Overland Journal :: Gear 2013 by Overland Journal

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Overland Journal Gear 2013

NEW

Overland Journal Gear 2013

Content 2

Best of Breed

Overland Tested

SEMA Showcase

LED Driving Lights

Overland News

Suzuki V-Strom 650 ABS

Overland Shades

Ground Tents

On the Cover: “Adventure lay just beyond the bonnet.” Cover graphic design by Wayne Watford. Back Cover: Declan Hyland proves it’s never too early to explore the world. Photo by Scott Brady.

Overland Journal Gear 2013

Gear 2013

Field Journal

Departments

Expeditions 7: North America

Overland Post

Silk Road on a Four-wheeled Bicycle

Editor’s Column

113

Skills: Adventure Riding

121

Classic Kit: Communication

128

Tail Lamp: Ultimate Overland Vehicle

107

Project Vehicle: Range Rover Classic Wrap-up

Overland Journal Gear 2013

We are adventurers. Constantly traveling. Testing and using gear in real-world situations. Gaining experience, which we freely share.

OUR RESUME:

7 continents 139 countries 304 years combined experience and counting...

Experience Matters We only know things when we live them

Gear 2013

Publisher and Chairman Scott Brady President and Director of Design Stephanie Brady Editor-in-Chief Chris Collard Chief Operations Officer Ray Hyland Chief Technology Officer Christian Pelletier Senior Technical Editor Graham Jackson Technical Editors Christophe Noel, James Langan Conservation Editor Alice Gugelev Medical Editor Dr. Jon Solberg Contributing Editors Roger Chao, Tom Collins, Andrew Cull, Brian DeArmon, Jack Dykinga, Jeff Foott, Mike McCarthy, Sue Mead, Andrew Moore, Lois Pryce, Toby Savage, Chris Scott, Matthew Scott, Jeff Skelley, Tom Sheppard, Gary and Monika Wescott Staff Editor Åsa Björklund Editor-at-Large Jeremy Edgar Copy Editors Denise-Christine, Tena Overacker, Marianne Hyland Cartographer David Medeiros Graphic Designer Chazz Layne Cover Design Wayne Watford Senior Photographer Sinuhe Xavier Senior Photographer, North America Ben Edmonson Senior Photographer, South America Jorge Valdés Photographers-at-Large Barry Andrews, Bruce Dorn, Brian Slobe Director of Business Development Brian McVickers Executive Assistant Kelsey McLaren Fulfillment Bo Rounsavall

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Overland Journal Gear 2013

OverlandPost

Andrew Daws with his Land Rover Discovery 2 outside Valhalla Provincial Park, British Columbia.

51 to 71° North

Interior Trip

Me and a group of seven fellow adventurers recently completed a trip from 51 to 71° North—destination Nordkapp in Northern Norway—in the depths of a harsh winter. Our journey in late January and early February covered over 4,000 miles and involved a mix of wild camping and cabins.

Here is a photo of myself taking a break to read my copy of Overland Journal during our trip trough the interior of British Columbia, Canada, in August of this year. We started in Revelstoke and travelled through some stunning scenery whilst visiting old mine sites and new ski resorts on our way to Nelson, BC. The photo was taken just outside Valhalla Provincial Park, which unfortunately does not allow vehicles. We spent the week exploring back roads whilst camping in our roof top tent on our Land Rover Discovery 2. I really enjoy reading Overland Journal’s features and product tests, and made sure to pack a copy to read around the campfire at night.

We travelled in four Land Rover Defenders suitably modified for the conditions that included temperatures down to -41°C (-42°F). While the weather was generally favorable, at times we had to adopt ‘convoy-rules.’ We radioed truck-to-truck in visibility of 5-10 meters (15-30 ft), guiding ourselves from one roadside marker pole to the next.

pp Steve Saunders at Nordka in Northern Norway.

As a keen amateur photographer, one key memory I will keep is the stunning scenery blessed by superb sunrise and sunset light. Oh, and of course, the Aurora Borealis lightshow that we saw when camped near Troms [was] simply stunning. Steve Saunders 2009 Land Rover Defender TDci

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Overland Journal Gear 2013

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Andrew Daws 1999 Land Rover Discovery 2 Corrections: Barry Andrews shared his spectacular image of a Zodiac in Antarctica (Latitude, Winter 2012) and we failed to provide image credits. Our sincere apologies, Barry. In our Winter 2012 gear review of load-lashing equipment, we overlooked installing proper washers on the Quick Fist mounting clamp. The unit failed due to this oversight. We will be retesting the Quick Fist with appropriate hardware and updating our findings in a future issue.

Overland Journal Gear 2013

Contributors

Roger Chao

Mike McCarthy

Mike McCarthy is a native of the small northern Wisconsin village of Niagara. On his 5th birthday he received his first set of wheels and did not stop pedaling until he discovered airplanes. During his 30-plus years as an Air Force pilot, he logged 850 hours in Vietnam as a C-130 and B-52 pilot. Several thousand more flying hours and assignments in the Philippines, Europe, and Japan introduced him to more of the world. His latest adventures have been in Paraguay and Tanzania. If stuck on terra firma, his battered Land Rover Discovery takes him to the mountains for skiing, Southern Utah for camping, and the western rivers for fly fishing. He now lives in Parley’s Summit, Utah, with his wife, Carol, and his furry pal, Finn.

Jeff has been exploring on land, sea, and air since he rode his BSA motorcycle out of his New Jersey driveway at 16 years old heading off alone to California. His erratic trajectory has led him to discover the joys of the sea as captain of his 1924 72’ Alden schooner, SCUBA Divemaster, and underwater photographer; the skies as a private pilot and back roads wherever he finds them. His work has appeared in numerous publications and his award-winning western bronzes grace many an American home. Having spent decades as a photographer, filmmaker, writer, and explorer, he has adopted a hands-on approach to living. He says, “Today there are so many ways to experience virtual reality, I’m glad that I grew up when I did. If it moves and I can grip a hold of it, I’m interested.”

Christophe Noel

Matthew Scott

James Langan

Roger Chao is an accomplished mountaineer, whitewater kayaker, caver, rock climber, polar explorer, backcountry skier, bike tourer, and hiker. In 2006, he was awarded the prestigious Young Adventurer of the Year medal by the Australian Geographic Society for a world-first expedition in Southwest Tasmania. In 2007, he became the youngest person to cross the Greenland Icecap, unsupported and unaided, from east to west. For this he was elected as a member of the New York Explorers Club, on which he now serves as Vice-Chairman of the Australian/New Zealand Chapter. In 2008, having completed a research project on the Inuit peoples of the Arctic regions, Roger was also inducted as a Fellow of the Royal Geographic Society. In 2010, he completed a 12-month expedition ride through Central Asia on a specially-designed, pedal-powered recumbent quad bike.

Jeff Skelley

Christophe Noel has been an avid backcountry traveler since he was too young to tie his own stitch-down hiking boots. As his feet have grown, so has his appetite for adventure. While bicycles are his passion, Christophe is an accomplished sea kayaker, backpacker, mountaineer and general vagabond. Having spent much of his life wandering the globe from Alaska to the Atlas Mountains and beyond, Christophe can now be found most days riding his mountain bike on the twisted single-track near his home in Prescott, Arizona. Overland Journal Gear 2013

Matthew is a dedicated photographer, vintage car enthusiast, and regular contributor to Overland Journal. Growing up in Chicago, Illinois, in a family that valued “all things automotive” as much as exploring the region’s back roads, provided a solid platform for a career as an auto journalist. He departed the Windy City for the town of Prescott, Arizona, and the great open spaces and adventure opportunities of America’s Southwest. Matthew is currently the Digital Editor for Expedition Portal.

With a love of wheels since his first day of preschool—where he immediately discovered the tricycle—James Langan pursues his passions with motorcycles, trucks, and on foot. He makes his home on the eastern slopes of the Sierra Nevada, a fantastic starting point for adventure. After 10 years as a journalist and photographer for Power Stroke Registry magazine, and a brief sabbatical from journalism, James is back in front of his keyboard and behind his cameras. With a keen eye for detail, he is a photographer, a writer, a precision driver, and an expert motorcyclist.

Overland Journal Gear 2013

EDITOR’S LETTER

AM I A POSEUR? I recently spent a month in the land down under, Australia, where whirlpools spin in the opposite direction (not really), they drive on the wrong side of the road (excuse me, the proper side), and a marsupial from the family Macropodidea is the national symbol. This was my sixth trip to Australia, the last being a 6,500-kilometer solo trek across the Simpson Desert and adjoining areas. This time I’d be attending the Australian Safari, then borrowing a vehicle from ARB for a trip across the Southern Coast and sections of the Outback—again solo. If at all possible, I always get a window seat. I can roll up a sweatshirt like a pillow and sleep; I’ve got a thing for composing images off-the-wing; and I love to scan the landscape for possible overland routes and interesting features. My flight was a Qantas red eye out of LAX, and sometime around 0500 I awoke and spent several hours staring out the window. Above were constellations unknown to the Northern Hemisphere; below, only the obsidian-black waters of the South Pacific. I requested a coffee from the attractive and extremely personable flight attendant, then clicked on the flight progress map on the 100-plus-channel personal entertainment system in front of me. Our ground speed was 563 mph; we were approaching Fiji and New Caledonia. I returned to the window. The scene below began to mirror the heavens, a dozen small constellations shining brightly from their inky surroundings. I was immediately intrigued, yet somewhat melancholy. I recalled accounts of Captain James Cook, who in 1770 discovered Eastern Australia when his ship, the Endeavour, ran aground. I thought about Dutch explorer Able Tasman, who in 1643 became the first European to sight the Fijian archipelago (originally referred to as the Cannibal Isles, due to their less-than-socially-accepted culinary choices).

12 12

In the great explorers’ world of expedition travel, survival was not a given, merely the preferred option. Destiny was what they made it.

I’ve had friends and acquaintances comment on my many wanderings: that I am an explorer, adventurer, and risk taker. I’ve been fortunate enough to traverse South and Central America, take the back way to Angel Falls, trek around the Atlas Mountains, and have done several month-long trips through Southern Africa—many were done solo, all by motor vehicle. Quite honestly, I’ve always prided myself on my dead-reckoning skills, the ability to spin a wrench, deal with the elements, and babble a couple of words in several foreign tongues. However, Cook, Tasman, Magellan, and Cortez (the list is endless), were tough. Really tough. They dealt with exposure, scurvy, hostile natives, mutinous crews, and bad food. They lacked modern medicine. In their world of expedition travel, survival was not a given, merely the preferred option. Destiny was what they made it. When they kissed their wives and set off to work, there were fair odds that they might not come back. When and if they did, their children likely had passed several grades in school. What was bothering me was this…here I was traveling at nearly the speed of sound, sipping hot coffee, with an AV system within arm’s reach during my oh-so-long 12-hour flight. I pulled back from the window to ponder my thoughts, “Am I a soft-spined wannabe?” Compared to the aforementioned deities of exploration, I would say, “yes.” However, the reality is, we live in a world with four-wheel drives and jetliners, sat phones and GPS, and bills to pay. There is a time clock in most of our lives that dictates the number of days, weeks, or, if we are lucky, months between stamping our timecards. We do what we can, right? I often get as excited about a threeday trip to Nevada as I do about an extended trek on another continent. I’m not a tough guy, just a normal guy (yes, with a great job…I agree). The question remains. Am I a poseur? Nah. A wannabe? Without question.

Overland Journal Gear 2013

CHRIS COLLARD Editor-in-Chief

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Overland Journal Gear 2013

Best of Breed 17

SEMA Showcase

Overland News

Overland Shades

Overland Journal Gear 2013

News from the Trade Exploring the newest gear for overlanding By Chris Collard and Matthew Scott Photography by Chris Collard

Showcase

The Las Vegas Strip...Sin City or Overlanding Mecca? The Las Vegas Strip isn’t considered an overlanding destination. There are no trails; it’s almost impossible to find a patch of dirt. The Strip lacks natural beauty or genuine culture—it is merely an elaborate facade intended to draw its prey in…to a casino. It may have its time and place, but I’d venture to say that the Strip holds little attraction to many overlanders. Yet for a short time each fall, virtually everyone in the automotive industry, has their eyes fixated on Sin City, including us overlanding addicts. The reason—the Specialty Equipment Market Association (SEMA) show. SEMA, founded in 1963 as the Speed Equipment Manufacturers Association, is primarily a performance car show. But this doesn’t mean 4WD vehicles and equipment aren’t significant contributors. The million-plus square foot South Hall (there are three) houses the Truck, SUV, and Off Road sections upstairs, and nearly the entire downstairs, with the exception of Chrysler’s impressive Ram Truck and Jeep display, is dedicated to tires and wheels. There is no doubt that the Jeep Wrangler, specifically the Unlimited JK, owned this year’s show. Virtually every aftermarket manufacturer unveiled an array of Wrangler parts ranging from tire carriers and roof racks, to suspensions and interior storage solutions. We’re happy (and sad) to report that Overland Journal was the only company to display a Land Rover that didn’t feature ridiculous 24-plus-inch wheels (our LR4 long-term project vehicle). We also had one of the few properly outfitted Land Cruisers at the show. Though it took a bit of effort, after wading through rows of diamondstudded wheels and other useless rubbish, there were nuggets to be found. Familiar companies such as Warn, ARB, AEV, Rugged Ridge, and ICON Vehicle Dynamics showcased a variety of new and exciting products. Lesser-known names such as Outback Proven, which represents a number of Australian manufacturers, Clamp-Tite, ComeUp Winch, and Factor 55 presented innovative solutions for backcountry travel. Though we’ve not field tested all of these products, we were able to do a close visual inspection, and they are all from companies with solid reputations for quality. Call it the City of Lights, Glitter Gulch, The Strip, or Sin City—We’re sure that what happens in Vegas, at least with regard to this year’s crop of new gear, will not stay in Vegas. Throngs of people wander the aisles of the South Hall. Daystar offers 2-gallon water and fuel cans that clip together and mount on the spare tire. daystarweb. com, 800-595-7659 The Jeep Wrangler JK was by far the most popular “build” vehicle at SEMA. Mopar has extended their line of Jeep accessories to include everything from bumpers to interior storage solutions. jeep.com, mopar.com

Overland Journal Gear 2013

News from the Trade Exploring the newest gear for overlanding

TIRES

By James Langan

Left: Dick Cepek’s redesigned Fun Country now has more void space, three-ply sidewalls with a more aggressive tread, and the same fantastic lug sipes. dickcepek.com, 330-928-9092 Right: Mickey Thompson updated the ATZ, now the ATZ-P3. Its hybrid design offers substantial void and traction, and good sidewall lugs, yet it is more street-friendly than a full mud terrain. mickeythompsontires.com, 330-928-9092

WINCHES

Left column: The WARN ZEON. See Overland News in this issue. warn.com, 800-543-9276. Factor 55, who came on the scene last year with their PROLINK winch line shackle mount, has added several new models and sizes. factor55.com, 208-639-1674 Right column: Superwinch’s new wireless remote control and receiver. superwinch.com, 860-928-7787 Warrior, who provides winches for the British military, is making a run for international markets. We’ll probably be testing one for durability and performance in 2013. warriorwinches.com, 866-341-8087

REPLACEMENT AXLES

Dynatrac and TeraFlex offer some of the most reliable OEM replacement axles available. Dynatrac introduced their ProRock 80, a solid solution for full-size overland rigs, and TeraFlex, their new Tera30 bolt-in upgrade for the Jeep JK. dynatrac. com, 714-596-4461, teraflex.biz, 801-288-2585

AMERICAN EXPEDITION VEHICLES

AEV presented several new products for 2013, a supercharger for the 2007-2010 3.8-liter V6, new JK snorkel, and a centrifugally self-cleaning pre-filter. aev-conversions.com, 248-926-0256 Overland Journal Gear 2013

News from the Trade Exploring the newest gear for overlanding

Showcase

CAUGHT OUR EYE

Left column: ICON Vehicle Dynamics’ new Tacoma/FJ/4Runner suspension combines billet or tubular upper A-arms, adjustable coilover, and a heavy-duty remote reservoir shock. iconvehicledynamics.com, 951-689-4266 Middle column: Engel’s new waterproof daypack features a polypropylene exterior, quality stitching, zippered pockets, and comfortable shoulder straps; it should be perfect for inclement weather or stowing gear outside. engel-usa.com, 888-272-9838 Fox Racing’s new 2.0 JK through-shaft steering stabilizer features a .625-inch shaft, 6061-T6 aluminum body, and 24-position adjustability. This is a very nice looking piece of equipment. foxracingshox.com, 800-3697469 Bestop’s new hood mount for the Hi-lift jack. bestop.com, 800-845-3567 Warrior Products’ shovel/axe mount clamps more securely than others we’ve seen, but must be fitted to a Warrior roof rack (or one of similar dimensions). warriorproducts.com, 503-691-8915 Right column: The Bead Assist Device wheel is an innovative and viable alternative to traditional beadlocks. badwheelsinc. com, 864-491-0438 The Cargo Buckle can be floor or rack mounted and uses a spring-retractable seatbelt-type strap. immioutdoors.com, 888-9374626 The RePLAY XD1080 is one of several recently introduced compact HD video cameras. We liked its size and mounting accessories. replayxd. com, 805-480-9800 Rock-Slide Engineering’s dual-tray, all-aluminum tailgate table is super compact when stowed, and fits 2007-2013 Jeep JKs. rockslideengineering.com, 435-752-4580

Overland Journal Gear 2013

News from the Trade Exploring the newest gear for overlanding

JEEP SKID PLATES

We liked two of the new aluminum skid plate systems available for the Jeep JK. The first is from Asfir (right), the other by Nemesis Industries (left). asfir4x4.com, 877-492-7347, nem-ind.com, 855-974-2440

Showcase

WARN’s new swing-away JK tire carrier. warn. com, 800-543-9276

Baja Rack will be offering a rack-mounted solar panel system in 2013. bajarack.com, 888-538-0588

FROM DOWN UNDER

Left column: ARB debuted its Intensity LED driving light. See the LED light review in this issue. arbusa.com, 866-293-9083 The Long Ranger has been providing solutions for extended travel for decades. This 33-gallon unit for the ’05 and newer Tacoma is their latest offering. thelongranger.com. au, +61 2-4953-3288 Kaymar’s new Tacoma bumper system accommodates a spare, two fuel or water cans, and adheres to the company’s commitment to high-quality engineering. kaymar.com. au, man-a-fre.com (U.S.), 877-626-2373 Right column: Piranha Off Road, known for innovative products debuted their high-flow hot water shower. piranhaoffroad.com.au, +61 3-9762-1200

Overland Journal Gear 2013

Left: Rugged Ridge introduced their Modular HXD Snorkel System which allows for high or low mounting, as well as internal water traps and a pre-filter. ruggedridgeoffroad.com, 770-614-6101 Right: The ClampTite 30-second hose clamp tool should be a standard piece of kit. clamptitetools.com, 800-9622901

Overland Journal Gear 2013

Overland News Showcasing expedition travelers and resources from around the globe By Ray Hyland, photography courtesy of Chrysler

Jeep Rubicon

Jeep celebrates a decade of excellence with the 10th Anniversary Special Edition Rubicon.

uring the Roman Empire, no general was allowed to bring his army into Rome. Crossing the Rubicon River, which was the Emperor’s line in the sand, instantly rendered a general and his legions outlaws. When Julius Caesar crossed the Rubicon in 49 BC, he passed the point of no return, committing himself and his men to a life or death gamble. Only by winning the resultant civil war could Caesar avoid the consequences of his actions. Though not a life or death scenario, the team who championed Jeep’s Rubicon project 10 years ago also took a huge risk. While corporate bean counters didn’t think consumers would embrace the pricier Rubicon, a small group of internal Jeeping enthusiasts pushed the project through. Early estimates determined that a scant 3,500 Rubicons would be sold, yet before the new model reached showroom floors, 8,000 pre-orders had been received. A decade later, Jeep is releasing a 10th Anniversary edition of this now-iconic vehicle. This fall they invited us to test it out—where else but on the trail that shares its moniker, California’s Rubicon. From a design standpoint, Jeep has certainly kept its commitment to the platform, every iteration an improvement over the last. The vehicle has been so well refined that I was curious if Jeep could actually improve the Rubicon; or would we be looking at nothing more than a distinctive paint scheme and new graphics. The next two days on the trail would reveal the answer.

