The cave was only a few miles off I-89 near Lake Powell and the Glen Canyon Dam, though with temperatures nearing 100 degrees in mid-May, it wouldn't be the most pleasant hike. Fragmented arrowheads and ancient soot stains offer a glimpse into what life here was like a thousand years ago. It's the sort of natural museum that doesn't have a parking lot and, for most of us, demands a willingness to hike. But we were exploring these treasures in the comfort–and air conditioning–of a Nissan Frontier Pro-4X.
We joined Nissan on a two-day excursion around the Utah desert ahead of Overland Expo West to better understand overlanding. As we learned, the right vehicle is just the start of a successful expedition.
The Covid-19 pandemic reminded us that the great outdoors was still great and, crucially, could be enjoyed while maintaining six feet of distance from others. Overlanding was a natural beneficiary: self-contained, socially distanced, and asking nothing of crowded airports–or crowds at all.
Overlanding is vehicle-supported travel where the journey, rather than the destination, is the whole point. It lives on a spectrum. A weekend activity on one end, a lifestyle of months–or even years–spent living out of a vehicle, known as a "rig" on the other. Either way, the throughline is self-sufficiency and a willingness to travel beyond the paved road.
"Overlanding is vehicle-supported travel where the journey, rather than the destination, is the whole point."
Like the relationship between a rectangle and a square, all overlanding involves some degree of off-roading, but not all off-roading is overlanding. You can spend a day rock crawling, call it off-roading, and go home to your bed each night. Overlanding asks for more–primarily, that your bed travels with you, be it in the form of a hammock strung next to your rig or a tent pitched atop your truck's roof rails.
Similarly, overlanding and camping aren't synonymous, but you can't overland without camping. Camping runs a wide gamut–as strenuous as a hike in to a backcountry campsite or as comfortable as a drive-up campground on the edge of town. Overlanding, however, involves driving–not walking–beyond civilization and into nature before settling down to make camp.
Off-roading
Camping
Overlanding
What's the point?
The obstacle or trail
The destination or campsite
The journey itself
Where do you sleep?
Home
Campsite (fixed)
Wherever you stop
Vehicle role
The challenge
Transport to destination
Home base and transport
Self-sufficiency required?
Not necessarily
Partially
Yes
Pavement optional?
Yes
Usually no
Yes–that's the point
Choosing the Best Truck for Overlanding
The last thing you want to deal with when you're miles from pavement is a broken rig, and the Nissan Frontier's robust construction and familiar powertrain make it a favorable choice for overlanding.
The Ridgeline, while comfortable to drive on roads, is a unibody pickup design that just isn't suited for wide-ranging life off-road. The Gladiator is the opposite: a hardscrabble truck designed specifically for the dirt and miserable to drive on pavement. Nissan plays the role of baby bear: its body-on-frame architecture makes it a capable crawler but it doesn't suffer on long highway drives.
You simply can't address the midsize pickup market without acknowledging the Toyota Tacoma, the perennial best-seller in its segment and a fixture at Overland Expo. The Tacoma has steered into more modern engineering as of late, with electric power steering and turbocharged four-cylinder engines. It still maintains its dominance on the sales charts, but the Frontier has benefited, too, scooping up plenty of buyers still drawn to its heavier, more "truck-like" hydraulic steering and the predictable swell of power from its no-turbo V6.
In addition to being more capable than the Ridgeline and more comfortable than the Gladiator, the Frontier also offers better value than the Tacoma. The PRO-4X trim is genuinely well-equipped for off-roading thanks to Bilstein shocks, aluminum and steel skid plates, a two-speed transfer case, an electronic locking rear differential, and a multi-terrain system. All of that comes with a $43,565 MSRP (including a $1,695 destination fee). The Tacoma Trailhunter and TRD Pro trim levels may come better equipped from the factory, but both start well north of $60,000.
We split driving duties with Stephan Edwards, an associate editor at Expedition Portal and Overland Journal. Included on his resume: nine months living out of a Land Rover Defender across half of Africa, and another year crisscrossing the American west in his own second-generation Nissan Frontier. Doc Brown may have said it first, but Edwards has lived it: where he's going, he doesn't need roads.
Talking with Edwards, you can't help but ask questions. This man has spent a remarkable amount of his life overlanding. Get him going, and he'll happily share these stories.
On the topic of overlanding a midsize pickup like the Frontier rather than something larger, Edwards noted, "Keeping things lightweight is a good move. As a midsize pickup, the Frontier is more nimble and manageable off-road than a full-size truck, SUV, or Sprinter van would be. It's not the most spacious rig, but with the right outfitting, it's enough for a couple."
The highest compliment you can pay an overlanding vehicle is that it stops being something you think about. Somewhere on the third or fourth trail outside Page, that's exactly what happened with the Frontier. The truck became infrastructure–which is where it needs to be.
