong one of the most spectacular stretches of Tassie’s east coast, some free campsites are available, right on the beach. Facilities are limited to basic toilets, but there are 28-night limits to stays, so you can settle in to enjoy the surrounds. Find out more parks.tas.gov.au2. Lagoons Beach CampgroundThis is one of the most popular campsites in Tassie because it’s right on the beach and easy to get to. There are good toilets, pets are allowed and so are fires. Avoid it during school holidays, when it can be bustling. 3. OatlandsWithin this historic town along the Midlands Highway, two campsites near Lake Dulverton are available to travellers for a small donation. Camp on the banks of the lake or in the shade of the historic Oatlands Mill while you explore the town. A 72-hour limit applies to stays, water is available, and public toilets are nearby. 

It’s often said that you have to challenge perceptions and traditions in order to achieve progress. So when Nissan moved, in 2000, to fit its successful Patrol franchise with an engine other than an inline six, Patrol enthusiasts everywhere were all ears.

Nissan’s RB30, 3.0-litre in-line six-cylinder engine has gone down in history as one of the best straight sixes of all time. Part of the RB family of inline engines (built in Japan from 1985 to 1991) that ranged from two to three litres, the RB30 in various guises has powered Australian cars ranging from all-wheel-drive supercars to butch off-roaders and every kind of taxi, police car and family w

It seems very odd, but Nissan’s 2.8-litre turbo-diesel six-cylinder as seen in Australian-delivered Patrols, actually began its development journey as a petrol engine. What’s strange about that is that petrol and diesel engines usually have vastly different design parameters to account for their differing characteristics.

Nissan’s TD42 engine as seen in the GQ and GU Patrols of the late 1980s and right up to 2007, was kind of the black sheep of the TD engine clan.