Early morning sunshine was warming the clear Sierra Nevada air when I climbed behind the wheel of a bright-white 2013 Rubicon. I wanted to test the ride of both the 2-door and 4-door JK Unlimited, and the 2-door won out on day one. What was immediately apparent is the amount of time that has been invested in suspension tuning. To get to the trailhead we had to navigate a 100 miles of fast, twisty pavement. The Rubicon felt nimble, yet solid and secure at all times. For a solid-axle vehicle, steering was positive and predictable, requiring minimal correction when accelerating out of hard corners. With the detachable front sway bar engaged, body roll is limited and pushing through corners became a pleasure. Fitted with BFGoodrich 265/70R17 KM2 tires, one half-inch taller than prior models, the company’s selection of such an aggressive tire indicates, even to the casual observer, this Jeep is purpose-built for the trail. Accenting the JK’s visual appeal are satin-black aluminum rims (exclusive to the Rubicon) with polished faces and a red Jeep logo on the outside lip. Overall I found them to be a very attractive package. Other familiar on-road features include a double-din audio and navigation system, easy to use Bluetooth pairing, and limited audio distortion, even with the roof and doors removed. The bucket seats hold you securely in place whether you are navigating a winding road or bouncing down a bumpy trail, and are comfortable enough for a long day on the highway. That brings me to the reason I was in a Rubicon, and on the RubiOverland Journal Gear 2013

Overland Journal Gear 2013

Overland News Showcasing expedition travelers and resources from around the globe

con, in the first place. The Rubicon Trail has been inspiring—and terrifying—drivers since the first vehicle, a Mitchell touring sedan driven by Marion Walcott, traversed the route in July of 1908. Its charter was to bring guests to the Rubicon Resort where they could partake in the waters of nearby Rubicon Springs; promoted as a natural health tonic in its day. While vehicles may have improved during the past century, the trail has actually deteriorated (or gotten better depending on your vices). A combination of narrow tree-lined paths, steep hill climbs, endless granite boulders, and hairpin turns sloping off towards a cliff-edge, compliment the area’s stunning views and require the driver to be 100 percent engaged. After just a short while on the trail, I knew the 10th Anniversary Rubicon was naturally suited to this type of terrain. While it retains the 6-speed manual transmission and 3.6-liter Pentastar V6 introduced in 2011 (See Overland Journal Winter 2011), and the time-tested E-lockers, an electronically-detachable sway bar allows the front and rear Dana 44 axles to enjoy class-leading articulation. The 4:1 Rock-Trac transfer case, combined with 4:11 differential gears, give a final low-range ratio of 73:1; perfect for the technical terrain of the Rubicon. Other welcome trail-related features include heavy-duty, winch-ready steel bumpers with robust recovery points; ours featured a Rubicon-Edition Warn 9.5ti winch. The front bumper has removable end caps, which effectively eliminates any tire-to-bumper approach angle; a big plus when surmounting large obstacles such as the ones we encountered. I found the Sunrider soft top easy to stow and deploy. In a matter of a few minutes we were able to fold it out of the way and enjoy the sunshine. After eight hours of navigating our way through the Granite Bowl, around the Little Sluice, and past Buck Island Reservoir (all household names in western 4WD circles), we spent the evening around the campfire in Rubicon Springs’ main camp. The Rubicon Hotel has long since surrendered to the harsh winters of the Sierra (an array of canvas tents

suited our group’s needs), but the springs still flow with the “healing” waters that made the area famous. On day two I again chose a 6-speed manual, but this time in the 4-door variant. With a 21-inch-longer wheelbase, I was expecting the trail to be more challenging, especially on Cadillac Hill where we had to navigate through very tight and twisty boulders. But the 4-door handled everything we threw at it with the nimbleness and poise of a much smaller vehicle. The only downside is the decreased breakover angle— and the increased frequency of rock-meeting-metal scraping sounds as we crawled slowly over the tall, rocky steps. This is not a reason for undue alarm, as the Rubicon JK comes with a full set of skid plates as standard equipment. On the plus side, on steep gravelly sections of the trail the 4-door’s longer wheel base was noticeable, holding a straight line even when the surface was loose and uneven. On the pavement en route back to the hotel, the longer wheelbase also was appreciated, feeling even more stable than the 2-door version I’d driven on day one. As the sun set, I handed the keys back to the Jeep crew and reflected on this year’s crop of improvements. I had arrived expecting a paint and sticker makeover. Instead, I found true improvements to a vehicle I felt had little room for improvement; a revelation you might say. The 2013 Rubicon is easily the best Wrangler to date. Like crossing the Rubicon River in the era of the Roman Empire, seeing the Wrangler Rubicon to fruition was a leap of faith, of passion. It continues to stand testament to that small team who put their necks on the line, decided to take the risk, and changed the four-wheel drive landscape as we know it—despite the bean counters’ infinite wisdom. jeep.com Clockwise: While updated with small touches, the interior layout remains functional and familiar. Newly-designed hood allows better cooling, yet still keeps water off electrical components. Exclusive Rubicon rims celebrate Jeep heritage. Overland Journal Gear 2013

Overland News Showcasing expedition travelers and resources from around the globe By Ray Hyland, photography by Ray Hyland and Land Rover

Capability and comfort amidst chaos 26

We test the 2013 Range Rover on the Moroccan coast.

torrential rain pounded on the doors, blowing horizontally in the near gale-force wind. We were close to the beach and clawing our way diagonally up a hillside of loose dirt and sand, which was rapidly turning to mud. The Atlantic Ocean, visible outside the passenger-side window, hammered the beach with rarely-seen intensity. Beyond the windscreen, the dirt road was literally crumbling and washing away before our eyes. I’d come to Morocco to test the new Range Rover, a vehicle known to swaddle its occupants in luxury and cocoon them from the world outside. When I think of Morocco, I envision baking heat, blowing dust, and endless, undulating sand dunes. I expected that the air-conditioning would be one of the most tested features in the vehicle. Instead, it was the heated seats I was thankful for, as any momentary exit from the vehicle, either to check a line, or to take a photo, resulted in being instantly and completely drenched to the skin.

Pedigree

The original Range Rover was designed by Charles Spencer “Spen” King in the late 1960s and first built as a running prototype in 1969. Rover badged prototype vehicles with the name Velar (a Spanish word meaning “to mask or veil”) to throw off any automotive press of the day, and did extensive testing in the very same region of Morocco we were now in. Initially launched in 1970, the Range Rover was meant to bridge the gap between on-road comfort, and 4WD capability. It was immediately embraced by the public and went on to become an overlanding legend. Its design was considered so refined, so perfect, it became the only vehicle ever displayed in the Louvre. That original Overland Journal Gear 2013

model, now referred to as the Range Rover Classic, carried on until 1996, two years after the P38 Range Rover was introduced in 1994. Much maligned, due to its excessive electronics and poor reliability, the P38 was succeeded by the L322 in 2002. The L322, sometimes called the MkIII, reinstilled public confidence that Land Rover could build a vehicle that was complex, innovative, and luxurious, but reliable as well. Sales of Range Rovers again skyrocketed.

The 2013 Range Rover

The bar had been set high, and when the time came to design a 4th-generation Range Rover, the company knew it would need to be something special. Gerry McGovern, Land Rover Design Director and Chief Creative Officer, shared with us that they sent research teams out to interview Range Rover owners about what they would like to see done differently. They came back with a universal response: “Don’t change it, just make it better.” Land Rover has partly achieved that goal. Though the 2013 model is better, a lot better, they have changed it, but in ways not immediately apparent. Sure, you notice the lower roof line, more-raked windscreen, higher stance, and the shorter overhangs. What you don’t see are the really big changes. They have built the entire unibody from aluminum using rivets and adhesives, some of the same technology used to build modern aircraft. The result is a stiffer, safer, and significantly lighter car, almost 1,000 pounds lighter depending on model and market. The lightened load allows the normally-aspirated version to respond like the supercharged version used to, and the supercharged version now performs like a sports car.

Overland News Showcasing expedition travelers and resources from around the globe It has a new 8-speed automatic ZF gearbox with paddle-shift, so the ride is as smooth as it is spirited. It is decisive in both high and low range, never hunting for the right gear, shifting at exactly the right moment. Another Range Rover first is the electrically-assisted power steering. Many automakers are taking this route, as it reduces drag on the engine and improves fuel economy. However, many manufacturers struggle to retain the feel and wheel feedback of hydraulic steering. Rover’s new system centers well, providing good feedback on the road and in the rocks, while not feeling artificial. Combined with the Dynamic Stability Control (DSC) system, a passenger could be forgiven for thinking they were in a well-bred performance car. With a higher Off Road height and four settings, the highest does not disconnect until 80 km/h (50 mph), when it lowers to setting #3. This leads to improved articulation and a generally smoother ride; the passenger could be forgiven for not noticing they were off the highway. The final big technological change is in the Terrain Response 2 system. In the past, some have criticized Range Rover for making the vehicle “too easy” to drive off-pavement—simply turn the Terrain Response dial to the appropriate setting (Grass/Gravel/Snow, Mud/Ruts, Sand, or Rock Crawl), and the car’s computer manages power distribution and ride height. In this latest iteration, you still have the magic dial. However, now you can take “too easy” one step further by simply selecting “Auto.” The Rover has tire-spin and ride-height sensors, tilt and yaw sensors, in-

ertia sensors, and others, all of which are sampled 100 times per second. The computer figures out what each tire is encountering and adapts accordingly. Where is this useful? Let’s go back to the hillside in Morocco. We were driving uphill through a torrent of muddy water, roughly 15-20 cm (6-8 inches) deep and obscuring the track. Under the water was a mix of mud and wet sand, with a few large rocks scattered throughout to keep things entertaining. Too much power applied to the wheels could immediately dig large holes in the wet sand. However, a liberal amount of power was needed to climb each successive rocky ledge. Terrain Response, which modulates Traction Control via its complex algorithms and wheel speed sensors, handled it easily, keeping its composure and never spinning a tire. It left us feeling confident as we approached the summit. Cresting the hilltop, we faced a partly flooded landscape, a good time to test the Range Rover’s innovative engine-breathing system. Air is sucked in around the edges of the clamshell hood, where it is then drawn through a series of channels and baffles. The process of speeding up and slowing down the air separates any water. The now-dry air is sent through four internal snorkels, affectionately named “Queen Mary” by LR engineers; they resemble the funnels on that famous ship. While this innovative system has allowed Land Rover to increase the wading depth to 900 mm (3 feet), it does limit the ability to use an external snorkel. While closed-circuit cameras have been added at every corner, the view from the cab is ample, though not quite as good as the panoramic view from a Range Rover Classic. At one point, on a rocky path cut into a cliff-side in the Atlas Mountains, we came head-to-head with an old Mercedes 319 mini-bus. The broad view from the driver’s seat added a measure of confidence (despite the 1,000-plus meter drop to our side) as we backed down to a place where the bus could pass. Every engineering exercise is a series of trade-offs. The increased interior space is a result of making the vehicle larger, the largest Range Rover yet. The trade-off is a lower breakover angle, making it more difficult to surmount large obstacles and navigate through narrow portions of a trail. Terrain Response and the sophisticated air suspension rely on a number of computer systems and literally miles of wire strung through every inch of the vehicle. This is without doubt the most luxurious and capable, yet largest, most complex, and expensive Range Rover to date. Its evolution has brought it far from the purposeful Range Rover of the ’70s. Only time will tell if the technology will hold up to the rigors that these vehicles will be subjected to. Though some might say we didn’t have the best weather for testing the new Range Rover—that you come to Morocco for scenic backdrops and beautiful sunsets over Saharan sand—I disagree. The storm we encountered was fierce, unexpected, and perfect. If conditions are always a given, a 7 Series BMW, Rolls Royce, or any luxury car will suffice. However, when things change, when the hurricane hits, the snow flies, or the earth begins to shake, this is when you will be grateful for the breadth of capabilities of the Range Rover. landrover.com, 800-346-3493 Clockwise from top: A sudden storm literally washed the road away. The Queen Mary intakes increase wading depth to 900 mm. Dash display feeds information back to the driver. Terrain Response 2 now has a driver-selectable Auto mode. Overland Journal Gear 2013

Overland News Showcasing expedition travelers and resources from around the globe By Brian McVickers, photography courtesy of Warn Industries

WARN ZEON Series 28

his October, WARN Industries, best known for its extensive line of high-quality electric winches, added an impressive new lineup to its 12-volt vehicle-recovery fleet: the ZEON Series. Not to be confused with the VR (Vehicle Recovery) series, WARN’s entry into the lower price point market, the ZEON series takes the company’s portfolio in the other direction. This newest offering is stronger, faster, runs cooler, and sports a more robust platform than previous generations. The housing is all aluminum, satin-black powder-coated, and fitted with stainless steel fasteners and clutch lever. End caps, which cover the motor and planetary gears, have nine cooling fins each for enhanced heat dissipation, and the traditional connecting rods have been replaced with a solid aluminum plate. The control module caps the center plate and the entire package meets IP68 rating for dust and water ingress (submersion to 9.5 feet for 30 minutes). For simplicity of mounting, all five versions use the same housing and are dimensionally identical. The differences lie in the motor and the gearing. A snapshot of the interior reveals a number of enhancements to motor and planetary gears. Planetary gears are now wider at the gear face, carrier plates are thicker, the sun gear is more robust, and six swaged carrier pins have replaced the previous three-pin configuration. The overall package—gearing, motor, and drum—provide higher line speeds and a 25-percent increase in duty cycle, and electrical terminals are grouped rather than spread out across the housing. The control pack can be mounted on top of the winch or remotely, such as in the engine compartment. Overland Journal Gear 2013

WARN takes its perfect mousetrap to the next level. It is well known that synthetic winch line, due to its constricting properties, imposes increased dynamic loads on a winch drum. The diameter of the drum, which is now die-cast aluminum rather than steel, has been increased from 2.5 to 3.15 inches, and drum wall thickness is a hefty .512 inches at its thinnest point. The thicker drum reduces the potential for winch line abrasion and enhances heat dissipation. Drum ends also feature a new double-lipped rubber seal, which contributes to the unit’s IP68 rating. The combined use of aluminum components and watertight gaskets makes for a surprisingly quiet winch. Another thoughtful feature is that ZEON’s are symmetrical in design, offering a modernized and sleek platform in tune with today’s vehicle designs. They will look great on a new Range Rover or an old Flat Fender. The ZEON will be offered in a number of configurations including 8,000- and 10,000-pound units wrapped with WARN’s Spydura synthetic winch rope, and 8,000, 10,000, and 12,000-pound capacities fitted with aircraft-grade steel cable. We’re excited to source a ZEON and put it through its paces on an upcoming project vehicle. warn.com, 800-543-9276 This cutaway view highlights the enhanced planetary gears, the detachable control box, double-lipped seals at either ends, and new cast-aluminum drum.

Overland Journal Gear 2013

Shade Your Eyes We review six Best-of-Breed overlanding shades. By Christophe Noel

Overland Journal Gear 2013

f your travels are anything like mine, the phrase, “Wow, would you look at that . . .” is often spoken in a hushed tone and with a palpable sense of amazement, and is perhaps one of the main reasons we travel. The splendor of the world as it unfolds before our eyes is sometimes so remarkable, we dare not believe what we are seeing. Sunsets, sprawling landscapes, and vibrant colors—these are the intangible treasures many of us seek. They are muse to our photographic endeavors, and elicit the colorful adjectives that fill our journals. When it comes to initial impressions of any experience, our sense of sight is perhaps the most important of the senses. It is unfortunate so many overland travelers filter those scenes through the clouded haze of cheap sunglasses. A well-chosen pair of sunglasses can elevate your visual experience and most importantly, protect your peepers from long-term and catastrophic injury. Anyone who has injured an eye can tell you it induces a level of panic like few other injuries. How you select your sunglasses, or peeper protectors, is as important as choosing any other piece of gear in your kit. But how does one make the best selection for an overland-specific pair? Like everything else in the world, sunglass technology has advanced, so much so that making a smart selection might be more involved than you think. Let’s look at some considerations.

Style will always drive selection. If all shades made you look as cool as Steve McQueen, this process would be a piece of cake. Call it vanity, fashion, or trendy influence; the shape and size of your sunglasses will likely dictate your decision, or at least part of it. Fit is paramount. Proper fit ensures your glasses stay comfortably

on your face and provide optimal coverage. An ill-fitted pair of sunglasses can compound problems, allowing fogging, permitting light to leak in around the back, and causing headaches from a tight fit around the temples. Proper fit is essential.

Frame material is primarily a choice between metal and nylon.

Metal frames can look nice, but may not always provide optimal durability. Nylon frames tend to be more flexible and resilient to torsional abuse, and might be the better choice for someone who frequently finds their misplaced shades after a day of sitting on them. It’s important to point out that just as all metals are not the same, nylon or plastic frames vary greatly as well. The synthetic compound plays a big part in frame durability and weight.

Lens material will be either glass or polycarbonate. Glass, which

is scratch resistant and provides excellent optical clarity, was the preferred material for years. Polycarbonate lenses lave long been ideal for impact protection and low weight. Today’s polycarbonate lenses, however, are incredibly durable, light, and optically very sharp. Many users need the impact protection provided by a polycarbonate lens, which might explain why it has enjoyed a much stronger presence in the market.

Lens tint and transmission relates to the color of the lens and the amount of light it lets pass through to your eyes. This is important for people needing glasses for specific light conditions and applications. Someone in a bright desert environment may benefit from extremely dark lenses in shades of gray or brown. A photographer shooting in lower light conditions with lots of shadows may want a lighter shade of lens in subtle hues that best produce the true colors of the landscape. Polarizing is a lens technology that employs a transparent film to

reduce glare. Made popular by snow and water sport enthusiasts, polarizing was once the premium technology sought by most sunglass aficionados. However, there is one common drawback. Polarized lenses can, but not always, make viewing some electronic displays difficult. This can make using smart phones, GPS units, cameras, and other electronic devices challenging. Anglers will always tend to want the glare protection provided by polarization, as it makes seeing beyond the reflective water surface much easier.

Rx compatibility is essential for those of us who wear prescrip-

tion eyewear and need additional UV protection. Many of today’s popular sunglass options can be purchased with corrective lenses or adapters. It doesn’t help to shade your eyes if everything you see is a fuzzy blob.

UV protection, despite the fact that exposure is a serious threat

to the health of your eyes, is curiously at the bottom of this list of considerations. The reality is that most $20 rack sunglasses found at your local gas station will offer 100 percent UV protection. Extreme environments, high altitudes, or extended periods with minimal cloud coverage can increase that UV intensity; proper eyewear is essential in these conditions. It all sounds unnecessarily complicated, doesn’t it? Steve McQueen probably just grabbed the coolest looking shades he could find and called it a day. He also didn’t have as many choices as we do now. For this review, we have assembled a collection of some of the finest sunglasses on the market. This selection encompasses sunglasses designed for a variety of uses, from sporting applications to casual everyday use. We also included sunglasses with prices that reflect the broader scope of finer optics. No $20 rack glasses in this mix, thank you. It is also fair to point out that we could have made this particular review a techno-yawner by using highly-technical testing methods to quantify a dozen different metrics from light transmission to optical distortion values, and oh-so-many other boring factors. Those numeric bits of minutia are not warranted, as these six sunglasses represent a slice of the Best of Breed. The differences outlined are somewhat subjective, but there isn’t a bad pair of shades in this bunch.

Overland Journal Gear 2013

+ Wonderful to look through + Factory cut Rx lenses are excellent

+ Extremely comfortable

– Price, especially for Rx – Durability; they’ll need some TLC – Hard to put on with one hand

– Not adjustable – Side shields tend to fall off easily – Would benefit from a rubber nosepiece

Maui Jim Thousand Peaks

Julbo Monte Bianco

As the name implys, the Maui Jim brand evokes images of sunsoaked beaches and vibrant tropical colors. The Thousand Peaks delivers optical clarity and color saturation worthy of the Hawaiian Islands. These are not sporting sunglasses, but premium everyday wear. It might be one of the best pair of driving shades I’ve ever owned. The Beta-Titanium hingeless frame is light as a feather, allowing the lenses to seemingly float in mid-air. Surprisingly robust for their gossamer weight, the quality of the optics is instantly noticeable. Not surprising, given Maui Jim is one of the best lens manufacturers in the industry. Featuring their Polarized Plus 2® lenses, the Thousand Peaks cuts glare with profound efficiency. What’s more impressive is the rich saturation of color the HCL® Bronze tinted lenses provide. Greens are vivid, blues rich, and the world is like a day of vacation on Maui—fun to look at. This elevated visual experience is not by accident. With a collection of coatings to cut glare, reduce reflection, and repel moisture and fingerprints, there are nine individual components to the Polarized Plus 2® lens. The result of this uncompromising attention to optical clarity is what sets Maui Jim apart from much of the eyewear on the market today. Maui Jim is also a fan-brand. Those who buy one pair will likely wear nothing else in the future. The world does look amazing with these lenses shielding your eyes. The worst part of owning a pair of Thousand Peaks sunglasses—sunsets. Hard and soft case included. Rx compatible.

If you love mountains, you will likely recognize the name Julbo of Chamonix, France. Julbo has protected climbers’ eyes from the ravages of alpine sunlight for over 120 years. With a home office nestled beneath the shadow of Monte Bianco itself, these sunglasses are worthy of any adventure you throw at them; be it a drive around town or ascending a high peak. Central to the design of all Julbo sunglasses is an appreciation for the harsh light of high-mountain environs. To achieve maximum protection, the Monte Bianco features Julbo’s Camel® lenses with a combination of polarized glare protection and photochromic transitioning. Photochromic lenses change darkness to adjust for shifting light conditions. The change is quick, but subtle. At their darkest, not even bright desert sunlight was too much for the Camel® lenses. The lenses have a light brown tint with a touch of amber, making low-light detail crisp and color saturation pleasing and accurate. A slight curvature of the frames creates an unobstructed field of vision. To further protect your eyes, removable side shields augment coverage provided by the wellshaped frames. As an added bonus, the frames have proven unusually durable, surviving an unplanned burial at the bottom of a backpack during a multi-day Grand Canyon hike. That careless accident did result in a lens ejecting from the frame, but everything popped back into place effortlessly, and they’ve been flawless ever since. Being sporting sunglasses, the frames could perhaps benefit from a rubber nosepiece, but aside from that, the Monte Bianco more than lives up to Julbo’s 120-year-old legacy. Hard case included.