We drove a Nissan Frontier on this trip, but the principles that made it work apply to whatever you're driving. What follows is what we learned–about hardware, kit, and planning–that any beginner can take and use.
What Your Rig Actually Needs
Nissan's NISMO arm offers a wide array of off-road-specific accessories. Our test truck, a top-of-the-line Frontier PRO-4X, benefited from NISMO-branded higher-performance front and rear suspension components, an extra 1.5-inch lift kit, rock sliders, a cat-back exhaust, and critically, 17-inch beadlock wheels wrapped in BF Goodrich KO2 all-terrain tires.
If you're planning to build an overlanding rig, tires are where you want to start. The Nissan Frontier PRO-4X comes standard with Hankook Dynapro all-terrain tires, and while these are a clear step up from all-seasons, they provide noticeably less traction than the KO2s. Multiple trucks in our convoy were equipped with Hankooks; they ultimately made the trip with little fuss, but our tester was better equipped to handle sand and rock.
The ideal overlanding vehicle has genuine four-wheel drive (4WD); a general all-wheel drive (AWD) system won't cut it. AWD systems are designed for traction on pavement. They distribute power automatically but aren't designed for sustained off-road stress. 4WD systems, particularly those used with body-on-frame trucks like the Frontier, are built to handle the heat and abuse of steady, consistent use.
Low-range transfer cases are another must-have. This technology isn't new, but it's still critical to off-roading. By reducing gear, you trade speed for pulling power. Low range gives you a very limited top speed but expands the amount of usable torque available at that speed.
A locking differential is the final key piece of hardware worth understanding before you hit the trail. A standard differential sends power to whichever wheel has the least resistance, which off-road is usually the one already slipping or lifted off the ground. All the power goes to the wheel that can't use it. A locking differential forces both wheels on an axle to spin at the same speed regardless of traction, meaning power reaches both wheels even if one is completely airborne. The Frontier Pro-4X comes equipped with an electronic-locking rear differential, and on more than one occasion in the Utah desert, it was the difference between forward progress and a frustrating stop.
Must-have
Nice-to-have
4WD with low-range transfer case
Locking front differential
All-terrain tires
Lift kit (1.5–3 inches)
Skid plates
Rock sliders
Traction boards
Kinetic recovery rope
Air compressor (portable or onboard)
Onboard air with locking differential integration
Navigation (map book at minimum)
Satellite communicator (Garmin inReach or similar)
Building Out Your Overlanding Kit
The hardware that gets you off-road is only part of the equation. Once the mechanical foundation is sorted, the next question is how to make your rig livable for days or weeks at a time. At Overland Expo West, we got a look at the 2026 Ultimate Overland Vehicle–a Frontier PRO-4X painted Afterburn Orange and built in partnership with AllDogs Offroad Coop–which offered a useful benchmark for what a fully realized overlanding build looks like in practice.
Photo: Overland Expo
Start with power. Before speccing any accessories, understand your power situation–because it determines what everything else can do. A stock vehicle's single battery is designed to start the engine and run the truck, not to sustain a refrigerator, charge devices, and power lighting overnight while parked. A dual-battery system solves this by isolating a second deep-cycle battery from the starter battery through a battery isolator or DC-DC charger. You can draw the auxiliary battery down completely without risking a no-start the next morning.
Understanding your power budget before buying accessories saves money and prevents problems in the field. A 12V electric cooler draws roughly 4–5 amps continuously, which translates to 40–50 amp-hours overnight. A properly sized 100Ah auxiliary battery gives you comfortable headroom for that plus lighting and device charging. A single stock battery does not. Paired with a solar charging panel, a dual-battery setup can sustain a rig indefinitely in sunny climates like southern Utah–the truck becomes its own power station.
Decide where to sleep. The Tune Outdoor M1Lite on the Ultimate Build illustrates how thoughtfully engineered shelter can preserve rather than compromise vehicle capability. At 322 lbs, it's a hard-sided pop-up with over six feet of standing room when deployed, a panoramic canopy with six integrated windows, and more than 330 feet of T-track for configuring storage. Most overlanders start with a roof-top tent rather than a truck camper–it's a lower-commitment entry point–but the M1Lite's design philosophy of maximum livability at minimum footprint is a useful framework regardless of what you end up running.
Keep your food fresh. For cold storage, the Ultimate Build ran the TRAVOCA Rigel 60L, a dual-zone electric cooler that lets you run a refrigerator and freezer compartment simultaneously, with temperatures adjustable via a Bluetooth app down to -4°F. The specific model is high-end; the category isn't optional. Once you have a proper auxiliary battery, any quality 12V electric cooler eliminates the cooler-and-ice logistics that define car camping and meaningfully reduces your planning burden on longer trips.
