How to Build a 4×4 That’s Perfect for Long Road Trips and Touring Adventures

WORDS: Ocean Road Editorial Staff PHOTOGRAPHY Supplied

I still remember my first big trip. Loaded up the old ute with more gear than sense, a swag strapped to the roof, and headed off into the High Country. Made it about three hours before I realised I’d packed everything except common sense. The suspension bottomed out on every corrugation, the fridge drained the battery before sunset, and I spent half the trip wishing I’d actually thought things through.

That was years ago. Since then, I’ve done a few things right, made plenty more mistakes, and spent way too many hours talking suspension and setups with blokes who’ve forgotten more about touring than I’ll ever know. If you’re building a 4×4 for long road trips and touring adventures, here’s what actually matters.

Pick Something You Can Fix in the Middle of Nowhere

Everyone’s got an opinion on which 4×4 is “best.” Truth is, the best touring vehicle is the one you can keep running when you’re six hours from the nearest town.

I’ve seen LandCruisers with 400,000km still ticking along like they just left the showroom. I’ve also seen guys in modern dual-cabs cruise past fuel stations while I’m stressing about my range. The common thread? They picked something with parts availability and a reputation for not leaving people stranded.

Whatever you choose, make sure it’s got a solid service history and that you actually understand what’s under the bonnet. Touring has a way of exposing weaknesses you didn’t know existed.

Don’t Go Crazy with the Lift

One thing I notice at campsites—everyone wants to talk about how high their truck sits. But here’s what I’ve learned from actual kilometres on the clock: a massive lift is often more trouble than it’s worth.

A two-inch lift done properly will get you through 95% of the tracks you’ll actually want to tackle. It keeps your centre of gravity sensible, which matters when you’re loaded up with a rooftop tent and a few weeks’ worth of supplies. And your driveline angles stay happy, which means you’re not replacing CV joints every second trip.

Focus on quality springs and shocks instead. Get springs rated for the weight you’ll actually carry—not what you think you might carry one day. And good shocks? They’re the difference between arriving feeling fresh or feeling like you’ve been in a boxing match.

Tyres Are Not the Place to Be Cheap

I learned this one the hard way. A mate and I were halfway up the Cape when a budget all-terrain decided it had had enough. Sidewall split clean open. No spare because I’d skimped there too. Cost me two days, a lot of sweat, and more cash than I’d saved in the first place.

Decent tyres with a proper load rating aren’t cheap. But neither is being stranded. Most touring guys I know run a reputable all-terrain—something with a proven record on Australian roads and tracks. And they carry a full-size spare. The blokes heading really remote often take two.

Steel wheels get a bad rap for being heavy, but I’ve seen people bash a steel rim back into shape on a rock and keep moving. That’s harder to do with an alloy.

Weight Sneaks Up on You

Here’s something nobody warned me about when I started out: you’ll add gear bit by bit, and before you know it, you’re carrying half a tonne more than you should.

Every drawer, every battery, every tool adds up. And it all affects how the vehicle handles, how much fuel you burn, and how quickly things start wearing out.

Best advice I ever got was to lay everything out before installing anything. Ask yourself honestly—do I actually need this for the trips I’m doing? Keep heavy stuff low and centred. And if you’re getting close to your vehicle’s GVM, look into a GVM upgrade. It’s not about legality as much as it’s about not cooking your suspension and chassis over years of loaded driving.

Power Setup Matters More Than You Think

First time I went away with a proper dual-battery setup, I felt like I’d discovered fire. Suddenly the fridge stayed cold overnight. Phones charged. Lights worked. No more stressing about whether the starter battery would have enough juice to get me home.

Lithium batteries have changed the game in recent years—lighter, more usable capacity, and they charge faster. But they need the right system to go with them. Solar is a solid addition too, especially if you like staying in one spot for a few days without running the engine.

The main thing is to get it installed properly. Dodgy wiring and cheap components will let you down when you’re furthest from help.

Don’t Forget About Staying in Touch

There are still plenty of places in this country where your phone becomes a very expensive paperweight. If you’re heading into those areas, a UHF radio is basic kit. It’s how you talk to other travellers, how you know what’s coming on the road ahead, and how you call for help if you need it.

For remote travel, I wouldn’t go without a PLB or something like a satellite messenger. Costs a bit upfront, but it’s cheap peace of mind when you’re hours or days from the nearest road.

Recovery Gear Is Insurance—But You Need to Know How to Use It

I’ve been stuck more times than I’d like to admit. Sand, mud, a rut that turned into a trench—you name it. Having recovery gear is one thing. Knowing how to use it safely is another.

A basic kit with a rated snatch strap, shackles, and proper recovery points front and rear will get you out of most situations. A shovel is non-negotiable—it’s amazing how often digging a bit of sand away solves the problem faster than yanking on straps.

If you run a winch, practice with it before you actually need it. Too many people mount them and never touch them until they’re in a stressful situation.

Make It Comfortable or You Won’t Want to Keep Going

Here’s something that doesn’t get talked about enough: touring is meant to be enjoyable. If your setup is a pain to live with, you’ll cut trips short or stop taking them altogether.

A good fridge that doesn’t drain your battery overnight. A cooking setup that’s simple enough you’ll actually use it after a long day. Sleeping arrangements that let you actually rest. These things matter.

I went through three different camp setups before landing on what works for me. Everyone’s different. Just don’t convince yourself that being uncomfortable is part of the adventure—it’s not.

Seeing What Others Are Doing Helps

One thing I’ve found useful over the years is looking at how experienced builders put vehicles together. Not to copy exactly, but to understand the thinking behind their choices.

There are shops around the country that specialise in touring builds, and the good ones have figured out what works and what doesn’t through trial and error. Places like AutoCraze have a 4×4 builds section that’s worth a look if you’re planning a build. Their Big Builds gallery shows everything from weekend warriors to serious remote tourers. It’s helpful to see how different setups tackle weight distribution, suspension choices, and electrical systems.

Not every build will suit your needs, but looking at a few dozen gives you a sense of what’s possible.

Take Your Time and Enjoy the Process

Building a touring 4×4 isn’t something you finish overnight. The best setups I’ve seen evolved over years, with the owner learning what they actually needed through real-world use.

Start with the basics—reliable vehicle, decent tyres, safe recovery points. Take it on a few trips. See what frustrates you, what works well, what you wish you had. Add from there.

Because at the end of the day, the goal isn’t to have the biggest, most modified truck in the campground. It’s to have a vehicle you trust to take you places worth going—and to get you back again safely. Everything else is just details.