$305 ($695 as tested in Rx)

+ Light, yet surprisingly durable + Resists fogging + Excellent coverage

Overland Journal Gear 2013

$160

+ Remarkable clarity + Great styling + Excellent hard case

– Slightly heavier than some options – A bit expensive

+ Interchangeable lens options + Highly adjustable + Lifetime lens replacements + LCD screen compatible polarizing

– Style might be too sporty – Those with larger faces may want more coverage

– Cost

Revo Bearing

Rudy Project Rydon

People who know and love premium sunglasses probably have, or will have, a pair of Revos. The 1980s saw the birth of several sunglass brands and Revo is one of the gifted offspring of that era. If Maui Jim has competition for bragging rights over the best-polarized lenses, Revo is it. The name of the game with Revo is optical clarity. The Bearing lenses start with serilium polycarbonate, a material known for low weight, high-impact resilience, and unimpeachable optical clarity. The serilium lenses are then coated with a multi-layered system of anti-glare and hydrophobic coatings to assure your visual experience is sublime. As one of our testers said, “These are so clear, I can almost see my future.” Okay, that’s stretching it, but you cannot deny that Revo produces an optical experience achieved by a very select few. The frames are made of durable EcoUse nylon with soft rubber nose pads. These were the heaviest sunglasses in the bunch, but the rubber nosepiece provided a comfortable perch for all day usage. The Bearing has a full-coverage frame with the bold, yet classic styling we expect from Revo. Its bronze lenses provide great real-life color representation and are soothing to the eye. There is a tangible quality to every pair of Revos; they just feel refined. Photographers looking for the most true to life color representations as well as excellent glare protection would be wise to consider the Bearing. We also found the Revo polarizing did not impair our ability to read electronic LCD displays. When the dust settled, the Revo emerged as my pick for Editor’s Choice. Hard and soft case included. Rx compatible.

Sport optics have a tough job to perform. They have to resist sweat, grime, fingerprints, and the rigors of repeated abuse. They also have to defend against ballistic forces that would otherwise damage your eyes. The Rydon may be one of the best sporting sunglasses ever to endure these hardships. Italian icon Rudy Project has been a constant fixture in the sporting world for over 25 years, and the Rydon is their masterpiece. The frame is a hybrid of nylon and metal to maximize durability. The temple and nosepiece, which are coated in anti-slip materials, can be shaped in any configuration for a perfect fit. The lenses can be interchanged with up to 26 different lenses ranging from photochromic clear to Hi-Altitude dark gray. I found the Rydon to be a fantastic motorcycle accessory. The strait temple pieces easily slide in and out of a helmet, and the hydrophobic coatings deter fogging. The lenses are also quite resistant to scratching, and even more amazing, the available ImpactX series of lenses are flexible. That’s right, flexible. This may not seem necessary, but should an unfortunate impact introduce your lenses to your cheeks, that flexibility will come in handy. The ImpactX lenses also have a lifetime warranty, no questions asked. I found little room to nitpick the performance of the Rydon, and can see why it is such a popular choice for athletes around the globe. It’s also worth pointing out that this pair of Rydons was fitted with 3FX polarized lenses that were specifically designed for use with common LCD electronic screens. Hard and soft case included. Rx compatible with lens adapters or factory-ground lenses.

$189

$230 (Polarized 3FX lenses)

Overland Journal Gear 2013

+ Excellent value + Impact resistant + Great warranty

– Hard case not included – Non-adjustable

– Case not included – Not the best lateral coverage

Smith Tactic

Oakley Deviation

And the winner of the Value Award is the Smith Tactic. This is a review of premium sunglasses, not just the most expensive, and the Tactic earned a place here based solely on its technical merits. As a brand, Smith is young and sporty, and it shows not just in their styling but their attention to performance. Our Tactics were fitted with Smith’s Carbonic TLT polarized lenses. TLT refers to Tapered Lens Technology, or to be more specific, a shaping of the lenses that reduces distortion. The Carbonic lens material is an impact-resistant polycarbonate, which is something Smith does better than most. Smith makes a wide range of military-spec, ballistic-grade optics that can survive incredible forces. The frames are made from Grilamid® TR90 plastic which gives them added durability in a wide range of temperatures, while keeping weight to a minimum. This also lends a degree of flexibility that resists breaking when you say, sit on them (ask me how I know). The Tactic is surprisingly light, comfortable, and pleasing to look through all day. Smith is famed for their lens tinting and light transmission choices, and the bronze lenses produced relaxing relief to my eyes with excellent clarity. These are not the darkest lenses, and maybe that’s why they’re so comfortable to wear from sunrise to last light. Photographers looking for inexpensive polarized sunglasses should put the Tactic on their short list. The sophistication of Smith’s polarizing technology is largely what earned the Tactic the Value Award. Another upshot with Smith is their outstanding lifetime warranty and customer support. Rx Compatible.

I would be remiss to not include a classic aviator, and more so to not add a pair of Oakley sunglasses. Killing two birds with one stone, I present the Oakley Deviation. Oakley is renowned for many things, two of them being optical excellence, and fashion-forward styling. The Deviation delivers both. Many of today’s metal aviators have floppy hinges and are easily bent. Not the Deviation. The gold frames, constructed of lightweight C-5™ alloy, are curiously solid. The hinges are stout and flanked with the trademark “O” we have all come to recognize as a mark of quality. The adjustable temple and nosepiece are covered in Unobtainium® rubber for comfort and reduced slippage. I found the Deviation to have ample eye coverage, a soothing tint that rendered accurate colors in variable light conditions, and to be comfortable during all-day use. Light transmission seemed most appropriate in the brightest of light conditions; as it should be for an aviator-inspired piece. True to the Oakley ethos, distortion is not just minimal, but entirely absent. This is credited to the 6-Base curvature of the lens. Not that you’ll likely need to spot bogies out of the corner of your eyes, but peripheral vision is crisp and clear. To achieve the styling of an edgy aviator, there is a bit of light leak along the sides of the frames, but anti-glare coatings prevent ghosting (the reflections of your eyes on the back of the lenses). These are obviously casual, everyday sunglasses, but they do still meet ANSI Z80.3 standards for optical accuracy and impact resistance. While aviators are popular and may be considered contemporary, the classic design is timeless all the same. Rx compatible.

$119

+ Highly adjustable + Sharp optical clarity + Better than average value

Overland Journal Gear 2013

$130

Conclusions While there are some standouts in this group, all selections do what they genuinely need to do—protect your eyes from prolonged exposure to the sun’s harmful rays and defend against impact. Each of these sunglasses have their own additional proficiencies. The Maui Jim Thousand Peaks and Revo Bearing are a pleasure to look through. After spending a full day driving around the lush mountains of Southern Colorado, I removed my Thousand Peaks only to find the world dull and depressingly drab—my visual experience was unmistakably amplified by those beautifully crafted lenses. The Bearing provided a very similar experience with additional coverage for unusually bright days. The Rudy Project Rydon, the pinnacle of sport optics, is the jock in this bunch and ready for any sport from shooting to cycling and everything in between. I can see why professional and amateur athletes the world over rely on the Rydon. The Julbo Monte Bianco endured genuine backcountry punishment without complaint. They were dropped, crushed, bent and generally abused for days on end. A quick wash and they were good as new. The subtle transition of the photochromic Camel® lenses allowed me to wear the sunglasses from sunrise to sunset, even as I ducked in and out of canyon shadows. I have to also hand it to Smith for producing such a powerful pair of sunglasses for such a small asking price. At well below half the price of some of the others in this review, the Tactic simply delivered the goods. As for the Oakleys, I have to say they’re just fun to wear. How could you not enjoy wearing gold aviators? Bogies at nine o’clock!

Resources

Maui Jim: mauijim.com, 888-628-4546 Julbo: julbousa.com, 800-651-0833 Revo: revo.com, 888-940-7386 Rudy Project: rudyprojectusa.com, 888-860-7597 Smith: smithoptics.com, 888-206-2995 Oakley: oakley.com, 800-403-7449

Above: Maui Jim lenses come in a variety of colors.

Overland Journal Gear 2013

Overland Tested 41

LED Driving Lights

Suzuki V-Strom 650 ABS

Ground Tents

Overland Journal Gear 2013

Luminous Flux Swim, sink, or shine, we test nine LED driving lights to their limits. By Chris Collard

Overland Journal Gear 2013

distinctly remember the moment I became aware of auxiliary lights. I was 15 years of age and sitting on the school bus. It was a fall morning and we rounded the corner of the local auto row near my high school. Sitting on a car lot in all its glory was a bright yellow Chevy Luv. It was lifted, fitted with chrome wheels and big tires, and had one of those cool double roll bars. Up top were four smiley faces staring back at me—KC Daylighters. I envisioned motoring down a distant two-track in the dead of night, my smiley-faced friends lighting the way, forewarning me of any hazards such as the stray jackrabbit or cow. In Graham Jackson’s driving light comparison two years ago (Overland Journal Gear 2010), he mentioned one of the standard rules of third-world travel: Don’t travel at night. He also shared his adrenalinefilled experience avoiding a wayward donkey. I tend to abide by his don’t-drive-at-night principle for security reasons, but I too have narrowly avoided game-ending collisions with four-legged foes, most of which have been on Nevada highways. If you do need to travel at night, here are two additional tenets to consider: reduce your speed, and fit your vehicle with high-quality auxiliary lights. I have nothing against steak (or donkey) tartare, but its preparation is best left to a trained chef.

Considerations

Of the dozens of companies in the auxiliary lighting sector, about half have jumped on the LED band wagon. LEDs are available from the micro to the macro, and everything in between. Things to consider when selecting a light should be what type of night driving you do, how much room is available for mounting, do you prefer traditional styling or a light bar, do you want a wide beam for ample peripheral illumination, or do you drive like Robbie Gordon late for a date with the checkered flag and need several thousand feet visibility? For this review we chose options that might have helped Graham avoid his near-death experience in Botswana: long-range driving lights (we’ll visit light bars in the future). Furthermore, we broke the field into two categories, (compact and large round) and sourced them from companies with long-standing reputations for quality. We put the word out last spring and were fortunate to be on the short list for preproduction units from ARB, KC HiLiTES, and Vision X. Some of the

Buying a LED light?

Consider

A few things to

1 2 3 4

What type of night driving do you do?

How much room is available for mounting? Do you prefer traditional styling or a light bar? Do you want a wide beam for ample peripheral illumination, or do you drive like Robbie Gordon late for a date with the checkered flag and need several thousand feet visibility?

Overland Journal Gear 2013

lights selected are sold as single units, some as pairs, and with or without a wiring harness. For this reason we are not specifically analyzing harnesses. However, if provided, we took into account the quality, ease of installation, and instruction in the overall conclusions.

Properties of Light

Rather than paraphrasing Mr. Jackson’s articulate explanation of electromagnetic radiation and the properties of light, I’ll let Graham do it. However, I would suggest that when deciding on what type of light to purchase, you re-read his detailed analysis of color temperature, legal issues, wiring, and halogen and HID technology. ‘The production of light from any source we are concerned with in this article comes from electrons. In general terms, when power is applied to an atom, some of the electrons in the atom can take that energy onboard and become excited, moving to a higher orbit around the nucleus. When the electron relaxes back to its original orbit, it releases energy in the form of a photon, the wavelength of which will be specific to the element emitting the photon. The photon, of course, is electromagnetic radiation, and if we can see it, then it is in the visible range we call light. If the radiation is a slightly longer wavelength than visible, it will be infrared, or heat, and a shorter wavelength will be ultraviolet. Most light-producing sources will emit a spread of wavelengths of light called a spectrum. The visible-light spectrum is 380 nanometers (nm) to 750 nm. Different colors we perceive represent different wavelengths within that range. Not all visible light sources emit all wavelengths in the visible range. The most obvious example is colored light: red light is a longer wavelength than blue. White light is not its own color or wavelength, but is a mix of wavelengths. Not all lights are equal, and many of the properties, both good and bad, displayed by driving lights will come from this spectral difference.’

Some Light on LEDs

Though the public’s introduction to LED technology came in the early ’70s with Texas Instruments’ TI-2500 Datamath calculator, awareness of electroluminescence has been around since British experimenter H.J. Round discovered it in 1907, using a silicon-carbide crystal and a cat’s-whisker detector. The awareness was there, but it would be six decades before commercial applications became practical. When they did, they were quite costly. We can thank Dr. Jean Hoerni and Thomas Brandt of Fairchild Semiconductor for the millions of LED applications we have today. Dr. Hoerni invented the planar process (the birth of the modern integrated circuit board and a process that is still used today), and Brandt figured out how to make them cheap. The TI-2500, if you remember, had red LEDs. They were very small and only available in the one color. To be read, a small plastic magnifying glass was placed above each digit. The advantages over incandescent bulbs were immediately apparent: lower power consumption, smaller size, longer lifespans, faster startup and shutdown times, and more robust construction. This is made possible by the way an LED generates light. A diode is, in layman’s terms, a valve that allows electrons to flow in a single direction. When forward-biased (on), excited electrons move into, or recombine with electron holes, releasing energy in the form of photons. The process is called electroluminescence, and some of the light produced falls

in the visible spectrum. Though original LEDs were red, by changing the elemental properties, or doping, they can be manipulated to produce electromagnetic radiation at any wavelength.

Mysteries of Gazillion Candlepower Lights

You probably recall the days of 5,000-watt flea market stereo systems and million-candlepower (cd) auxiliary lights (put any name here). They didn’t sound or illuminate any better than 100-watt stereos or 100,000-cd lights. The reason is because there wasn’t a standardized system for measuring output of various electronics. Rather than a case of dishonesty, it was a matter of the manufacturer choosing test data that looked more impressive on the box. With LED lights, at least with reputable manufacturers, such discrepancies fall in the category of gross verses net output. A raw, unmounted LED array may very well generate an aggregate sum of 5,000 lumens or more. However, how LEDs are powered and positioned, as well as how the light is managed, or columnized, will render a figure that is much less impressive. Think of a lit candle in a dark room; it would be pretty hard to read a book by this light. However, place a wellcrafted reflector behind it and voilà. Though some light (lumens) is lost during the reflective process, light projected on the pages seems to have increased. How visible light is managed has much to do with real-world performance. We hear terms like candela (cd), lumen (lm), and lux (lx) in describing performance. A quick note on the difference between lumens and lux: A lumen is a measure of generated light, while lux is a measure of perceived light per unit area. As laymen we have no way to validate such claims. To accurately evaluate performance, other than subjective field testing, we needed proper equipment. This is where Jim Horvath, owner of HHW Technologies, in Redlands, Californica, came in. Jim’s company produces high-end fiber optic lighting systems for cardio and neurosurgeons—I consider him a lighting industry expert. To clear the air on the mystery of lumens, color temperature, and performance, he offered us the use of his lab. We subjected each light to a thorough evaluation using a Sphere Optics 20-inch integrating sphere and matching SLM800 Series spectrometer. This system’s function is to measure total photonic energy entering the sphere, thus eliminating any loss due to human error or other. It is certified and calibrated by the National Institute of Standards and Technology (NIST), and approved for the production of medical equipment. It is extremely accurate and the results were nothing less than surprising.

Pattern, Intensity, and Color Temperature

Identifying pattern, beam reach, and intensity required several types of tests.

Beam reach To simulate a highway or long straight two-track, we

headed to a large dry lakebed in Northern Nevada and set up a grid of reflective stakes across the playa. They were placed at 50-foot increments up to 500 feet, then every 100 feet to a final distance of 1,000 feet. Beginning at the 300-foot mark, markers were set to each side, 15

Top: Using a Sphere Optics integrating sphere and matching SLM800 spectrometer we were able to record luminous flux (output), color temperature, and the Color Rendition Index (CRI) of each light during a 40-minute evaluation. Left: Sphere Optics 20-inch integrating sphere and spectrometer used to analyze color temperature and lumens. Right: Cartesian grid provided data on beam pattern. Bottom: Reflective stakes were placed at various increments up to 1,000 feet. Opening page: Lights with an IP67 or IP68 rating were submerged in an aquarium (yes, those are goldfish) for 30 minutes.

feet off center, to represent reflectors of a road. Luminance readings were taken, in lux, at each marker with a professional-grade SEKONIC Lightmaster Pro L-478D incident light meter. Because results vary depending on how the meter was positioned, and the fact that lights could not be perfectly aligned with the grid, 12 readings were taken at various Overland Journal Gear 2013

The Reflector

Photo by James Langan

An LED, with the exception of its base, emits light in an almostspherical pattern. To columnize light into a forward-projected beam, a reflector is needed. Manufacturers dedicate considerable resources to perfecting reflector design for maximum efficiency. The caveat to this is that there is roughly a 10 percent loss of light (lumens) with each surface it hits. Bulb, or LED placement with relation to the reflector also has a significant effect. Placing a light source low provides a narrow beam, while a higher position creates a wider pattern. While most lights in this review use forward-facing LEDs, a few use rear-facing technology. The jury is still out on which is more efficient.

Materials and Construction

heights and attitudes at each marker, with the highest reading being recorded. The meter’s lowest detectable level is .5 lux; about the same as a full-moon night.

Beam pattern To analyze the multi-axis nature of beam pattern I

needed a repeatable short-range test. Using a Sharpie and a 4- by 6-foot sheet of non-reflective white plastic, I marked off a Cartesian grid on 6-inch increments. By placing the grid eight feet from the light source, each increment represented 3.58 degrees. Measuring the number of grid marks from center, on both the x- and y-axis, and multiplying by two provided empirical beam-pattern data. It also displayed hot and dark spots, and transitions to the peripheral areas.

Intensity In the lab we fitted each light to the integrating sphere, turned it on and let it run for 40 minutes. The spectrometer measured output in lumens, color temperature in Kelvins (K), and the Color Rendition Index (CRI). The CRI represents the average wavelength within the visible spectrum, and a higher number is better. Data readings were taken every five minutes.

Thermal Degradation

LEDs emit electromagnetic radiation beyond the visible spectrum in the form of heat, and heat negatively affects performance. The longer a unit is on, the greater the potential for heat buildup and a reduction of luminance. Because trail conditions and weather vary, I wanted to simulate a worst-case scenario—stopped on the trail on a warm evening to repair a tire on the vehicle in front of you and your bumper-mounted LEDs are illuminating the scene. During our desert test, temperatures hovered in the 30s (F), much too low for any heat-related reduction in performance. During our lab session (80°F ambient) we were able to simultaneously record amperage draw, maximum temperature of the heat sink, and lumens—temperature is inversely related to amperage draw and lumen output. However, most units have thermal management systems to protect components in the case of excessive heat buildup. The goal was to find out where each light stabilized with regard to temperature, lumen drop and amperage draw. After each light was tested, we let it run for another three hours. Overland Journal Gear 2013

It is interesting how much things have changed since Mr. Jackson’s lighting review just two years ago. With regard to construction, body materials ranged from stainless steel to plastic, and lenses were predominately glass. This review’s crop predominantly uses cast-aluminum housings and polycarbonate lenses. LEDs produce a fair amount of heat. Aluminum, which is lightweight and offers excellent heat dissipation, is a natural selection for both the housing and the heat sink; most of which are integral units.

Submersion

The most common mounting position for auxiliary lighting is on the front bumper. Like a point man on recon, the bumper, and your lights, are the first things to be submerged when crossing a body of water. To me, having a light that emerges on the other side shining is a big deal. All lights in the test are either water-resistant or have an Ingress Protection rating (IP). IP68 is the gold standard for dust and water ingress. The first numeral determines dust ingress; 6 is the highest rating (complete protection). The second numeral represents resistance to water ingress; 8 is the highest rating (continuous immersion) while a 7 is rated for 1-meter depth for 30 minutes. Lights with an IP67 or IP68 rating were turned on and submerged for 30 minutes; others received a continuous spray to simulate heavy rain.

Vibration and Salt Spray

Anything mounted on the front bumper of a four-wheel drive (one that gets used in real-world environments) will be subject to conditions and dynamic forces beyond what we might expect: high-G impacts, vibration, and, if you live near the coast, reagents such as salt water. ASTM B117 code specifies accepted practices for measuring salt water corrosion resistance. Interestingly, while the method is clear, the duration can vary from as little as 24 hours to up to 5,000 hours. A few of our entrants are ASTM B117 tested, one at 3,000 hours. This test is beyond the scope of our review. The international standard for testing everything from ballistic shock to vibration resistance is the MIL-STD-810 code. Subsection “G,” method 514.6, the vibration test, calls for exciters (shaker table) to perform a three-axis shaking, thus simulating real-world conditions. While none of our test subjects displayed excessive vibration when mounted (we couldn’t source a shaker table and a paint shaker would be too violent), a few are MIL-STD-810G rated. Editor-in-Chief Chris Collard spent three 30-degree nights in Northern Nevada performing a side-by-side comparison.

Pattern and Intensity Test

Beam reach

Beam pattern

500 feet, then every 100 feet to a final distance of 1,000 feet. Beginning at the 300-foot mark, markers were set to each side, 15 feet off center, to represent reflectors of a road.