Manage your tires. The ARB Brushless Twin Motor air compressor on the Ultimate Build represents the right end of the air management spectrum–an onboard permanent-mount unit with a 100 percent duty cycle that handles back-to-back inflation sessions without rest intervals. A portable unit gets the job done when you're starting out. But airing down to around 18–20 PSI is standard practice on sand and rock, and the more seriously you take it, the more an onboard unit earns its place.
Each of these pieces of kit–the camper, the fridge, and the compressor–represents the high end of its category. You don't need to spend at that level to get started, but understanding why those choices were made helps clarify what you're actually solving for.
Accessory
Problem it solves
What to know
Dual-battery system
Overnight power without draining your starter battery
Foundation of any serious build; size the auxiliary battery to your expected draw
Solar charging panel
Replenishing auxiliary battery while parked
100–200W is practical for most rigs; pairs with a DC-DC charger for efficiency
Electric cooler
Food storage without ice logistics
Requires auxiliary battery for overnight use; dual-zone models run fridge and freezer simultaneously
Air compressor
Airing tires down for the trail, back up for the road
Onboard permanent-mount compressors are more capable than portable units; a must-have, not a nice-to-have
Shelter (truck camper or roof-top tent)
Sleeping off the ground, out of the elements
Roof-top tents are the approachable entry point; truck campers add livability at the cost of payload and maneuverability
Traction boards
Self-recovery in sand, mud, and loose terrain
First recovery tool to buy; usable solo without another vehicle
Satellite communicator
Two-way communication and SOS without cell service
Non-negotiable for solo travel; strongly recommended for remote routes. Garmin inReach is the standard.
Planning Your Overlanding Route
The Glen Canyon area is a natural starting point for overlanding in the American southwest. The region sits at the intersection of Bureau of Land Management (BLM) land, national recreation areas, and state trust land, which means access is generally open but requires some homework before you leave the driveway.
Edwards is pragmatic about planning tools, particularly when it comes to maps. "DeLorme and Benchmark are the best options for map books," he told us. "BLM and USGS maps benefit from being hyper-detailed, but BLM's consumer resources haven't kept pace in recent years." For digital planning, he was equally direct: "OnX is the go-to for hobbyists these days. iOverlander is great for crowd-sourced resources like campsites and water sources, and the 2.0 version that came out last year has much better maps."
Seasonal timing matters in southern Utah more than most places. The window between late March and early June is generally ideal: temperatures are manageable, washes are passable, and the crowds that descend on the region in summer haven't arrived yet. By mid-May, when we made the trip, daytime highs were already pushing triple digits. Plan your driving for early morning and use the midday heat for camp setup or rest.
Permit requirements in the Glen Canyon National Recreation Area are straightforward for vehicle-based travel, but dispersed camping rules vary by zone. Check the BLM's Utah state office resources and the National Recreation Area's site before finalizing any route.
How to read trail difficulty ratings
Two rating systems are in common use on US trails. The color/symbol system is administered by the US Forest Service and BLM and is what you'll see on trailhead signs. The numeric 1–10 scale is used by apps like OnX Offroad and the broader overlanding community.
Color/symbol system
Green circle (Easiest): Wide gravel and fire roads with gentle grades. Suitable for beginners and stock 4x4s.
Blue square (More Difficult): Narrower trails with some climbs and moderate obstacles. Best for intermediate drivers.
Black diamond (Most Difficult): Steep, narrow, and technical with major obstacles. Expert skills and a spotter required.
Numeric 1–10 scale
1–2 (Easy): Maintained gravel and dirt roads with mild ruts, small rocks, and shallow water crossings. Stock 4WD in high range. Good starting point for a first trip.
3–4 (Moderate): Steeper grades, ledges up to 12 inches, larger rocks. Stock 4WD with all-terrain tires handles a 3; level 4 favors high-clearance vehicles with skid plates.
5–6 (Difficult): Narrow trails, deep ruts, ledges up to 24 inches, steep off-camber climbs. Bigger tires, lockers, and vehicle armor recommended. Bring a spotter.
7–10 (Extreme): Custom-modified or specialty vehicles and expert-level skills required. Not beginner territory by any measure.
Recommended Route Planning Resources
OnX Offroad: primary navigation and trail difficulty reference for US hobbyists
DeLorme / Benchmark Atlas: the benchmark for physical map books; essential backup if you lose signal
iOverlander 2.0: crowd-sourced campsites, water sources, and trail notes
BLM Utah: land access boundaries and dispersed camping regulations
USGS Topo Maps: elevation and terrain detail for route planning
How to Start Overlanding
The most common mistake beginners make is treating overlanding as an equipment problem. It isn't. Before you spend money on a roof-top tent or a dual-battery system, do a shake-down run: a single day trip on a moderate trail, close enough to home that a mechanical problem is an inconvenience rather than a crisis. You will learn more about your rig and your own comfort level in four hours of dirt road than in any amount of online research.