Specifications: Cartesian grid on 6-inch increments. Grid placed

Purpose: To simulate light on a highway or long straight two-track. Displayed: Luminance readings at specified distances. Specifications: Reflective stakes placed at 50-foot increments up to

Rigid Dually D2

KC HiLiTES 4-inch

Baja Designs Squadron

Vision X Optimus

Purpose: To analyze the multi-axis nature of beam pattern. Displayed: Hot and dark spots, and transitions to the peripheral areas of each light.

eight feet from light source. Each increment represents 3.58 degrees.

ARB Intensity Rigid Dually D2

ARB Intensity

KC HiLiTES 4-inch

Hella 4000 LED

KC HiLiTES 6-inch

Baja Designs Squadron

KC HiLiTES 6-inch

Vision X Optimus

Truck-Lite

PIAA LP570

A SEKONIC Lightmaster Pro was used to measure lux at each marker. Field testing data was recorded on a schematic of the desert grid array.

LED Lights Legend Compact

Large

Rigid

ARB

KC HiLiTES 4-inch

Hella

Baja Designs

KC HiLiTES 6-inch

Vision X

Truck-Lite PIAA

PIAA LP570 Overland Journal Gear 2013

Compact LEDs

Rigid Dually D2 $379 (pair with harness)

Pros:

• Excellent beam pattern • Foreground illumination • High lumen output • Quality construction • Includes harness

Cons:

• Range • Mount not assembled Clockwise from top: Aircraft-grade cast-aluminum housing is IP68 rated for dust and water ingress. Heat sink is comprised of eight aggressive fins. The Dually D2’s three-by-two LED array. Mount is a simple pressed-steel bracket with stainless steel hardware.

Overland Journal Gear 2013

igid was one of the early leaders in high-output LED lighting technology and has forged a respected name in the industry. The Dually D2, a cubical compact, deviates from their traditional light bar style. Construction, as with the other units in the test, is of die-cast aluminum. The pressedsteel mount is simple and functional, though mounting for a forward projection is only possible on horizontal surfaces. It is also not preassembled and you’ll need nimble fingers to get the small Nyloc nuts in place. The Dually is sold as a single unit or in pairs with a wiring harness. Connections are first-rate waterproof Deustch, the harness is properly fussed, and switching is via a toggle button. The six LEDs are configured in a twoby-three arrangement, each sitting fairly deep in a small, patented Spector Optics reflector. The Dually provides an hourglass pattern, which is evenly dispersed. A hot spot occupies the center 10 degrees and usable illumination reaches subjects up to 15 degrees off center. Foreground illumination is excellent. Unfortunately, due to a communication error, Rigid sent a wide-pattern unit rather than their driving beam. I did not have time to source another set prior to our desert testing but decided to put them up against the others. Though the 350-foot markers were visible and clear, the beam tapered off rapidly beyond that. In the lab the Dually experienced a 10 percent drop in lumen output and amperage draw. The unit stabilized at 147° F, 1.82 amps, and 958 lm. Color temperature hovered right at 5,675 K and the CRI was 71. The CRI was the lowest of the group, but according to our lighting expert Jim Horvath, a three-point variation is barely noticeable to the human eye. The Dually is IP68 rated, as well as MILSTD-810G, the standard for vibration resistance. Internally regulated, it will operate with 9 to 36 volts input, and internal thermal management protects the unit from overheating. I regret not being able to put Rigid’s dedicated driving light up against the rest. Even so, I thought this unit performed well considering it being out of its genre. Made in USA. rigidindustries.com, 480-655-0100

Compact LEDs

KC HiLiTES LZR 4-inch Round $621 (pair, with harness)

Pros:

• Solid construction • Even light diffusion • Low current draw • Low running temperatures • Waterproof

Cons:

• Cost • Horizontal mount only Clockwise from top: An injection-molded guard protects the LZR 4-inch from hazards while not obstructing beam. Radial heat sink allows air to flow through from the front of the light. Connections are MIL-SPEC thread-in. Six LED array with proprietary optical lens. Sturdy mount with Allen bolt.

C HiLiTES is the granddaddy of off-highway auxiliary lighting, and we expected no less than a worthy competitor. What I immediately noticed was the turbine-style radial heat sink that allows air to flow through the edges of the light from the front. The housing is die-cast from aircraftgrade aluminum, and mounts and hardware are stainless steel. The mount has a rear nut lock, a nice feature, and by the size of the mounting bolt (.375 in), I wouldn’t expect this light to go anywhere. These units were shipped without packaging or a wiring harness, but the retail kit does include a MILSPEC harness. Wire loom access is via a thread-in compression fitting and is very sturdy. Lead ends are simple butt connectors. The injection-molded protective light guard is designed such that it does not obstruct the beam whatsoever. Six 3.3-watt LEDs are configured in a circular pattern and the unit is rated at 30 watts. This is the only unit in the review that does not use reflectors to columnize the beam. Instead, it implements an inner optical lens. This is similar to the optics of KC’s 6-inch round. The outer lens is optic-free polycarbonate. The LZR provided very evenly distributed light, about 28 degrees on the x- and y-axis, and with no shadowed areas. On the playa there was an abundance of light in the foreground, which continued to the first of our 30-foot road markers (350 feet). Though the columnized beam did not have the longest reach, it dropped below detectable levels at 500 feet; illumination prior to that point was very good. Test results in the lab supported our fieldwork. Amperage draw over the 40-minute test ranged from 1.18 to 1.15, extremely even, with luminous flux dropping from an initial 768 lm to a final of 726 lm. Maximum temperature after being on for several hours in a static position remained no higher than 130°F. Spectrometer readings resulted in color temperatures of 4,249 to 4,299 K, with a CRI of 72. The unit is IP68 for dust and water and took no issues with the dunk test. U.S. designed, made in Taiwan. kchilites.com, 928-635-2607

Compact LEDs

Baja Designs Squadron

$299 (each, harness $55)

Pros:

• Wide, even beam pattern • Good range • Lightweight and fully waterproof • Best CRI

Cons:

• Horizontal mounting only • Heat buildup • Cost Clockwise from top: The compact Squadron is 3-inches by 3-inches and weighs in at just 12 ounces. Die-cast aluminum body and aggressive cooling fins. Two-by-two array with simple conical reflectors. Stainless steel mount and hardware.

Overland Journal Gear 2013

he Baja Designs Squadron was the lightest and most compact of the four units tested. The 3-inch by 3-inch housing is die-cast aluminum, powder-coated black, and with a deep array of fins on the back that function as an effective heat sink. The stainless steel mount adjusts with an Allen and is more than sufficient for the light’s 12-ounce mass. However, due to mount position it cannot be mounted on a vertical surface. Hardware is also stainless steel, yet it could use a fixed nut lock on the back of the mount. Four Cree T6 Bin LEDs reside in simple conical reflectors and the lens is polycarbonate. Beam pattern is round in shape and covers 25 degrees on the x- and y-axis with no hot spots or shadows. The optional wiring harness features waterproof press-fit connections and components appear worthy of long-term service. In field testing, the Squadron was a strong performer. It provided 2.7 lux at the 300-foot range, falling off to .67 at 650 feet. Under the discerning eye of the integrating sphere, it provided 1,333-to 1,097-lm output over the 40 minutes, a drop of 18 percent, the largest in the test. Far less than the manufacturer’s 3,600-lm claim, but on par with the differences seen in all lights reviewed. Current draw ranged from 2.2 amps at the five-minute mark to 1.8 amps at 40 minutes, and thermal buildup resulted in a final temperature of 160° F. Though both figures were of the highest in the test, an Active Thermal Management system should protect components from overheating. The CRI, at 74, was the highest (best) of any of the nine lights reviewed. Color temperature came in at 4,347 K, slightly less than the advertised 5,000 K. Again, this deviation is on par with all units tested. The unit is IP68 rated for water and dust ingress, and seemed perfectly happy hanging out with the goldfish in my aquarium. It is not salt spray rated but I’m guessing that the black Mil-A-8625 Type III powder-coated finish would do well in adverse conditions. It is also MIL-STD-810G rated for vibration. They are available in four beam patterns including spot, flood, driving, and wide-cornering. The unit tested was the driving version. Made in USA. bajadesigns.com, 760-560-2252

Compact LEDs

Vision X Optimus $249 (pair)

Pros:

• Low power consumption • Low running temperatures • Great range • IP68 rated • Low price

ision X, while not a household name, produces auxiliary lighting options for everything from ATVs to heavy equipment. The cyclop-looking Optimus is their latest entrant into the high-output compact sector. It is solidly constructed of aircraft grade die-cast aluminum with a pressedsteel mount; both are powder-coated. The mount is stamped with a nut lock for easy installation. The unit is sold in pairs and a wiring harness with waterproof Deustch quickconnect fittings is included. This is the only unit tested with a single 10-watt LED and was the lowest wattage of the lights test. Its LED sits deep in a proprietary conical reflector and behind a clear polycarbonate lens. The Optimus shoots straight and long with its pencil-beam optics, and a useful area the same dimensions as its spot, right at 10 degrees on the x- and y-axis. Though it lacks any foreground or peripheral lighting, the 30-foot grid markers in our desert test were well lit at 700-feet distance. Falling off the incident meter reading at 800 feet, the Optimus provided the best reach of any of the compact units. Lab results faired well with the Optimus. Amperage draw was an even .68 amps throughout the 40-minute test, temperature readings topped at a low 107°F, and lumen output, though the lowest in the group at 411 lm, had the lowest reduction as a percentage; less than 3 percent. With these test results I doubt its thermal management would ever kick in. Internally regulated, it can work with voltages from 12 to 32V, and its IP68 rating allows for extended submersion. Considering the single 10-watt bulb, impressive range, and minimal power consumption, Vision X has done a remarkable job with reflector technology. Made in South Korea. visionxusa.com, 888-489-9820

Cons:

• Limited peripheral illumination Clockwise from top: The Optimus was the only compact light in the test with a single LED. Though heat sink fins are limited, the Optimus runs exceptionally cool. A single 10-watt LED is managed by proprietary hybrid optics. Stainless steel hardware and arched adjustment slot.

Overland Journal Gear 2013

Large Round

ARB Intensity $764 (each)

Pros:

• Excellent Range • Broad beam pattern • Solid construction • High lumen output • Good CRI

Cons:

• Size and weight • Unit leaked Clockwise from top: The Intensity accommodates an impressive array of 32 3.3-watt LEDs. Rear of the unit sports deep cooling fins. The Intensity’s LED array resembles a bug’s eye. Stainless steel mount is very sturdy.

Overland Journal Gear 2013

RB is Australia’s original manufacturer of high-quality fourwheel drive gear. Interestingly, they have never branded their own light…until now. Because of the timesensitive nature of our testing, we were fortunate to receive two of only 10 pre-production units in existence. Opening the box revealed everything I expected from a company with ARB’s mantra. At nearly 10- inches in height, the Intensity is by far the largest and heaviest light in the test. The beautifully crafted stainless steel mount supports a pressure-cast A360 aluminum body. The exterior ring is ARB’s signature red, and the lens and thick lens cover are polycarbonate. A security measure is added with the use of Allen head cap screws and TORX® adjusting nuts. The company claims a 93 percent efficiency rating on its patented reflector design. The 25-degree beam pattern (as tested) is almost perfectly round, with a hot spot occupying the center 9-10 degrees, and drop-off is very smooth to the outer margins. In the field test the Intensity provided a highly effective beam from 30 feet to well past the 1,000-foot marker, to which it was casting a defined shadow. Credit is given to the array of an unprecedented 32 3-watt LEDs and well-designed optics. Fitting the unit to the integrated sphere produces impressive results. While it was not anywhere near the manufacturer’s claim of 8,200 lm (25 percent seemed to be average for most lights tested), it did produce far more that any other light; 2,025 lm after the 40-minute stabilizing period. Color temperature average was 5,625 K, and CRI landed at 71, matching KC’s 6-inch round for the top rating. Operating temperature leveled out at 137° F, with 5.2 amps current draw. Considering the lumen output and amperage draw, the unit runs fairly cool. It is also IP68 and MIL-STD-810G certified for water ingress and vibration, with a 3,000-hour salt spray rating. Five days after the aquarium dunk I retested amperage draw for each unit. After a few seconds, droplets began to precipitate on the reflectors and lens. Unfortunately, the light leaked. I was extremely impressed with this unit and am really disappointed it failed this test. Made in USA. arbusa.com, 866-293-9078

Large Round

HELLA Rallye 4000 LED $655 (each, harness $62)

Pros:

• Excellent range and broad pattern • Highly efficient reflector • Runs cool

Cons:

• Cost • Size • Limited foreground illumination • Not submersible Clockwise from top: The HELLA 4000 sports three rear-facing 10-watt LEDs and an efficient reflector array. Heat sink is small but efficient. Rear-facing LEDs and Kartoval Optics reflector. Wide mounting base limits vibration

he HELLA company, founded in 1899, has more than 100 years experience providing lighting options for four-wheeled modes of transportation—the first being kerosene lamps for horse-drawn carriages. The Rallye 4000 is a beautifully crafted work of art. Its large half-sphere, die-cast aluminum body is eclipsed by a solidly-built aluminum mount; both are powder-coated black. The mounting pad is broad and displayed no vibration when fitted to my bumper, but the style does limit it to horizontal surfaces. The heat sink array of fins on the back seemed rather small considering the size of the light. Units are sold individually, as is the wiring harness. The reflector is a proprietary Kartoval Optics design, and columnizes light from three rear-facing 10-watt LEDs. The lens is made of optics-free polycarbonate. In our desert grid test the Rallye 4000 provided a flat but solid driving beam the shape of an elongated rectangle. Its hot spot occupies the center 10 degrees and a very bright and usable array spreads out 15 degrees to either side. When positioned for road driving, the flat pattern does limit illumination of the first 50 feet of the foreground (where your standard headlights should pick up the slack). Road markers were clearly lit to the 1,000-foot range, the incident meter reading 1.0 lux. Per the HELLA data sheet, the Rallye 4000, at 1,500 lm, should have had the lowest output in the test. However, its 639 lm reading in the integrating sphere put it right in line with all other units, short of the ARB Intensity. With a 30-watt rating and stabilized current draw of 2.13 amps, I would surmise the Kartoval reflector is very efficient. Temperature at 40 minutes was only 108° F, second only to the KC 6-inch round. Color temperature hovered right at 4,623 K and the CRI came in at 68, mid-range in the group. Internal regulation allows for voltage input of 9-34V. HELLA states the unit is dustproof and waterproof, but it is not rated. I found out by dunking it in the aquarium (without power—the fish were fine) that it will fill with water. After drying out it was fine, and allowed no water ingress while sitting under an overflowing rain gutter for three hours. I would need a Baja silt bed to see how it does with dust. Made in Germany. hellausa.com, no number, retail only

Overland Journal Gear 2013

Large Round

KC HiLiTES 6-inch Round $484 (each)

Pros:

• Excellent range • Waterproof • Lightweight • Low current draw • Runs cool

Cons:

• Limited peripheral illumination • Horizontal mounting only Clockwise from top: The rugged and lightweight KC 6-inch round was one of three pre-production lights in the test. The injection-molded housing was the only light without an external heat sink, yet it ran cooler than the rest. Output from nine Cree LEDs is managed via an innovative array of magnifying optics. Composite mount has a sturdy, wide base.

Overland Journal Gear 2013

he KC HiLiTES 6-inch round was one of three pre-production lights we received. Its body is injection-molded acrylic, hailing from a different approach than any others in the test. Interestingly, the heat sink is internal and there is no apparent ventilation. The lens also varies from the others in that it is not optics free. Of the eight exterior LEDs in the circular pattern, every other one has a magnifying lens over it. Below is a primary lens, again with a clear semi-sphere magnifier. Both are crafted from polycarbonate. The combination gives each LED a fish-eye appearance. The mount is composite, and like its sibling the LZR 4-inch round, has a hefty .375-inch bolt. Wiring connections are MIL-SPEC, thread-on, and waterproof, though the lights we received still had butt-connector wire leads. It is unknown if a harness will be included at this time. KC built its reputation on high intensity long-range racing lights, and the 6-inch round follows suit. Though it lacks peripheral and foreground illumination, its concentrated 10-degree beam will pierce a retina-burning hole through any night sky. The incident meter readings (9.3 lux at 300 feet and 1.0 lux at 1,000 feet) put the KC 6-inch second only to the ARB and even with the HELLA. The 30-foot side markers were illuminated, but just on the edge of the primary beam. The 1,000 marker was well lit, but I must admit that after looking at my test photo, I may have had the beam set a little too low on the horizon. Lab results were interesting. Despite its impressive range and intensity, lumen output was the lowest in the group (530 at startup and dropping to 477 after 40 minutes). I would attribute this to the innovative and efficient dual optical lenses. Current draw for the nine Cree LEDs (rated at 30 watts) was also very low, stabilizing at 1.86 amps. After letting this light run for four hours I expected the unventilated housing to be hot enough to fry an egg. Surprisingly, it was by far the coolest in the lot, peaking at a scant 98°F. The CRI, 71, matched the ARB light for best in class, and color temperature hovered at 5,294 K. Because it is not yet rated for water or dust ingress, I called KC HiLiTES President Michael DeHass with regard to the aquarium test. He said, “Shouldn’t be a problem.” It passed with no issues. I like this type of confidence in one’s products. U.S. designed, made in Taiwan. kchilites.com, 928635-2607

Large Round

Truck-Lite 7-inch #81711 $325 (each)

Pros:

• Good beam reach • Solid construction

Cons:

• Lacks foreground coverage • Not waterproof • High running temperature Clockwise from top: The #81711 is similar to Truck-Lite’s OEM replacement lights. Anodized die-cast aluminum body and heat sink. LEDs are set in a flat-based hybrid reflector. Pressed-steel mount is adequate for normal use.

ruck-Lite was born in the 1950s when founder George Baldwin, in need of a more reliable truck light, began tinkering with other companies’ products. The rather generically named #81711, a 7-inch round, is their offering in the high-output LED market. As with the other lights in this review, it has an aircraftgrade die-cast aluminum housing, anodized rather than powder-coated, and polycarbonate lens. It can be installed on a horizontal or vertical surface via a pressed-steel mount. Wiring is simple loose leads that are sealed at the housing. Units are sold individually and the harness is optional. The proprietary hybrid reflector has a wide flat base and a wide girth for each of its 10 LEDs. Out on the playa the #81711 projected a tightly concentrated round pattern with limited foreground or peripheral coverage; both compare with KC’s 6-inch round. With 2.7 and .7 lux recorded at the 500- and 1,000-foot markers, beam reach is good. The Cartesian grid confirmed field results; the beam being limited to the 10 degrees on the x- and y-axis. With multiple LEDs to work with, I feel this light could benefit by modifying a few of the reflectors to project a wider pattern. An output rating was not available for this light, but integrating sphere testing rendered a 642 lm reading. Color temperature came in at 4,535 K and the CRI was 67. Each of these findings landed right in the middle of our LED pack. It is internally regulated for an input of 9-33V. Amperage draw at the end of 40 minutes was 3.63 amps. From a thermal management standpoint, the #81711 stabilized at 166°F, hottest in the group by almost 30°. Stated operating range is -58 to 166°F ambient temperature, and this could be an issue if traversing a Kalahari two-track where nights can hover in the low 90s. Its thermal management system would protect components, but your lighting might be compromised. During its visit with my fish, the #81711 seemed to do fine. It was during the lab testing that I noticed moisture inside the lens. I was told this light was IP67 rated (1 meter for 30 minutes), but I would say it is water resistant rather than waterproof. truck-lite.com, 800-562-5012

Overland Journal Gear 2013

Large Round

PIAA LP570 LED $539 (pair)

Pros:

• Good reach and wide beam pattern • Cool operating temps • Low current draw • Price • Submersion proof

Cons:

• Horizontal mount only • Low CRI • Slight shadow in beam pattern Clockwise from top: The PIAA LP570 uses a single, half-dome reflector with a Cartesian-style grid molded in. A small heat sink is integrated into the die-cast aluminum body. The LP570 uses two, rearfacing 5-watt LEDs. Composite mounting base is wide, sturdy, and has a rubber vibration pad.

Overland Journal Gear 2013

received the PIAA LP570 earlier in the year as a review unit and have had the most hands-on time with this light. It is one of two lights in the test with rear-facing LEDs. There are two, rated at 5 watts, columnized by a fullwidth, half-sphere reflector with a Cartesianstyle grid molded in. A horizontal arched bar holds the LEDs. The outer lens is optics-free polycarbonate that seems to be press-fitted to an aircraft-grade cast-aluminum housing. It has a wide composite base with a vibrationdampening rubber pad. Hardware is a hefty .465-inch stainless steel bolt. For forward projection it must be mounted on a horizontal surface. The LP570 offers a very efficient combination of reach and pattern. Our whiteboard test rendered a 35-degree spread (y-axis) with a 10-degree sweet spot in the center. There is some diffusion in the immediate foreground, but the useful beam hits the ground at about 40 feet. The wide pattern had no issues lighting our 30-foot road markers at 700 feet distance. Incident meter readings were a respectable 2.5 lux at 500 feet, tapering off to .70 at 1,000 feet. There is, however, a slight shadowed band across the center of the horizontal plain, possibly due to the center bar that holds the LEDs. It does not detract from visibility, but it should be known. In my News from the Trade introduction (Winter 2012) I mistakenly stated output at an unfathomable 75,000 lm. PIAA rates this light at 75,000 cd, a term that is basically antiquated. Under the eye of the integrating sphere, actual output ranged from 688 lm at startup, to 626 lm after the 40-minute stabilization period. Surface temperature of the heat sink, at 123°F, was low, second only to the KC 6-inch round, and current draw was a reasonable 1.83 amps. Though color temperature was 5,681 K, this light retains some of the typical blues known to LED driving lights. CRI, a measure of average wavelength in the visible spectrum, came in at 66, the lowest of the lights tested. This light is IP67 rated for water and dust ingress and passed the 30-minute dunk test with no issues. Made in Taiwan. piaa.com, 800-525-7422

Conclusions Compact Lights Rigid’s Dually D2 did

well in the lab and field testing, providing even distribution of light and solid figures from the integrating sphere. Unfortunately, the unit we received was a wide-pattern model rather than their long-range driving light. Because we had no time for sourcing another unit prior to departing for our desert testing, we put the Dually into the mix with the others. This being said, it did come up short with regard to beam range but would make a solid choice if mounting a combination of lights. The Vision X Optimus did nothing less than impress me. The optical management of a single 10-watt bulb is phenomenal. With the lowest lumen output in the batch, it still outpaced all others in its class with regard to range. Though it could definitely use additional peripheral illumination, the combination of field and lab performance, along with its featherweight price, place the Optimus at the top of the Value Award category. The Baja Designs Squadron and KC HiLiTES LZR 4-inch round were neck and neck on most factors. With good range and broad foreground illumination, reasonable power consumption and running temperatures, I think both would make excellent options for a compact light designed for slow to medium speed driving. With the slightly longer reach, higher lumen output and CRI number, I’m giving the Editor’s Choice nod to Baja Designs’ Squadron.

Large Round The KC-HiLiTES 6-inch round calls to the racer in me. Though I love to meander along the lonely desert two-track smelling the agave, I do have my Robbie Gordon moments. This light has a powerful, centrally-focused beam and excellent reach—it easily cast shadows on our 1,000-foot marker. The magnifying optics reminded me of early LED calculators from the ’70s. However, I feel that it could benefit by columnizing one or two LEDs into a slightly wider pattern, thus increasing illumination at the margins. Standard headlights will take up the foreground slack, and mounting a compact wideangle unit such as the Rigid Dually D2 (wide) would provide full coverage. Based on overall performance, excellent attention to detail, and quality of construction, the ARB Intensity could have easily taken the Editor’s Choice award. I’ve deliberated

over how far under the bus I should throw it for the water ingress issue; in my opinion, water in your lights is a big deal. Ours were preproduction units, the company is aware of this issue, and will be resolving it prior to a public offering. It would be easy to overlook this infraction. However, the Editor’s Choice and Value Award must be based on the products we have in hand, what we tested. We have Truck-Lite LED driving lights on the Overland Journal Jeep J8 that I’ve been driving. They work well, and the #81711 falls in line with regard to performance. Like the KC 6-inch, this light provides a concentrated round beam but limited peripheral coverage. Though heat sink fins seem to provide good coverage, higher than average current draw sent temperatures to 160°F. Though within the operating range, further testing on a 90°F Arizona night might be in order. Where the light failed was in the submersion test. Stormy weather would probably be fine, but I would use caution with subjecting this light to submersion, as it did collect moisture inside. The HELLA Rallye 4000 LED is the type of light I’d expect to see atop a European rally car. It’s large and intimidating, and emits an impressive amount of light. In our field work and lab testing it had excellent reach, low current draw and running temperatures, and good peripheral illumination. Though its size may limit mounting options, and it was one of

the most costly lights in the test, this is a very nice light. Though they are weather resistant, my reservation falls in the fact that they cannot be submerged. If you’ll NEVER subject your lights to submersion (rack mount), the Rallye 4000 would work very well as an overland choice. The PIAA LP570 LED was a strong performer, almost keeping pace with the larger and more expensive units in the test. It offered a nice wide beam pattern and good reach in our field work. In lab testing, including current draw, luminous output, and running temperatures, the 570 owed no apologies. It is a little lighter in construction, but after a few months on the bumper of my Tacoma, I noticed no vibration or negative impressions. Considering its performance in the field and lab, along with the reasonable price of $539 for the pair (including wiring harness), it is well deserving of both Editor’s Choice and our Value Award.

For field testing, lights were placed side by side and pitted against each other in a number of tests. Entrants included (clockwise from top) the ARB Intensity, KC LZR 4-inch and 6-inch Round, Rigid Dually D2, HELLA Rallye 4000 LED, PIAA LP570, Baja Designs Squadron, Vision X Optimus, and Truck-Lite #81711. Overland Journal Gear 2013

Compact

LED Light Comparison Manufacture

KC HiLiTES

Baja Designs

Vison X

Rigid

Part #

LZR 4-inch round

Squadron

Optimus

Dually D2 (wide)

Price (MSRP)

$621 (pair)

$299 (each)

$249 (pair)

$379 (pair)

Includes harness, cost

Yes

No, $55

Yes

Country of manufacture

Taiwan

USA

South Korea

USA

Physical Dimensions (in/cm, H/W/D)

4.76/4.0/2.320, 12.1/10/8.9

3.2/3.1/3.8, 8.1/7.8/9.6

3.5/3.5/3.9, 8.9/8.9/9.9

3.5/3.2/3.1, 8.9/8.1/7.8

Weight (lb/kg)

1.5/.68

12 oz/.34

1.3/.59

1.4/.63

Housing material

Die-cast aluminum

6061 extruded aluminum

Exterior coating

Powder-coated

Salt spray rating

N/A

KS D 9,502 (Korea)

ASTM-117B

Mount material

Stainless steel

Steel

Lens material

Polycarbonate

Reflector

No reflector

Patented hybrid

Proprietary IRIS

Patented hybrid

Wiring connections

MIL-SPEC thread-in

Clip, waterproof

Deustch

Deustch, Gortex breather

LED specifications

Number of LEDs

4, T6 Cree

Watts per LED

Total watts

Color temp (mfg claim/as tested) (K)

5,000/4,288

5,000/4,347

N/A/5,546

6,000/5,675

IP67/68 rated (water)

IP68, passed

Thermal management

Yes

Internally regulated, input (V)

Yes, 12-24

Yes, 9-32

Yes, 12-32

Yes, 9-36

Vibration/impact rating

N/A

MIL-STD-810G

Impact, 8.7G

MIL-STD-810G

Beam spread in degrees (tested)

Performance Raw lumens (mfg claim)

2,600

3,600

860

2,600

Lumens (as tested)

725

1,097

411

958

100 feet (lux)

300 feet (lux)

1.1

2.7

0.9

500 feet (lux)

N/A

1.1

1.5

N/A

700 feet (lux)

N/A

0.8

N/A

1,000 feet (lux)

N/A

Max range mfg claim (ft/m)

N/A

693/211

400/121

Max range as tested (ft/m)

450/137

650/198

800/243

350/106

Integrating sphere test duration

Temp °F/Lumens

5 minutes

90/767

130/1,333

86/422

108/1,058

10 minutes

98/756

148/1,212

93/418

123/1,031

20 minutes

113/742

157/1,129

100/413

139/999

30 minutes

122/730

158/1,111

106/411

147/967

40 minutes (amps)

127/726 (1.15)

160/1,100 (2.15)

107/411 (.68)

147/958 (1.82)

CRI

Overland Journal Gear 2013

Large Round

KC HiLiTES

Hella

PIAA

ARB

Truck-Lite

6-Inch round

Rallye 4000 LED

LP570 LED

Intensity (AR32S)

#81711

$484 (each)

$655 (each)

$539 (pair)

$764 (each)

$325 (each)

N/A

No, $62

Yes

No, $77

Taiwan

Germany

Taiwan

USA

N/A

5.65/5.6/3.25, 14.1/8.8/14.1

9.4/8.7/5.2, 23.8/22/13.2

7.5/7.2/4.25, 19/18.2/10.7

9.7/8.7/4.7, 24.6/22/12

7.25/7.0/3.5, 18.4/17.7/8.9

2.1/.95

6.17/2.8

2.38/1.08

6.8/3.08

2.6/1.18

Die-cast aluminum

Pressure-cast A360 aluminum

Die-cast aluminum

Anodized

Powder-coated

Anodized

N/A

720 hr (ISO 9,927)

240 hr

3,000 hr

N/A

Composite

Die-cast aluminum

Composite

304 stainless steel

Steel

Polycarbonate/acrylic

Polycarbonate

No reflector

Proprietary hybrid

Polycarbonate

Patented hybrid

N/A

Mil-SPEC thread-in

Loose wire leads

Clip, waterproof

Deutsch, Gortex breather

Loose wire leads

Physical

LED specifications 9, Cree

3.3

N/A

5,000/5,294

6,000/4,623

6,000/5,665

6,500/5,625

N/A/4,535

No, passed IP67

No, water resistant

IP67, passed

IP68, failed

IP67, failed

Yes

N/A

Yes, 9-15

Yes, 9-34

Yes, 12-24

Yes, 10-36

Yes, 9-33

N/A

10-2,000hz@16hrs per axis

Impact, 4.5G

MIL-STD-810G

N/A

Performance 2,000

1,500

N/A

8,200

1,500

530

639

626

2,025

642

340

9.3

2.5

5.4

2.7

1.3

1.4

1.6

0.7

N/A

1,968/600

412/125

3,000/914

N/A

1,000+/305+

Temp °F/Lumens 81/530

85/678

84/688

93/2,125

104/776

85/508

89/669

90/667

103/2,363

121/723

89/493

99/654

113/644

121/2,152

138/702

94/481

104/645

119/632

130/2,024

156/664

98/472 (1.86)

108/639 (2.15)

123/627 (1.85)

134/1,971 (5.6)

166/640 (3.63)

Overland Journal Gear 2013

Honest Adventure Suzuki delivers adventure with their V-Strom 650 ABS. By Scott Brady Overland Journal Gear 2013

Overland Journal Gear 2013

Specifications

2012 Suzuki 650 V-Strom • Engine: 645 cc, 4-stroke, liquid-cooled, fuel-injected, DOHC, 90-degree V-twin • Transmission: 6-speed constant mesh • Electric start • Power: 66.2 hp (est.) • Torque: 43.0 lb-ft (est.) • Front suspension: telescopic, coil spring, oil damped • Rear suspension: link type, coil-sprung, oil-damped • Front brakes: disc brake, twin • Rear brakes: disc brake • Front/rear tires: 110/80R19 and 150/70R17, tubeless • Seat height: 32.9 in • Wheelbase: 61.4 in • Fuel capacity: 5.3 U.S. gal • Curb weight: 519 lb

In our experience, there are several key attributes a rider should consider in a new adventure motorcycle. The short list includes reliability, range, payload, durability, wheel diameter, and suspension performance.

could barely hear the Suzuki’s 650 V-twin over the rumble of the KTM 950 just behind me, drawing an immediate juxtaposition between the affordable V-Strom I was riding and the fire-breathing exotic attempting to keep pace. I was working the suspension of the Suzuki hard, over water bars and loose granite climbs of the Bradshaw Mountains. But it never complained, and more than once surprised me with its balance and ability to maintain traction. I dropped my eyeline to the spartan cockpit and summarized my impression of the Suzuki: This is an honest motorcycle. As consumers, we are bombarded with messages and media promoting the latest luxury crossover SUV or street-biased bike claiming to deliver adventure. Most, however, are simply the appearance of capability covered in a heavy guise of buzzwords and decals. Here at Overland Journal, we make a sincere effort to feature and test genuine solutions for exploration. So when the shiny black V-Strom was delivered to the office, I raised a stern and suspicious eyebrow in its direction. Over the next two months, my gaze shifted from skeptical to optimistic, then ultimately to respect.

Ready for Adventure

For this evaluation we wanted to determine if the V-Strom would be suitable for longdistance overland travel. In our experience, there are several key attributes a rider should consider in a new adventure motorcycle. The short list includes reliability, range, payload, durability, wheel diameter, and suspension performance. It would be easy to lengthen this list to the point that the bike weighs 800 pounds and costs as much as a G-Wagon, but we all know serious exploration can be done with far less. Fitted from the factory with a 19-inch front wheel, large aluminum panniers, and chassis-mounted crash bars, all for about $9,000, more-for-less is the hallmark of this V-Strom. Fuel capacity is 5.3 gallons, which combined with an observed fuel economy of 51 mpg on our test track, allows for a reasonable mixed-terrain range of 250 miles. To prepare this bike for a round-the-world tour, I would only address a few items: most important being the installation of a proper skid plate to protect the large and incredibly vulnerable oil filter. The lifeblood of the engine is hanging out right in front, just asking to be crushed, punctured, or torn off. I wouldn’t even take this motorcycle on a gravel road without a skid-plate, as one good rock kicked up from the front tire could end the ride. To address this, we ordered an aluminum skidplate from Touratech. I would also install a set of hand guards and a slightly more aggressive all-terrain tire. For about $11,000, this 650 would be ready for the Silk Road—a bargain.

On the Trail

To make sure there is no confusion, I consider this 650 to be a legitimate adventure-touring bike, but not something appropriate for frequent single-track bashing. However, that didn’t stop me from testing the limits of the V-Strom’s six inches of suspension travel and seven inches of ground clearance. As mentioned, a skid-plate is mandatory, and with this being our only modification, we rode the Strom on hundreds of miles of dirt ranging from fast gravel roads to tight, technical single-tracks. Though suspension travel is quite limited, the bike makes good use of what is available. It does mean, however, the pace needs to slow considerably. With the lower ground clearance, care needs to be taken over rocks and ledges. Fortunately, the throttle and wet clutch offer good modulation to control wheel spin and traction. The motorcycle is low and well balanced, permitting the rider to navigate obstacles with less speed than would be required on a longer-travel option. On our test track, I never dropped the bike and never got stuck. Overall, the 650 Adventure is limited in loose, technical terrain, but fared better than expected.

Sport Touring

With a wet clutch and good throttle modulation from the fuel-injected 650, climbs like this are possible at slow speed.

The 650 cc fuel-injected twin produces 67 hp, and it feels every bit that much upon the twist of the throttle. Performance is particularly impressive when compared against other 650s like the DR650 and XR650L, both thumpers producing around 40 hp. On the highway, the bike is adequate for speed limit travel, but lacks the punch needed to pass quickly on the interstate. The Overland Journal Gear 2013

Suzuki

650 V-Strom

5.3 gallon fuel tank Large-volume luggage

Crash bars

Fuel-injected twin with wet clutch Insert Touratech skid plate here

Overland Journal Gear 2013

Photo courtesy Suzuki

19-inch front wheel

The 650 is so well balanced, it allows the bike to clear obstacles such as this river crossing.

seat is certainly more comfortable than my KTM, but gives up quite a bit to the BMWs and Triumphs for saddle time: I would call it a 3-hour seat. The windscreen is tall and limits buffeting and wind noise; definitely as good as others in this category. The brakes are also adequate, reflecting the modest price point and intended use, but they tend to fade with hard play. I found the motorcycle to be fun on the twisty routes near our office in Prescott, AZ, daring me to carve a little deeper and brake a little later than I would on a more dirt-biased platform. On the road, the V-Strom really delivers as a sport enduro and I would recommend it as a solid choice for a daily commuter or weekend adventurer.

Fill Tank, add Skid Plate, and Go

Pros:

• Efficient, smooth V-twin • Fuel injection • Better on the dirt than it should be • Great value

Cons:

• Engine skid plate required for any dirt use • No ABS off switch • Limited suspension travel • Limited ground clearance

There was one moment on this test when everything good and notable about this valuepacked V-Strom became clear. It involved a 60-foot-long, 18-inch-deep water crossing on a local river, swollen from a steady morning rain—it looked way too deep and the bottom way too rocky for a heavily street-biased adventure bike. I rose up on the pegs, shifted my weight rearward, and dropped the front end into the soupy mess. Water covered the front tire and pressed against my boots. Feathering the clutch and feeding the throttle, the Suzuki clawed for traction, spinning the rear tire slightly but tracking straight towards the opposite bank. The bow wake pushed far ahead, and despite the water’s current and resistance, I continued forward, ultimately bouncing up the rocky slope and coming to a stop just behind the big KTM. I reached down, patted the Suzuki on the tank, and said, “Well done little V-Strom, you have certainly earned the name Adventure.” suzukicycles.com Overland Journal Gear 2013

Overland Journal Gear 2013

Photo by Chris Collard

Well Grounded In rain, snow, and 40 mph winds, we put five tents to the test in the Northern Nevada desert. By James Langan

Overland Journal Gear 2013

t seems that anyone who knows a tail lamp from a headlamp has a personal tale of camping gone bad. Interestingly, a common thread to this tale involves inclement weather, being wet, and a tent. During the product-sourcing period for this review, Editor-inChief Chris Collard was working in Western Australia. At the end of his assignment, his wife Suzanne was to join him for an overland trek along the southern coast and into the Outback. It was a fly-in-and-go affair, and their camp gear needed to fit into two Action Packers. A tent was chosen from Chris’ garage assortment. The criteria…that it fit in the container. Unfortunately, the “it” was of the $50 big box store style, one that Chris had picked up out of necessity while traveling in South America. Coastal weather can be fierce, especially in late winter along the Great Australian Bight. They awoke in the predawn hour one morning to heavy rain pelting the sides of the tent. Chris said, “How did you sleep?” His lovely wife’s reply…“I’m soaked.”

Considerations Overland Journal’s last review of ground tents was in the summer and fall of 2008. Jonathan Hanson and Chris Marzonie delved into everything from lightweight moto options to family-sized mansions. In this third look at backcountry accommodations, our focus is somewhere in the middle—tents with a three- to four-person rating.

Weight, Size, and Livability Manufacturers determine size

by the number of people a tent will accommodate. Or more precisely, the number of sleeping bags laid side-by-side. Fair enough, but what do we do with our gear? For vehicle-supported travelers, weight is not the concern it is for backpackers. Unfortunately, base camp tents have

Overland Journal Gear 2013

recently fallen under the same obsessive ultra-lightweight criteria. The trade-off is often fewer features and a less robust home away from home. In this case, bigger might actually be better. A few items to consider should be: how often you’ll be pitching and striking, do you want to be able to sit, kneel, or stand, is a vestibule important, will your gear be kept inside, and do you want a simple twopole dome, or a multi-room complex? The type of weather you camp in will also dictate your decision. If you gravitate toward warm arid climes, big screen areas and ample ventilation will be a priority. Change the destination to the Sierra Nevada or the Northeastern U.S. and the focus will narrow to protection from the elements.

Poles All entrants in this evaluation use poles made by DAC, a lead-

ing manufacturer in the sector. Though the model is not always specified by the tent company, DAC offers more than one grade, ranging from the good but lower-cost DA17 to the higher-end Featherlight.

Denier and Fabric Denier, a French word, is a unit of measure-

ment for the linear mass density of fibers, or more simply, the physical diameter or girth of the yarn used to weave fabric. For a fabric listed as 70D, the “D” stands for denier, the “70” represents the fineness of the thread; a lower number being better. However, the denier indicates little about weight, strength, durability, or water resistance. The quality of the yarn, thread count, type of material, level of coating or laminating, and sewing technique all affect characteristics of the final product. Generally speaking, smaller denier fabric is lighter and thinner, though not necessarily weaker. High denier fabrics can be lightweight, while low denier materials may be heavy. If this sounds counterintuitive, it is. Nylon material is inherently stronger, but is hygroscopic (an affinity to collect water molecules). Polyester absorbs less moisture and is more UV resistant. Neither is perfect for all uses.

Water Resistance Hydrostatic head is the measurement of a

fabric’s water resistance; nothing is truly waterproof. It is expressed in millimeters and a larger number is better, given all production details are equal. Tents with ratings as low as 1,000 millimeters are considered adequate for light rain showers, and ratings go up from there. Tent companies use various labs to test the resistance of materials. There are different methods that in theory achieve the same result, yet standards are not the same in all countries. Unfortunately, there isn’t a regulatory body, like ISO (International Organization for Standardization), overseeing testing processes.

Urethane Coatings Have you ever pulled an old stuff sack,

tent, or rain jacket from storage only to find it stuck together and smelling funny? If so, it was likely due to hydrolysis (water-caused chemical decomposition), which can be accelerated by temperature and type of coating material. The two primary urethane coatings used today are ester-based and ether-based. Ester-based coatings are less expensive but break down faster. In humid environments hydrolysis can ruin a piece of gear in one or two years. Ether-based coatings are more expensive but can last several times longer, depending on the quality of the chemical treatment and the care the product receives. A good ground tent is something every overlander has used or will use, and choosing a quality tent from a manufacturer you trust is an important step in making trips comfortable. Second only to water, shelter from the elements is critical. There are hundreds of options ranging from the Collards’ A River Runs Through It cheapo, to mountaineering tents costing $1,000 or more. We didn’t entertain testing the big box units, nor did we sample the I’m-heading-for-Everest mega-dollar offerings. After careful evaluation, we narrowed the field down to five high-quality yet reasonably-priced units for this review.