Go with someone who has done it before. Overlanding is frequently framed as a solitary pursuit–a person and their rig against the landscape. In practice, traveling with a group changes the experience entirely. You drive slower, stop more often, and pick up more knowledge in two days than you would in a month of solo runs. The overlanding community is, by reputation and in practice, generous with that knowledge. Clubs, local groups, and events like Overland Expo exist precisely to connect beginners with experienced travelers who remember what it felt like to not know anything.
When you're ready to spend money, spend it on recovery gear first: traction boards, a tow strap, and a portable air compressor for airing up your tires after leaving a trail. Add a map book–DeLorme and Benchmark are the standards–before you leave the driveway. A Garmin inReach or similar satellite communicator becomes non-negotiable once you're traveling solo or venturing into genuinely remote terrain. Roof-top tents and refrigerator drawers can wait.
For a first destination, consider approachable terrain with BLM access and good cell coverage as a safety net. Three solid beginner options in the American west: the Arizona Strip north of the Grand Canyon, the Eastern Sierra in California along the Volcanic Tableland, and the San Juan Mountains in Colorado.
Overlanding FAQ
How much does it cost to start overlanding?
A reasonable starting budget is $1,000 to $1,500 for gear, assuming you already own a capable 4WD vehicle. Overlanding gear is purpose-built and priced accordingly–quality traction boards alone run $250 to $300 a pair. That budget covers the recovery essentials: traction boards, a tow strap, and a portable air compressor. Camping gear adds to the cost if you don't already own it. The expensive phase comes later, when you start modifying the vehicle, but that phase is entirely optional for beginners.
Do you need a lifted truck for overlanding?
No. A lift increases ground clearance, which helps on technical terrain, but most beginner and intermediate routes are accessible in a stock 4WD truck or SUV. Tires matter more than lift height. A quality all-terrain tire on a stock vehicle will outperform an all-season on a lifted one. Lift your truck when the trails demand it, not before.
Is overlanding safe to do solo?
Solo overlanding is manageable with the right preparation, but it raises the stakes on everything that can go wrong. Tell someone your route and your expected return date. Carry a satellite communicator like a Garmin inReach so you can call for help without cell service. Start with routes that see regular traffic. The risk isn't the solitude itself; it's being stranded somewhere remote without any way to communicate.
What apps do overlanders use?
OnX Offroad is the most widely used navigation app among hobbyist overlanders in the US. iOverlander 2.0 is the best resource for crowd-sourced campsite and water information. For long-term travel or international routes, Map.me holds up well offline. OSMAnd is favored by technical users who want raw mapping data. Carry a physical map as a backup regardless of which apps you use.
Can you go overlanding in a stock vehicle?
Yes, with caveats. A stock body-on-frame 4WD truck or SUV with a low-range transfer case is capable on most beginner routes without any modification. The limitations show up on technical terrain: limited ground clearance, stock tires, and no recovery gear leave little margin for error. Start on forgiving routes, invest in recovery gear before any vehicle modifications, and build up gradually as your experience and your rig develop together.
What is the difference between overlanding and off-roading?
Off-roading is about the obstacle–the trail, the rock, the challenge. You drive it, you conquer it, you go home. Overlanding is about the journey. The vehicle is your home base, the terrain is your route, and the destination is wherever you decide to stop for the night. All overlanding involves off-roading, but not all off-roading is overlanding–in the same way all squares are rectangles but not all rectangles are squares.
What is a good first overlanding destination?
Choose somewhere with BLM access, easy-to-moderate trail ratings (1–3 on a 10-point scale), and reliable cell coverage as a fallback. Three approachable options in the American west: the Arizona Strip north of the Grand Canyon, the Eastern Sierra along California's Volcanic Tableland, and the San Juan Mountains in Colorado. All three offer genuine backcountry terrain without the technical demands that would require significant vehicle preparation.
Do I need a dual-battery system for overlanding?
Not for day trips or minimalist overnight runs, but yes for any serious multi-day build. A single stock battery can't sustain an electric cooler, lighting, and device charging overnight without risking a no-start the next morning. A dual-battery system isolates a dedicated auxiliary battery from your starter battery so you can draw it down completely without consequences. If you're planning to run an electric cooler on your trips–and you should be–a dual-battery setup is effectively required.
Matt believes you don't have to be a "car person" to love your car—you just need the right match. The right vehicle opens up your life, whether that's weekend drives, remote adventures, or simply making daily routines less of a grind. As Head of Content for CarGurus, US, he creates and oversees the site's written and video content, helping people find their ideal car. Matt has been working on the journalism side of the auto industry since 2014.
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