Testing

Wind and Rain Our review (Editor Chris Collard and myself) took place in two locations: a dry lakebed in Northern Nevada and on my property near Reno. We were hoping for some real-world weather conditions such as wind, rain, and snow. We couldn’t just call Mother Nature and order a windstorm though. We considered renting large fans (what we really needed was a Hollywood-style wind machine), but logistics dictated that we pass on this. In the end, Mother Nature was compassionate to our woes and delivered an impromptu, caught-with-our-pants-down gale. During the previous 24 hours I’d erected and photographed each tent. All tents were staked and rainflys attached, but no guy lines were attached. On day two, the storm that had been skirting our playa made a direct hit, bringing with it moderate rain, light snow, and driving winds. All tents leaned to some degree, ranging from minimal to substantial. While this may not seem like a fair test, it’s probable that many campers would pitch their tent, throw on a rainfly as a precaution, but not add the guy lines until after they were needed. General rule #1: When in doubt, guy the tent. Because the rain had not been consistent, tents were pitched a second time on my road base (gravel and sand mix) driveway, then showered with water for 10 minutes. I sourced a brass hose nozzle and chose a specific pattern and volume to simulate a moderate rain shower. All tents were fully staked, rainflys on, and guy lines secured if dictated by the fly design. Findings for this test varied.

Tent bases were required to pass a standing water test. Opposite: In 40-50 mph winds, all tents required guy lines to some degree.

Zippers Though we can’t prove it, we are sure that somewhere in tent heaven there lie millions of perfectly good tents with malfunctioning zippers. Buildup of dirt and grime can stop a zipper in its tracks, and we admit a multi-year test would be more conclusive. For this comparison I repeatedly operated each zipper, paying close attention to smoothness of operation, overall function, and apparent quality. Being new, they’d had little time to collect the wealth of gremlins due most well-used field tents. All worked well most of the time (more on this later), though there was one standout. Stakes and Guys Driving stakes into the soft playa should have

been fairly straightforward. Somewhat surprisingly though, several bent rather easily. The second setup on hard, rocky road base defined the limits for each, as all were challenged here. After destroying at least one stake from each manufacturer, it became clear the ground was simply too hard for a standard lightweight tent stake. With regard to guy lines, attachment points should be well stitched and able to withstand continuous buffeting in high winds. The line lock, or pulls, should be simple to use with numb fingers or gloves, and not slip.

Buying a tent? 1 2 3 4 5 6

Consider

A few things to

How often will you be pitching and striking?

Do you want to be able to sit, kneel, or stand in the tent? Is a vestibule important? Will your gear be kept inside? Do you want a simple two-pole dome, or a multi-room complex? What type of weather will you be camping in?

Overland Journal Gear 2013

MSR Holler

$300

he MSR Holler, which was the first tent I pitched in the field, spoiled me. There is one main pole with a hub on each end and a second side-to-side pole, both colorcoded, which made setup intuitive and a pleasure. Instead of pole sleeves sewn into the body of the tent, the Holler exclusively uses clips, one of the reasons for the fast setup. The four-step illustrated instructions are attached to the stuff sack (a feature I like) and were only needed once. The rainfly and footprint can be used without the tent in appropriate climates, and the stakes are very sturdy. Two large rectangular mesh pockets on each side of the interior, as well as two triangular pockets overhead provide ample storage. Without the rainfly installed there is plenty of privacy while lying down. There is a 360° mesh ventilation band near the top; sitting up provides a panoramic view of camp. The fly attaches to the poles with small, color-coded buckles. It is staked at both ends creating small vestibules. As the only three-person unit in the review, everything is appropriately sized and just a bit smaller. The zippers worked well except for the common tendency to bind when zipping around the lower corners of the door. The shape, size, and design helped it withstand strong winds. As a three-season tent, it should handle light snow without issue. During our impromptu no-guy-wire wind storm, the Holler kept its shape better than the others. In the simulated rain test, the Holler was at a disadvantage. Sitting in a low spot between the other tents, it was the last to receive its shower and water from the other tents had accumulated beneath it. The bathtub design and DuraShield™-coated material did an excellent job of keeping the interior dry. msrgear.com/MSR, 206-505-9500

Pros:

• Quick, easy setup • Good tent stakes • Excellent wind and water resistance

Cons:

• No windows on rainfly

Overland Journal Gear 2013

Clockwise from top: MSR Holler without rainfly. The relatively large footprint feels adequate for a three-person tent. Poles, fly tensioner, base, stake, and footprint work as one integral unit. Pole clips, rather than sleeves, make pitching the Holler very fast and easy. Side pockets and overhead pockets are handy. MSR Holler pitched with rainfly.

Kelty Palisade 4

$400

Pros:

• Good interior height • Webbed stake loops • Good ventilation

Cons:

• Stakes bent in soft playa • Rainfly requires guying for proper fit • Loose paper instructions • Fiddly rainfly

hile Kelty offers a wide range of tents, including low-cost, entry-level units, the Palisade 4 is one of their entrants into the mid-range basecamp sector. The tent is mostly no-see-um mesh that should provide good ventilation and bug protection in hot climates. There is a large door at the front, and a small, doggie-sized entrance to the rear. Like the NEMO Asashi and the Sierra Designs Meteor Light, this tent has a spacious, almost square floor plan capable of comfortably accommodating four people. The frame consists of two primary poles fed though sleeves at the top. Sides are then secured with clips and an overhead hoop pole, or halo, then slips over the top. I wasn’t particularly fond of the halo, as instructions suggest two people attach the ends together (I was able to manage this alone). The rainfly creates the largest integrated vestibule in this evaluation. There is room for a couple of chairs, and the two drink holders are a nice touch. Webbed loops are used for staking, and plastic buckles secure the fly ends to the poles. Both times I set up the Palisade I felt the rainfly was a bit ungainly. With stakes and guy lines secure, I found the front vestibule portion of the fly difficult to make taut. The stakes, which were the only steel units in the test, have a lip at the top to grasp the webbed tie-downs. Unfortunately, I found they bent easily, even in soft playa. Zippers were functional and on par with all other tents, short of NEMO’s YKK units. Mother Nature’s wind test made the Palisade lean considerably—again, all tents were staked but not guyed. During the rain test the fly kept moisture out of the tent area, but the heavily-screened vestibule allowed a fair amount of water into the sitting area. The sides of the fly provide minimal overlap coverage and hard, wind-driven rain may find its way into the tent. However, the ventilation gap would be superior if airflow is needed for hot climes. kelty.com, 800-535-3589 Clockwise from top: Kelty Palisade 4 had the best interior height and excellent ventilation. Spacious with 68.75 inches of headroom. Webbed tie-downs and “L” lip stakes are nice features. Sizeable corner pockets for stowing small items. Palisade’s rainfly with its large, integrated vestibule. Overland Journal Gear 2013

Big Agnes Flying Diamond 4

$440

he Flying Diamond 4 was the only four-person and fourseason tent in our review. It also had the largest floor area. However, due to the long but narrower dimensions, four people might be a little tight. The 16-step instructions, which are sewn into the storage bag, are mostly text with just two diagrams for reference. They were clear, and following them produced a properly pitched shelter. Similar to the Holler, there is a main tent pole structure with hubs on each end, and a second lateral pole. Once erected, the tent body clips onto the poles and your tent is up. There is also a short, curved, slightly awkward pole for the front vestibule. I liked the thick, webbed tie-downs, and the large hook on the simple aluminum stakes was nice not only for tensioning, but also locking the tent to earth. However, a few bent while driving them into the playa. This was the only tent tested with polyester rip-stop doors in addition to mesh screens, providing the option of more weather protection or more airflow. The zipper pulls are of thicker cord, a nice touch, yet exhibited the common issue of binding at the lower corners. The windowless maximum-coverage rainfly has color-coded buckles to identify the front pull tabs for easy tightening, and preattached guys on the sides. Without guys, it did yield to peak playa winds. However, it has a good shape for natural weather resistance and had we used the rainfly guys, they would have supported the tent as intended. The tent floor and fly feel thick and durable to the touch. In the rain test the Big Agnes did well. Though I forgot to use the footprint, everything stayed dry inside. bigagnes.com, 877-554-8975

Pros:

• Polyester rip-stop and mesh doors • Four-season rated • Thick, heavy-duty stake loops • Briefcase-style carrying bag • Water resistant

Cons:

• Stakes bent in soft ground • 16 setup steps • No windows on rainfly Overland Journal Gear 2013

Clockwise from top: Exterior pole clips contributed to quick setup. Elongated floor plan with rip-stop nylon and mesh doors. Color-coded front rainfly clips and thick, webbed loops. The curved, small vestibule pole was a little awkward to insert. Large pockets provide ample storage. Rainfly provides full coverage.

NEMO Asashi 4P

$450

Pros:

• YKK zippers • Compact storage for size of tent • Tension pulls on tent, fly, and footprint • Excellent ventilation • Many options and accessories • High-quality stakes

Cons:

• Door only on the front

EMO, though rather new to the industry compared to the heavy hitters in this review, has outfitted expedition teams from Antarctica to Denali. The Asashi fit our criteria in both price and function, and we expected it to be a solid contender. Two main diagonal poles, plus two foreto-aft, easily slide through continuous sleeves in the tent body (no silly gaps to be bridged midspan). The front, rear, and top are mostly nosee-um, which provide good ventilation. Sides are mostly solid and the rainfly is uniquely designed to match this layout. A full-coverage bright green fly has one 25- by 10-inch forward-facing window, and a large flap that snaps closed to protect the zipper. The fly, tent, and optional footprint all have webbed pull straps for tensioning. In the Nevada wind tunnel test, the unguyed Asashi had a hard time, as did the Flying Diamond and Palisade. However, it remained completely dry, as it did in the simulated rain test. I liked the stout NEMO-branded tent stakes, though I did manage to break one while driving it into my road base driveway. The optional Pawprint snaps into each corner to protect the floor and keep it clean. The Garage, also an option, will house bikes and other gear. The Link connects two Asashi tents together. The Asashi uses YKK zippers, the only zippers that didn’t bind, even when zipping the doors from the lower corners. With four equal-sized pockets across the rear, a triangular pocket in each corner, and four Light Pockets™, there is copious storage. If you add the optional Gear Caddy and Gear Loft overhead, you won’t have to argue over who gets to use all the extra capacity. The Asashi interior height, at 60 inches, is a few inches shorter than the Palisade and Meteor Light. The uniquely designed and compartmentalized roll-up storage bag, with instructions sewn in, cinches up small for the size of this roomy abode. I was very impressed with the NEMO’s quality and features. nemoequipment.com, 800-997-9301 Clockwise from top: The Asashi 4P mesh design provides excellent ventilation. Numerous pockets, cubbies, and storage, and optional Gear Caddy (on right wall). Tensioning pulls for the tent, fly, and the footprint. Adjustable-height Gear Loft (optional). Four pockets across the rear wall. Asashi 4P rainfly with front-facing window provided good weather protection even without guys. Overland Journal Gear 2013

Sierra Designs Meteor Light 4

$400

ierra Design’s three-season Meteor Light 4 uses an unusual yet effective, patented Eye-Pole design for the main overhead frame. A second lateral pole completes the structure. The Jake’s Foot™ (a ball-and-socket receiver) accepts pole ends, and large DAC Twist Clips™ quickly attach the tent to the pole. They worked well, but if you don’t insert and remove the ends properly they can be a struggle to remove. Half-moon shaped rainfly clips, rather than buckles, provide positive hold but can be difficult to unclip. I like intentionally different designs that work, and these do. The fly has single-pull tension strings that are simple to use after staking, and stakes were robust and among my favorites. The Meteor Light 4 has large doors at the front and rear, and the three-zipper fly allows flexible ventilation configurations. There is a small vestibule on each end. The Meteor’s zippers worked well, though occasionally the fly’s zipper would catch its flap in addition to the common hiccups encountered when rounding the screen door corners. The bathtub floor design, combined with the full-coverage fly, gives the Meteor Light 4 strong precipitation defense. During nature’s wind test, the un-guyed Meteor was second only to the much lower-profile Holler when it came to standing tall against the wind. We were both impressed. During the 10-minute water test the Meteor was sitting on slightly higher ground, so the Superseal tub-style floor was not subjected to flowing water. However, there was no evidence of water ingress and the rainfly did an excellent job of keeping the vestibule area completely dry. The loose sheet, four-step instructions were decipherable, but could have used more detail on the operation of the Jake’s Foot™ and rainfly clips. The simple duffel bag case felt sturdy, and the tent, fly, and poles easily fit inside after the tent had been used. sierradesigns.com, 800-7368592

Pros:

• Easy setup • Wind-resistant design • Excellent rainfly coverage • Sturdy stakes

Cons:

• Loose paper instructions • Rainfly is difficult to unclip

Overland Journal Gear 2013

Clockwise from top: The Eye-Pole and a single lateral pole create the framework. A full-sized back door and a pocket at each corner. Jake’s Foot™ pole end and unique rainfly clip. There is a vestibule on each end. Interior storage pockets, and Superseal tub-style floor. Rainfly has a vestibule and door on each end, is easy to install, and provides very good coverage. Inset: The innovative Eye-Pole, while unconventional, works well to keep the tent upright in high winds.

Conclusions

Top to bottom: Stakes (left to right): MSR Mini Groundhog (optional), Kelty, Big Agnes, NEMO, Sierra Designs. Mother Nature provided an impromptu wind tunnel. All tents collapsed to some degree. Mr. Langan, the first line of the instructions states, “Be sure to stake tent down before installing poles.”

f you need a tent for four people, or intend to do much more than sleep inside, then something larger than the MSR Holler may be preferred. If you want a tent that fits smaller campsites, pitches and packs quickly, and is very weather resistant, this tent might be perfect. I found myself thinking the Holler could easily fill the needs of a family of three, whether car camping or backpacking. With quality materials, a simple design, great tent stakes, and a retail price of only $300, the MSR Holler easily walked away with our Value Award. The Kelty Palisade 4 is a family-sized tent with a large vestibule integrated into the front of the rainfly. If you need this kind of space and plan to stay in one spot for a couple days, this well-ventilated tent might fit the bill. I didn’t care much for the two-person requirement for the overhead hoop or the awkward vestibule setup, and rainfly overlap with the tent is a little thin on the sides for wet, windy conditions. However, for moderate weather where maximum ventilation is needed—even with the fly on—the Palisade offers lots of interior headroom and a spacious floor plan. The Big Agnes Flying Diamond 4 is the only four-season tent in our evaluation, and

touching the tent or rainfly gave tactile confirmation of the robust materials and construction. The Flying Diamond was not as square as the other large tents, but as a tall man who likes to sleep flat, the long design is appealing. The main overhead pole structure with hubs at each end, combined with a lateral pole, made pitching easy. While I liked the hooked ends of the aluminum stakes, I bent a few while hammering them into the relatively soft playa. The briefcase storage bag works and helps the Flying Diamond pack flatter and into a rectangle rather than a cylinder. Sometimes it takes a second look to appreciate a product fully, and this was the case with the Sierra Designs Meteor Light 4; it was a sleeper. After the innovative eye-pole is assembled and combined with the second, over-the-top straight pole, this base camp tent is up quickly with only two poles. The sizable front and rear doors and most of the top are mesh for excellent ventilation, and the rainfly provided good coverage with a door on both ends. The DAC J-stakes were some of the best, and the Meteor Light’s ability to stand tall in the face of Nevada’s notorious westerly winds, even without guys, was impressive. For a group of four that need a spacious and very wind-resistant shelter—which doesn’t break the $400 barrier—the Meteor Light 4 is a contender. The Asashi 4P from NEMO is a large family tent that fills most base camp needs. Setup was straightforward, the tent stakes stout, and the ingenious roll-up storage bag and cinch straps help the unit pack smaller than I expected. The Asashi can also be expanded with the Garage (optional), and two can be joined with the Link (also optional). There’s something to YKK zippers and NEMO’s design: The combination worked flawlessly. With above average storage, overhead Light Pockets, webbed tension pulls for the tent, rainfly, and footprint—plus the optional Pawprint, Gear Caddy and Loft—attention to detail is everywhere. Though the Asashi 4P is a highly expandable tent system, the base tent is a competitive $450. It was the clear, hands-down winner of our Editor’s Choice award.

Overland Journal Gear 2013

Ground Tent Comparison

Manufacturer

Big Agnes

Kelty

NEMO

MSR

Sierra Designs

Model

Flying Diamond 4

Palisade 4

Asashi 4P

Holler

Meteor Light 4

MSRP

$440

$400

$450

$300

$400

Country of manufacture

China

Taiwan

China

Warranty

Against defects; repaired or replaced

Limited lifetime for original owner

Limited lifetime against defects

Tent material

Polyester rip-stop, nylon mesh windows

70D DyeFree polyester taffeta

Mesh body/70D PU nylon

40D rip-stop nylon, 20D nylon mesh

68D polyester, dye free

Floor material

Polyester with 1,500 mm coating

1,800 mm PU nylon taffeta

70D PU nylon

40D rip-stop nylon, 3,000 mm Durashield PU

70D nylon, 3,000 mm

Rainfly material

Polyester rip-stop with 1,500 mm coating

75D 190T, 1,800 mm PU 75D PU polyester polyester taffeta

40D rip-stop nylon, 1,500 mm Durashield PU

75D polyester, 1,500 mm

Pole material

DAC TH72M anodized aluminum

DAC DA-17 aluminum

DAC 11.1 mm Featherlite aluminum

DAC press fit

DAC DA-17 aluminum

Footprint included/ optional, price

Optional, $55

Optional, $50

Season rating

Four

Three

Person rating

Four

Three

Four

Floor space (sq-ft / m2)

69 / 6.40

64 / 5.94

63 / 5.85

47 / 4.36

60 / 5.57

Interor dimensions (in / cm)

102 x 87 / 259 x 221

93.5 x 91 / 238 x 231

78 x 91 / 198 x 231

82 x 72 / 208 x 183

81 x 87 / 206 x 221

Interior peak height (in / cm)

54.75 / 139

68.75 / 175

60.25 / 153

43.5 / 110.5

63.5 / 161.3

Exterior dimensions with fly (in / cm)

166 x 93 / 422 x 236

150 x 91.5 / 381 x 232.4 127 x 93 / 322.5 x 236

148 x 79 / 376 x 201

133 x 88 / 338 x 223.5

Stake material, number

Aluminum, 15

Steel, 14

Aluminum, 7

Aluminum, 8

Aluminum, 12

Packed size (in / cm) (LxWxH)

24 x 17 x 5 / 61 x 43 x 13

25 x 10 / 64 x 25 (roll)

22 x 8 / 56 x 20.3 (roll)

18 x 8 / 45.7 x 20.3 (roll)

26 x 7 / 66 x 18 (roll)

Packed weight (lb / kg)

10.2 / 4.6

14.6 / 6.6

10.9 / 4.9

6.5 / 3

10.9 / 4.9

Overland Journal Gear 2013

Field Journal 78

Expeditions 7: North America

Silk Road on a Four-wheeled Bicycle

107

Project Vehicle: Range Rover Classic Wrap-up

Overland Journal Gear 2013

Northern Extremes Prudhoe Bay to Cape Spear—The Expeditions 7 team transects North America on a trek around the world. Overland Journal Gear 2013

By Scott Brady Photography by Scott Brady, Ray Hyland, Bruce Dorn, and Matt Scott

Overland Journal Gear 2013

The extremes have such fantastic appeal, calling out to the explorer, prospector, and romantic to risk all in the pursuit of finding their limits. The Arctic north had that appeal for our small team of adventurers, bent on driving around the world. Our proposed route would take us across North America from Prudhoe Bay, Alaska, to Cape Spear, Newfoundland, to Nordkapp, Norway, and ultimately across Siberia to Magadan. We traveled in a pair of Toyota Land Cruisers, a vehicle many consider to be the finest overland platform ever produced. We had the ultimate vehicle and the best equipment possible to achieve our goal, yet these modern solutions caused me to consider the methods and challenges faced by the first explorers to these lands.

Early exploration into Arctic regions was fraught with danger, stalwart explorers falling victim to crushing ice, scurvy, and even cannibalism. One of the most tragic accounts was that of the Sir John Franklin expedition, which departed England in 1845 in search of the fabled Northwest Passage. Equipped with the most modern equipment of the day, 129 men set sail for the unknown on two specially prepared vessels. Their quest was the last 310 miles of unexplored coastline above Canada and Alaska. All were lost and the ships never found. Over a half century later, the Northwest Passage was finally tamed, this time by the much smaller, lighter and more nimble expedition of Roald Amundsen, the most successful polar explorer in history. It is this type of historic event and fascinating examples of human will to overcome challenge that has drawn me back to northern latitudes. Having driven to the Arctic Ocean once before (Overland Journal, Winter 2007), I believed that Prudhoe Bay, the northernmost road-accessible point in the Americas and the terminus of the Pan-American Highway, would be a fitting start for our expedition. Our team assembled in the rag-tag company town of Deadhorse, Alaska, a city with less than 20 permanent residents, but a temporary populace exceeding 3,000. The summer brings 63 days without a sunset. Interestingly, most of the productive work and construction occurs in the winter when the tundra freezes and transportation across the snow is more reliable. During the winter, the region does not see the sun for nearly 55 days and can experience temperatures of -62° Fahrenheit. We arrived in mid-April. Though daytime highs reached a balmy seven degrees, the wind chill seared the skin and caused eyes to tear up. We were fortunate that team member Greg Miller had a connection with a local business owner. Through this correction we were able to obtain permission to drive one of the trucks all the way to the ice shelf of the Arctic Ocean near Prudhoe Bay. Personal vehicles had not been permitted past the guard shack since 9/11, and we felt extremely fortunate for such an opportunity. With the back wheels pushed to the edge of the ice, our adventure had begun and would ultimately take us on a 25,000-plus mile trek around the planet—the really long way. During the months of April, May, and June 2012, the Expeditions 7 team crossed the vast expanse of North America. From the most northerly road-accessible point in North America to the most easterly, we encountered temperature ranges of over 100 degrees. We had selected the VDJ78 Land Cruiser because of its reputation for durability and reliability. Though we pushed our two 78s through deep Arctic snow, across miles of Moab’s slick rock, and over high mountain passes of the Colorado Rockies, they completed North America, a 9,000-mile leg, without even the smallest failure. We experienced some of the most magnificent scenery the world has to offer and learned much about working and traveling as a team. It had proven to be the perfect testing ground for the remote and inhospitable routes we would encounter further along the journey. We completed our North American segment on the shores of the North Atlantic and found ourselves looking further east to the largest glacier in Europe, Vatnajökull. Follow our team in the next installment of Expeditions 7 as we continue our trek around the world.

(Opposite)

Starting in Prudhoe Bay, our team struggled against terrain and weather to push our way south, the trucks getting stuck easily once off the beaten path. However, it was those departures from the Pan-American that provided a chance to test the trucks, capture images of Arctic fauna, and for Greg’s boys to expend some energy. The frozen north was filled with wonder, reflecting centuries of the struggle between man’s determination to extract resources and inhabit this land, and nature’s power to oppose it. In an ironic turn of events, we encountered Mr. Romano Scaturo, who is currently riding his

adventure touring bicycle through all 50 states to celebrate his 50th year. He is the

brother of Pasquale Scaturo, a personal friend and famed National Geographic explorer. Even more coincidental was that Romano lives less than an hour away from our Prescott office. Ferries, a common form of transportation in Canada and Alaska, provide connection routes along the rugged coastline. The water route from

Haynes to Skagway was particularly beautiful. (Opening Spread)

Frozen rivers and lakes are common motorways. Backing the 8,000-pound Land Cruisers onto Tagish Lake in the Yukon Territory made for a perfect photo opportunity.

Overland Journal Gear 2013

Nicknamed the “Sherpa,” this HZJ79 Land Cruiser (the primary support vehicle for the film crew) is a

much-loved member of the team.

For the second segment of our North American crossing, we departed from the Overland Expo in Arizona, for the challenging and stunning Colorado Rocky Mountains. The high-elevation mining roads around Durango, Lake City, and Ouray, reward the driver and photographer. I was thankful the roads were not extremely technical, as the stunning views out the side window could easily distract the driver from more pressing tasks—like not going off a cliff. I’m left in awe of the conditions early settlers endured here, building roads by hand and working through the extreme winters to earn a meager subsistence.

Remnants of ancient super-volcanoes, these mountains can receive snowfall in excess of 600 inches in a season.

"Driving from the extreme north to the far east of North America was a poignant reminder of how much there is to explore within our own continent. The opportunity for adventure is endless."

Though I’m sure we will witness many incredible sights during our trip around the world, our trek over Engineer Pass is certainly a highlight. After dozens of trips to the San Juans, their charms have yet

to fade.

- Scott Brady Overland Journal Gear 2013

Overland Journal Gear 2013

A highlight of the trip was a visit to Motor City (Detroit, MI); an afternoon spent at American Expedition Vehicles, and the evening with Camillo Pardo (Designer of the Ford GT) and Mark Allen (Chief Designer for Jeep).

In a fantastic juxtaposition to the wilds of North America, we decided to drive through

New York City, where our fearless cinematographer Bruce Dorn defied death (and the police) to get the shot.

A crowd gathered for the start of the Gumball Rally, an annual driving event that draws famous cars and people alike. Nearly everyone

shifted their attention from the rally to our parade of Land Cruisers.

Greg’s family owns the Utah Jazz, so his arrival in NYC prompted a visit from NBA

commissioner David Stern.

We made a special stop at B&H Photo Video; a place Overland Journal has long patronized for our camera equipment. They laid out the red carpet and even secured us parking spaces!

Overland Journal Gear 2013

Our drive through Manhattan and Times Square was a contrast between old and new, East and West, and international and domestic. New York City, though

it is a gateway to the world and has provided opportunity to immigrants for centuries, manages to be thoroughly American. We all had our special moments interacting with this concentration of cultures; Greg shared our route plan with some Hasidic Jews, while the rest of the team surrounded the hot dog cart. The smells of the city, and our meal, overwhelmed the senses.

Overland Journal Gear 2013

Entering Canada for the third time on our journey, we stopped in Quebec City, the cultural epicenter of this French-speaking region. With beautiful architecture and quaint cafés, the historic district of Vieux-Québec is one of the oldest settlements in North America. Constructed on a strategic location along the Saint Lawrence River, the first fort was built in 1535 to provide protection from the indigineous population. Its fortified walls predate anything north of the Mexican border. The city became a critical logistics center for the exchange of goods from Europe and the wilds of the New World. For our team, it proved to be a relaxing respite from the long highway drives and a fitting transition to the slower

pace through the Maritimes.

Coastlines and fishing became a common theme in our exploration of Nova Scotia. Brightly painted vessels dotted the shore and waterways. With much of the fishing stock depleted, many boats have been removed from the water and relegated to a future life of decay.

“It became obvious to me very quickly that the best part of the adventure was going to be getting to know so many interesting and friendly people along the way.” - Greg Miller Overland Journal Gear 2013

Overland Journal Gear 2013

Taking the ferry to Newfoundland, we finally had the chance to stretch the legs of the Land Cruisers on a coastal trail that meandered through expansive sand dunes. Within short order, we were stuck and near

giddy at the opportunity to pull some winch line and set the Pull-Pal.

Though 4-ton Land Cruisers and sand don’t mix particularly well, we could not have picked a prettier place to get stuck. We spent the day driving, winching, and exploring part of the Old Newfoundland Railway. This narrow-gauge rail system operated from 1898 to 1988, when it was decommissioned and converted to a multi-use trail.

Rather than setting up tents each night, we slept above a custom drawer system in the back of the high-roof Land Cruisers. After years of global

travel and hundreds of nights camping, I have found no sleeping pad more comfortable than the NEMO Cosmo. Depending on temperature, we used a combination of Mountain Hardware and NEMO sleeping bags. The bullbar proved its mettle by providing animal strike protection and a mounting place for the much

needed winch.

We stopped at Bill’s Fly Shop to hang out with Bill and

his blind dog.

The coast of Newfoundland, which is perpetually wracked by wind and sea, is both beautiful and ominous.

Overland Journal Gear 2013

Crossing North America from its most northern road to its most eastern road proved

to be a worthy and rewarding start to our round-the-world expedition.

Cape Spear was a fitting end, its rocky cliffs pushing east into the North Atlantic with nothing beyond the horizon. As I looked east, the frigid and salted wind biting at my eyes, I considered what would be next for our team—the far more daunting task of crossing the largest glacier in all of Europe, Vatnajökull in Iceland.

Shipping a vehicle to distant lands is always a thrill, combining the anticipa-

tion of the coming adventure with the challenge and complexity of customs, shipping brokers and daunting regulations.

Overland Journal Gear 2013

Steppe by Steppe Creating a template to explore alternate ideas for living, a couple explores Asia on a four-wheeled bicycle. By Roger Chao

Overland Journal Gear 2013

Clockwise from top right: Whilst packing up our tent on our second morning, just south of Astana, we were visited by a very curious shepherd whose big felt boots caused much discussion. This camel in Dostyk was being milked to make Shubat, a traditional dish of fermented camel milk. Horse beshbarmak: It is an experience and taste never forgotten. Night falls over a grave at the whipping mosque near Jetisay. A teacher in Barshin provided lessons on the Dombra. Opposite: A few hours into our journey, looking back across the river at Astana. Opening spread: Riding out through the Steppe during the first week of our travels we were blasted by the unrelenting sun and wind on the way to Taldysai. The only way to not get burnt was to cover up from head to toe. Overland Journal Gear 2013

“Ooh, here’s another big one. Should I pull it out?” I asked. “Maybe we should leave it in; it might hold until the track,” replied Megan, hoping for the near impossible. We were in the deep south of Kazakhstan and heading deeper, into a summer furnace. It was late June. Since the beginning of the month, the long days had been at least 40°C and virtually cloudless. The oppressive heat had not caused us much trouble thus far, but at this point we would have appreciated a little shade. We’d removed two of the four wheels from “Quike,” our custom-made sociable tandem recumbent velomobile, and were in the process of assessing the damage. Behind us were three kilometres of sandy tyre marks, barely distinguishable from the surrounding Steppe. Ahead, an unknown distance to the nearest track. This would not normally pose a problem for Quike, or us, but as far as we could see, on the track and off, our route was carpeted by the dastardly camelthorn (genus Alhagi), a bushy plant of inch-long thorns. For the past few kilometres we’d ridden over this plant carefree, at times straight through to avoid scratching our arms and legs. In hindsight, we would have gladly taken the flesh wounds. We’d located half a dozen sites where the thorns had pierced our Schwalbe Marathon Extremes, arguably the best off-pavement touring tyre money can buy. With a good record against punctures, we had decided to bring only four spare tubes. Of these, one had a snapped valve head, another had a persistent leak we could not locate. We were down to two usable spares, and several hours of repairs lay ahead. Our route had officially begun in May 2009, from Astana, Kazakhstan, but really, it had been in progress for years. In 2005, Megan had decided that upon completion of her doctoral thesis, she would go somewhere far away, in the forgotten expanses of the big Asian continent—possibly to Siberia and Mongolia—and cycle village to village for several months. After a few years of aimless dreaming she found a traveling partner who shared her vision: Me. Having recently completed a world-record unassisted crossing of the Greenland ice cap, I was keen for a new adventure; but this time with more interaction with local cultures. The project evolved to be Steppe by Steppe, Side by Side — A Journey on Four Wheels.

Understanding the “Stans”

The idea was to venture to lands unknown to the Australian populace and much of the Western world, and to experience and document their different lifestyles, traditions, and cultures. From a young age, most people follow cultural norms without question. Running water and reliable electricity are taken for granted, a life of comfort is expected, and contentment is all too often sought from material possession. Steppe by Steppe would be our template to explore other ideas for living, to question our own beliefs and cultural norms. We chose Central Asia as the backdrop, as it is a melting pot of cultures; where East meets

Every journey begins with the first steppe.

West, and where environment extremes have forged a colorful array of lifestyles. It has also not yet suffered infiltration by the tourism industry, allowing us to witness genuine culture, rather than mere fundraising performances. The average Australian’s geographical knowledge of the Asian continent might include China, Russia, and India; or perhaps a vague notion of where Borat comes from. But ask what lies east of the Caspian Sea and they draw a blank. The “stan” suffix alone triggers images of war-torn, fundamentalist Islamic nations, fears of suicide bombers, ethnic violence, land disputes, and green manikins. Although we had done enough research to overwrite these stereotypes, we were still unsure of the reception that would be in store for us. From the very beginning, we were pleasantly surprised by how the Kazakhstani people received us. We’d heard of their tradition of hospitality, but as independent travelers, we knew better than to expect it. We were, after all, journeying through the vast Kazakh Steppe, where there would be hundreds of kilometres between food or water points. We could not risk relying on the generosity of strangers who themselves might be struggling to survive. To our surprise, it appeared that the isolation of the Steppe has fostered an enthusiastic expression of this tradition. It is believed that the word “Kazakh” is derived from an ancient word meaning “wanderer.” Perhaps their nomadic ancestors would not have survived life in the harsh and desolate Steppe had they not abided by this code of looking after each other—family and strangers alike. Only a few days into our journey, in the village of Korgalzhin, we met a lady named Rosa. She placed dibs on us as her guests and would not take no for an answer. As instructed, we followed her to her house where she proceeded to feed us endlessly and introduce us to all her friends. A day later in the town of Barshino, we were again invited to tea at a woman’s house. Understanding that we wished to see local customs and traditions, she went to great lengths to ensure we experienced a real Kazakh party. On this night we would meet every man, woman and child from the village. They were kind and excited to see us, so much so that they brought out the beshbarmak. Beshbarmak, the national dish of the Kazakh people, consists of flat, hand-made noodles covered in meat and other animal products. It was a scene from a travelogue—a big plate of unidentifiable body parts. Kazakhs generally favor fat over the meat. As guests, we were presented with the best horse fat and horse intestine sausage. The first rule Overland Journal Gear 2013

Overland Journal Gear 2013

People had warned us against taking this route, saying, “There is no track there.” There was a track. It was just a very bad track. to eating Beshbarmak, which translates to “five fingers,” is to dig into the communal dish with your hands—like the locals. Taking an individual plate will commit you to finishing your large serving of the “very best” bits. The shared bowl permits you to choose which bits you eat and which you push to the side. We have since learned how to eat, or more accurately, how to avoid eating beshbarmak. Following these initial pleasant encounters we became less concerned about running low on rations. In Kazakhstan, the tradition of hospitality is not considered a duty, but rather an honor.

The Quike: worth its weight in gold…and trouble

No matter how kind the people of Kazakhstan had been, they could do nothing for us in this sea of camelthorn. The main route from Shawildir headed east to Aris, but we wanted see the Syr-Darya River, to follow the road less traveled south. People had warned us against taking this route, saying, “There is no track there.” There was a track. It was just a very bad track. It was not the first time we had encountered difficulty. In addition to abominable road conditions, the wind of the Steppe cannot be accurately represented on a topographical map. Though we faced Left to right: In Korgalzhin, freshly salted fish are hung out to dry in the sun. A very emotional scene in Terekty of two women praying on the anniversary of their great-grandfather’s death. En route to Taldysai, mud continually clogged up our tyres and forks. Certain life forms flourish in the harsh environments of the Steppe. Fixing yet another puncture amid a sea of camelthorn near the town of Shawildir. Opposite: A celebration put on by students at the school in Shubarkol.

only short climbs and rolling hills, the wind often shredded any mileage calculations we might have made. We had some form of a headwind every day, including three days when it was too strong to walk, let alone contemplate riding. The track connecting the villages of Korgalzhino and Shubarkol was often so bad it was better to ride on the Steppe. After a particularly heavy rain, mud gathering on our wheels forced us to a grinding halt. In these conditions, covering 15 kilometres was a good day. At times when we could not proceed under pedal power, we could pull Quike along with a full-body harness and poles, like a sled. In these times we would still need the ability to steer from out front. For this, we had a small piece of tubing clamped around the steering column. By shoving a stick or similar implement into the tube, we could both “tow” and steer at the same. When we were designing the Quike we had a long wish list of features. The main priority was for a well-protected, minimal-maintenance drivetrain. The frame, built with 1.625-inch chromoly tubing, was designed to withstand a 500-kilogram load. Quike, though built for anything, was not light. Although it may seem like an over-engineered brute at times, the Quike has been able to bear the two of us and all of our luggage wherever we want to go. Now at the mercy of the camelthorn, it was our turn to nurse him and carry him out. Overland Journal Gear 2013

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Three hours of work resulted in a grand total of 28 patches on our four tubes—all from just one hour and four kilometres of riding on camelthorn.

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After an hour of repairs we were no closer to getting back on our wheels. We decided to carefully push or carry Quike through to the track to the west. We could then finish our repairs. Faced with the task of relocating a crippled metal heffalump over several hundred metres, we were quietly wishing for simple pushbikes. To prepare our path, Megan walked ahead and kicked away every trace of thorn on the sandy track. I pushed Quike along behind. Slowly and carefully we hauled the maimed vehicle to the relative safety of the wider track we’d been told about—which was luckily only another kilometre on—where we resumed our repair session. It took us another two hours before we had the Quike ride-worthy.

Thirsty as a Camel in Kazakhstan

Late in the afternoon we reloaded and continued on. It wasn’t as easy as we had hoped. Camelthorn was ever-present, and at times extended across the track such that we’d have to groom a clear path before passing. Even then we would have to stop to replenish the front right tyre with air every few kilometres. It was a slow, long day, and almost evening when we encountered a young horse herder at work. He looked different, with a pale and almost Caucasian appearance. Though all too eager to speak to us, he spoke in a language we could not understand. We figured he was Kazakh so we tried a few words like “hello” and “water.” He corrected our attempts with similar yet unfamiliar sounds. As it turned out, he was in fact Uzbek, not Kazakh, which explained the different dialect. He gestured to us to sleep at his house and he pointed out the place where he was staying. We couldn’t see any buildings in the direction he was pointing, but recalled spotting a green tent-like structure about a kilometre away. We presumed this must be to where he was referring. Knowing that we needed to stop soon anyway, and with him confirming that he had drinking water, we accepted the invitation without question. The challenge now was to maneuver our way through the maze of camelthorn separating us from his abode. It took a good half hour, inching forward and backtracking across the Steppe. We surely must’ve been a sight to see. When within a few hundred metres, the shape of the tent-thing became clear. We had finally found one—a real yurta! We exclaimed with joy. The next thing we saw was a figure moving around the yurta, which could have raised a new problem. Following our meeting with the Uzbek boy, he had ridden off in a different direction. Could he have possibly warned the other inhabitants of our imminent arrival? Perhaps we would be unwelcome visitors? As to not so obviously intrude, at 100 metres distance we disembarked and approached the man on foot. The man looked at us with suspicion, as if he didn’t know what to make of us. Then began our jumbled explanations of how we came to be there. Clockwise from top right: One of the beautiful handmade and dyed felt carpets in Jankel, Southern Kazakhstan. Some of the unique and mysterious rock art near Terekty. En route to Taldysai. The Akhmed Yassawe Mausoleum in Turkestan is something to be seen.

He quickly revealed he spoke Russian, which came as a relief. Within a matter of minutes the three of us were sitting on his makeshift verandah sipping hot tea. The boy returned from the Steppe with his herds of horses and sheep, and we spent the evening sipping tea and talking with this man and the boy. It turned out that the boy was in fact from Uzbekistan, and the man, who was a local Kazakh, was his employer. They would set up the yurta every summer for three months to herd sheep and horses. In winter, the boy would return to Uzbekistan and the man to his home in the Shardara Township. They said this was the only way yurtas were used nowadays—for summer herding—and it is almost impossible to find Kazakhs who live in yurtas year-round. The boy, we were told, was 20 years old, but his face said he was not a day older than 16. Overpopulation in Uzbekistan has forced many people to seek work in Kazakhstan, often illegally. This would have been a convenient situation for both parties, as the boy would earn more money than he could in Uzbekistan, and the man would not have to pay him as much as a similar Kazakhstani employee. The next morning we set to work with more repairs on our tubes. The shepherd had a large trough to water his herds, which we used to locate numerous pinpricks in the tubes. Three hours of work resulted in a grand total of 28 patches on our four tubes—all from just one hour and four kilometres of riding on camelthorn. We were thankful for his somewhat clean drinking water, which he drew from 40 metres below the surface. Despite the large Syr-Darya River to the east, all domestic water in this region, and indeed the entire south of Kazakhstan, is drawn from the ground. This is because the Kazakhstani portion of the river is too polluted to drink. The SyrDarya originates in the Tien Shan range of Kyrgyzstan and follows a path through the agricultural sponge of the Ferghana Valley to the Shardara Reservoir in Southern Kazakhstan. From there the tired SyrDarya carries its remaining water to its Aral Sea terminus. It is believed that there is a parallel underground river that carries fresh water back in the opposite direction to Shardara. However, one sip reveals it harbors far too many salts and metals to be considered “fresh,” at least by nonKazakhs. With new tubes on the rear, and front tubes that were more patch than rubber, we continued on toward Jetisay.

Kazakhstan, Uzbekistan, and the Arbitrary Divide

About 20 kilometres short of Jetisay we came across the grounds of a strange cemetrey. We ventured in to take a peek at the interesting tombstones. Inside the gates we found several visitors walking in and out of a small building. It appeared that this wasn’t just a cemetrey but also a small mosque, and soon we were invited in to share tea with the imam and his other guests. While we were talking to one of the women, the imam interrupted and started whipping her on the back of her head with his long coattails. She did nothing to defend herself. Afterward, we were informed that she had been suffering from a headache and had come to this mosque to cure her ailment—coattail whipping was Overland Journal Gear 2013

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While we sat and ate on a raised platform in the backyard, every member of the village, from the youngest to the oldest, came to meet us.

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apparently part of the package. While she was explaining, both our ears pricked up as we heard the familiar high-pitched squeal of Quike’s left rear brake. We raced outside but it was too late. Her teenage son had made off with Quike for a joyride—out the back and through the camelthorn! That night we stayed at the mosque, again on tyre repair duty. As if on cue, it was on our last night in Kazakhstan that we had our first introduction to bona fide Uzbek culture. Riding through cotton fields on our way to the border, we came across a small village where every house had a large veggie garden. Passing one of the houses, we smiled and waved at several ladies who were sorting onions. Their response: invite us in for tea. This was novel for us; rarely were Kazakhstani women given the authority to invite guests onto their premises, let alone greet them when no man was present. After rolling in and parking, we were informed that all inhabitants of this village were Uzbek. And, it was one of a cluster of Uzbek villages in the region. Due to the presence of 35 houses, the name of this village was simply “35.” We shared with them that we would be departing for Uzbekistan the next day and we had not yet been acquainted with the Uzbek lifestyle and its traditions. Upon hearing this, they sat us down and began to prepare the show. They first brought out a platter of fruits and vegetables, each item plucked from the garden. All manner were on display: tomatoes, cucumbers, carrots, eggplants, apples, capsicums, and cherries—many of which were at the peak of their season. A young girl was then ordered to climb atop the roof of the kitchen, then up a six-metre-high tree to fetch apricots for us. We were grateful to her, as they were the best apricots we had tasted, ever! While this was happening, the mother began preparing plov, the traditional Uzbek dish, on the fire. During the entire process, from the sorting of rice and picking of carrots, to lighting the Overland Journal Gear 2013

fire and cutting meat, she had a huge smile on her face. While we sat and ate on a raised platform in the backyard, every member of the village, from the youngest to the oldest, came to meet us. In the morning, the party continued the moment we emerged from slumber. More visitors rolled in from around the village to get photos with us (and Quike). Music was turned on (and up) and the young daughter, who was dressed in a traditional costume, danced along. Her dress was quite different from Kazakh fashion, displaying a more brilliant array of colours—the music and dance of the region definitely have Persian influences. They called us up to dance, attempting to teach Megan the latest moves. She had trouble keeping up with even the oldest of the women! On July 5, we exited Kazakhstan and crossed the river divide into Uzbekistan. Pedaling slowly but surely through no-man’s land, we held a modest sense of achievement. There had been numerous times when we doubted we’d even make it to this point, let alone in reasonable time. Our Kazakhstan chapter had come to a close and we were eagerly awaiting our venture into the secret life of the Uzbeks and their glorious fruits. We were excited yet apprehensive about how we would fare under a new political regime, a new culture, and the scorching heat of a “stan” summer. If we had known what awaited us on the other side, perhaps we would have turned back… Left to right: Climbing up the crumbly and precipitous stairs of the minaret at the whipping mosque near Jetisay. It was here that we witnessed a woman being whipped to cure her of headaches. The striking white hair and blue eyes of a cotton field worker near Dostyk caught our attention. Having dinner at a mosque near Jetisay in Southern Kazakhstan. Being preached to by a devout Muslim in Kazakhstan.

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Silk Road Trip

Route

Cartography by David Medeiros (mapbliss.com)

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Heart of a Range Rover

Stage III

Graham Jackson wraps up his long-term build of an overlanding classic. By Graham Jackson

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here are certain events you never forget. While some drift away on the winds of memory, those that stay with you define your attitudes and perceptions for life. Camping by the banks of the Boteti River in the Kalahari Desert, Botswana, when I was 10, is something that has stayed with me with lasting clarity. It was 1982, and the drive in had been long and dusty, on winding, soft desert tracks with not a soul to be seen, save thousands of wildebeest dying of thirst and stopped in their migration by the Trans-Kalahari veterinary fence. When we reached the Boteti it was just a trickle. The banks were steep and sandy and far from the water. Pulling the Range Rover off the track as the sun was getting low, my father chose a spot on the bank and committed to it, driving straight down to the beach and on to the river. The descent was fairly technical, with maybe 60 feet of loose, soft sand. I remember the discussion clearly. My father said glibly that getting up the bank in the morning would be very difficult; my mother suggested that the winch might come in to use. We camped by the river that night in the open, with just an awning over our heads. My mother swears to this day that she woke up with a large hyena standing over her. Morning brought the inevitable climb up the bank. I really hoped for some winch action, as I’d never seen it done before. All but my father got out to lighten the load and he took a good run at the bank. What I remember best is how easily the Range Rover made it look. Fully loaded, with a 45-gallon petrol tank from a semi in the back, along with camping gear for four, it sailed up the slope with an ease that defied reason. Well, my reason at the time. From that moment on, the Range Rover became godlike in my pantheon of automobiles and spurred my desire for the Range Rover in this project build. The last installment of any build article usually involves a free-forall of details and items that didn’t get completed before, and this one is no different. Among the things that I had yet to check off the list were the switch for the air conditioning, the EGT (exhaust gas temperature) gauge, fix the doors, build a tire rack and install the winch and locker.

On not Getting Stuck and Getting Unstuck

I still contend that the first piece of recovery gear any overland vehicle should have is an air compressor. It doesn’t have to be large or

After three years of slow progress, my Range Rover has become something very different from the Range Rover that inspired it; yet I feel it holds the core of what an overlandcapable Range Rover should have.

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particularly fast, but being able to adjust tire pressures will help keep one from getting stuck in the first place and aid in getting out of many situations. I had an ARB compressor left over from the donor Range Rover for this project. It mounted easily on the driver side fender top, under the bonnet where the ABS pump used to be. In fact, the power line for the ABS pump was requisitioned for use to run the compressor. The frame-mounted air tank, previously used as a reservoir for the air suspension, became the compressor tank. Though I’ve driven plenty of vehicles with lockers, I’ve never owned a vehicle equipped with one. That changed this summer when I installed an ARB air locker into the rear axle of the Range Rover. I kept the gearing the same and just re-did the differential. With the ARB compressor up front and the locker in the rear, it was just a matter of finding controls for it all. Land Rover came to the rescue here. The controls for raising and lowering the air suspension are a three-switch panel, which proved perfect for the locker and compressor; the center switch is for the compressor and the lowering button (arrow pointing down) for the rear locker. Should I decide to add a front locker in the future, the suspension-raising button (arrow forward) will be perfect. The only issue was that the suspension controls are buttons, not switches, so I had to use a flip-flop relay module to control the locker relay (this seemed a better option than wiring up a latched relay set). Push the button once to activate and again to deactivate. The flip-flop module also has a connection for an activation light, which I wired to the traction control light in the instrument binnacle. Now, Traction Control indicates the locker is engaged. The final addition for recovery was the Ramsey Patriot 9500 UT winch from the Gear 2009 Overland Journal winch test. It slotted easily onto the ARB bull bar and took possession of a synthetic line and safety thimble from Viking.

Land Rover Bits and Pieces

In the previous article I described the installation of the air conditioning, and the fact that I just had an alligator clip to switch it on. To improve things, I wired up the AC switch on the dash. That’s a little more complicated than it seems, due to the fact that the condenser fans were controlled by the now removed ECU. I traced the lines and wired the fans directly to the AC switch, eliminating the need for the ECU. For the diesel, an EGT guage is a great diagnostic and peace-ofmind item to have. I’ve never been a fan of adding gauges to the top of a dashboard or even to the A-pillar, but mounting locations are hard to find in modern vehicles. I ended up getting an A-pillar mount, and fitting it on the transmission tunnel under the dash. Though not the perfect location, I can see the gauge while driving and it is well out of the way. Door closure was big on my list and that required adjusting all of the latches so they worked seamlessly.

Tire Rack

The final addition to the Range Rover had to be a tire rack. The stock spare wheel looms large in the load bay at the best of times. Now running the larger BFGoodrich 235/85R/16 Mud Terrain tires, the spare didn’t fit the stock location. For some reason, there aren’t any good commercial options for a swing-out tire rack for the Range Rover Classic. Several companies have tried, a few have promised, but most have realized there is not much of a market. Columbia Rovers supplied

1. ARB compressor fits well where the ABS pump used to live. 2. The original air suspension controls were repurposed for the compressor and locker. 3. EGT gauge located on the transmission tunnel. 4. First test fit of the tire rack. 5. Tire rack follows the rear bodylines very closely. 6. EGT thermocouple installed in the exhaust. Keith from Roving Tracks fabricated the adaptor. 7. The bearing assembly was fitted low enough as to not interfere with the rear light. 8. Custom machined Delrin mount and clamp hold the rack secure. 9. Rarely seen, the ARB Air Locker, prior to install. Opposite: Crossing a bridge over the Boteti River, some distance from where we camped in 1982.

Thanks

My profound thanks goes out to all those who donated their time or materials for this build.

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After three years in the making, the Range Rover is ready for a trek across Colorado, or Botswana.

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me with the rear bumper and had originally said they might be interested in making a tire rack, but their money is now in Toyota products. Fortunately, Keith at Roving Tracks came to the rescue and helped me come up with a solution. Over the course of several weekends spaced over the summer, we managed to design and build a rack that will hold a spare wheel, mounted high over the rear window, and a jerry can below. The bearing mount for the swing-away was kept as small as possible to reduce interference with the rear light. The rack follows the rear curve of the Range Rover very closely, and any movement while traversing corrugated tracks would have resulted in contact with the body. To address this we reinforced the bumper with a significant amount of bracing and tied it into the frame on either side. As it turned out, I am very happy with the appearance and function of the rack.

Conclusions and Comparisons

After three years of slow progress, my Range Rover has become something very different from the Range Rover that inspired it; yet I feel it holds the core of what an overland-capable Range Rover should have. Gone are many of the creature comforts, replaced by a diesel engine, body and undercarriage protection, cloth seats and rubber floor mats. The final version is 280 pounds heavier than the original in curb weight, mostly due to the extra steel and those very heavy wolf wheels. But for all that, I can reliably get 600 miles on a tank of diesel in mixeduse driving, and easily cross most terrain I have the desire to tackle. The Overland Journal Gear 2013

trip we took across the Mojave, detailed in Part II of the build (Overland Journal 2012 Gear), showed that this vehicle can be comfortable and capable, economical and practical, and still be a head-turner in town. I get almost as many looks and comments in the Range Rover as when I’m driving my Defender 110. And why not? This is a truck that carries compromise well and lends itself to daily driving as well as long trips through Mexico. While the Range Rover we drove through the Kalahari was one of the first, a 1973 2-door, my current example is one of the last, a 1995 4-door County Classic. Together, they bookend 20 years of the Range Rover Classic, a supremely capable and comfortable overland platform.

Resources

ARB: arbusa.com, 866-293-9078 Baja Designs: bajadesigns.com, 760-560-2252 BFGoodrich: bfgoodrich.com, 877-788-8899 Columbia Overland: columbiaoverland.com, 541-728-0625 Equipt: equipt1.com, 866-703-1026 Land Rover Las Vegas: lrlv.com, 702-579-0400 RovingTracks (formerly RoverTracks): rovingtracks.com, 303-506-9429 West Coast Batteries, Inc: odysseybatteries.com, 888-379-2555

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SKILLS

Scott Brady

Best of Breed

training offerings

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Technical Moto Riding Publisher Scott Brady joins RawHyde Adventures for the BMW Off-Road Academy. Overland Journal Gear 2013

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The rear tire of my 1200GS drifted in a slow arc, the stock Tourance rear tire sweeping over the

loose gravel.

My right foot modulated the brake, just off the threshold, regaining traction and bringing the 600-pound motorcycle into a momentary track-stand. My position was now 90 degrees from the original course of travel, the bike pivoting between two cones and aligned for the obstacle ahead. Feathering the clutch, I started the BMW rolling towards a 12-inch-tall log and a set of orange traffic cones lying on their sides. Building momentum, I began shifting my weight downward on the pegs, bending my knees while simultaneously compressing the front and rear suspension. Rolling on the throttle while pulling back on the handlebar brought the front wheel nearly a foot in the air, lofting it just at the lip of the log and suspending the massive adventure bike momentarily against gravity. I shifted my weight forward towards the handle bar, which flattened the bike’s trajectory and allowed the rear tire to just clear the log and cones—rider and motorcycle landing smoothly before transitioning to the next challenge.

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While I do not consider myself an expert rider, I am particularly adept at paying attention to quality instruction. This desire to learn (and more importantly to reduce having to pick up 600-pound motorcycles too often) resulted in a trip to the RawHyde school for their “Next Step,” intermediate-level, training program. My goal was to become more comfortable with the larger adventure bikes and augment some of my dirt bike experience (on light 250s) with a few more tools. The result far exceeded my expectations. By the end of the course I was riding single-tracks, lofting the front wheel, doing U-turns in sand, and drifting the bike like a slalom skier on long descents. This issue’s Skills installment focuses on the key components of the RawHyde curriculum—the good, the bad, and the really, really dirty.

Benefits of Advanced Training

This article is the first in a series of Skills columns that will focus on Best of Breed training offerings worldwide. The emphasis will be on curricula that reflect progressive approaches towards learning, each new skill building on the foundation of the prior. We will avoid programs taught by enthusiasts who lack a higher-education background, as practical knowledge of the subject alone rarely translates into an ability to educate. Admitting that we don’t know everything is the first step to perfection. The Overland Journal team is committed to, through

formal training, continuously improving our skills as drivers and riders. The key: Get trained; practice often.

History of RawHyde

Exiting Interstate 5 near Castaic, California, and driving a few miles down a little-used section of tarmac frontage road, I came to the entrance of RawHyde. Turning left up a loose gravel road I was greeted with a sign stating, “Your adventure begins with our driveway.” I shifted my Power Wagon into four-wheel drive and made my way along a shelf road that wound through hills with tall grass and stunted oak trees. Every 20 yards, the trail was interrupted by a single-track exiting onto a steep descent, earthen mound, or sandy basin—I knew this training would be exactly what I was looking for. That was when Jim Hyde came puttering around the corner, his daughter sitting on the gas tank, the width of her smile nearly matching the handlebar. Jim greeted me and said, “We are on our daily daddy-daughter ride…see you in 30 minutes.” Jim started RawHyde Adventures, which he initially conceived as a Jeep tour company, in early 2002. Fortunately for those of us who want to improve our riding skills, that business model did not bear fruit and he quickly transitioned to adventure motorcycling, offering an eightday dual-sport ride from Los Angeles to Las Vegas. The success of that Overland Journal Gear 2013

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original trip progressed into their acclaimed “Adventure Camp” program. By 2006, RawHyde was the number one enduro-training facility in the country; a position they have maintained since.

Mantra of a 600-Pound Dirt Bike

When riding Overland Journal’s KTM 950 Adventure, I am often asked, “Can you really take that on the dirt?” The answer is a resounding “yes,” but only after you’ve learned the correct methods for riding a large adventure-class motorcycle in technical terrain. RawHyde emphasizes balance and control, but they start with the most critical of statements: “Slow down,” much like the Land Rover adage, “As slow as possible, as fast as necessary.” The larger bikes perform more consistently and effectively at a moderate pace. There are hundreds of techniques to learn, but the most critical is to slow the motorcycle down, temper your inputs, and keep the machine in balance and the rider in control. Whether traversing a technical single-track or negotiating luggage-deep sand, this concept remained universal throughout the training weekend. Slow down and maintain balance and control—make this your mantra.

Five segments of the “Next Step” curriculum By Jim Hyde Step 1

A rider must be autonomously proficient with the controls before they begin more difficult tasks. The first drills focus on rapid shifting and braking combined with acceleration, deceleration, skidding and turning exercises.

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Waking from my small but comfortable sleeping quarters on the RawHyde property, I was greeted by several other students. We made our way to the dining hall, filled with the smell of pancakes and fresh coffee. Jim knows the three critical components of a successful guiding or training business: keep people well rested, well fed…and drunk. Of course, there was no drinking and riding, but they do have their own private-label wine, the GS (Grand Syrah). With a full belly I wandered over to the rows of near-new GS rental bikes, each with a name badge for one of the students. My bike proved to be a beautiful 30th Anniversary 1200GS with 16 miles on the odometer. Jim walked over, placed his hand on my shoulder, and said, “Enjoy the bike, but please don’t scratch it.” No pressure… I was both fortunate and cursed by my fellow classmates, all friends from previous adventures and each eager to give considerable grief for the smallest bobble. Fortunately, I got embarrassment out of the way early by deploying my side stand into a soft patch of mud, then watching in horror as the pristine GS slowly listed into the grass. Dell, our skilled though somewhat reserved instructor, stepped in. I had provided the perfect opportunity for Dell to demonstrate techniques for lifting a fallen GS. Soon, all bikes were in the mud: Lay bike on side, lift, repeat. Dell and the other instructors paid particular attention to ergonomics, ensuring that each rider received feedback on body position, hand position, and foot placement on the pegs. Here, I was wishing for a set of bar risers to better match my 6’1” height (I recommend bringing a set for the class). Prior to class, they took the time to rotate the handlebar up slightly, which helped. Building on this foundation of proper stance, we began implementing additional controls, starting with fine clutch modulation; rock the motorcycle forward slightly with engagement, then letting it roll backwards. Repeat. The key was to not stall the motor. The remainder of the day was composed of progressively more difficult control and balance tasks, starting with a tight series of turns between trees and on various cambered slopes. Our class learned quickly and Dell stepped up the pace, something we appreciated. This led to progressively steeper climbs and descents, all requiring optimal clutch and brake modulation to maintain traction.

The Land of the Impossible

On day two we entered the land of the impossible, beginning with a warm-up ride on a number of single-track trails. Morning tasks included Overland Journal Gear 2013

Proficiency

Step 2

Finesse This concept focuses on competencies like “slipping the clutch” to ease through tough obstacles, a momentary skid to help initiate a turn or change direction quickly at the bottom of a hill. Finesse also means avoiding the problems created by a heavy hand on the throttle.

Step 3

Accuracy Riding tight tracks in the backcountry leaves little room for maneuvering. Your ability to pick and hold a line is critical to becoming a better enduro rider. The path between two obstacles may only be inches, or a series of ruts may leave very little room to navigate your way. Simply stated, your ability to hold a line is the difference between success and failure as a backcountry rider.

Step 4

Total Control Total control is not only about controlling your bike. It also pertains to your attitude, having a realistic perspective of your ability, and your physical conditioning. The practical side of our control drills focuses on higher-speed braking and turning, hill climbs and descents, and single-track exercises.

Step 5

Confidence The U.S. Army learned long ago that putting soldiers through an obstacle course did marvels for their confidence. RawHyde has developed a “confidence course” for just that purpose. Our confidence course is comprised of many challenges. A partial list includes: a series of jumps, half-buried logs, exposed logs, narrow beams to be traversed, a boulders course, a giant teeter totter, and more. Once you have conquered the confidence course, the rest of the world is tame by comparison. The course is designed so you can study each obstacle, learn how to approach it, and then, after a demonstration from your instructor, you conquer it. You will find yourself “whooping” with satisfaction as you complete each challenge.

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perfect form, our hips shifting weight, our heads upright and guiding us on a precise line through the increasingly difficult track. Watching my friends effortlessly negotiate these challenges brought tremendous satisfaction to the conclusion of our training. We had all started with a “problem area” and ended as much more confident and capable riders. Though initially skeptical, I now see the great value in training with a totally stock GS. We were all shocked at what was possible with the Tourance street rubber. Moving to any smaller dual-sport, possibly with a more aggressive knobby tire, would simply amplify my newly acquired skills. With the sun setting on the RawHyde ranch, it was time to pack for Base Camp Alpha.

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In my nearly 20 years of adventure travel I have found few encounters that so markedly exceed my expectations. navigating incredibly steep slopes, jumping the big GSs over berms and logs, ascending near-vertical ledges, and dropping down loose ridges into tight, tree-lined routes. Dell queried the group for specific areas of concern or interest. We elected to spend several hours in the sand pit taking turns fighting the deep and merciless silica. Building on his earlier instruction, ergonomics and throttle control, Dell urged us to relax and get loose (ask him about Moisha). The idea was to let the bike move freely, within reason, while controlling direction with body position, pedal weighting, and throttle modulation. Within a few hours, we were not only crossing the sand pit proficiently, but doing U-turns and figure eights. The impossible was starting to feel probable. After lunch on our final day of instruction, Dell began the session with, “Do you guys want to learn to wheelie?” We responded with a resounding “Absolutely!” and proceeded to a nearly abandoned stretch of asphalt with a slight incline. The goal was, simply, to learn to loft the front wheel consistently over a series of painted white lines. This group, however, was feeling a bit smug. Within 10 minutes we were trying to loft from line-to-line. Dell’s experience kicked in, knowing that leaving us for another minute to our own devices would certainly end in something disastrous. We headed out to the single-track for a ride that would combine all of the technical skills we had learned in the days prior. We rode in Overland Journal Gear 2013

Base Camp Alpha is an add-on program to RawHyde’s Intro to Adventure and Next Step courses, and comprises a 340-mile adventure ride in the deserts of Southern California. The challenge of finding a moderately challenging, yet continuous off-highway route resulted in quite a bit of gravel road and pavement miles. However, there were several significant highlights for me, principally the ride through the Trona Pinnacles and resulting torture-fest of a sand and whoop road. This road was horrible, but could not have been a better training ground for dealing with sand and loose gravel on a big bike. I was exhausted by the end of it, but felt completely comfortable with the GS moving actively under me. There was an opportunity for the group to split near the Burro Schmidt Tunnel. I joined the group taking the more technical route. It proved quite challenging, but nothing more difficult than what Dell had pounded us with during the training. My only notable criticism was with an odd lunch stop on the Base Camp Alpha ride. With all of the beautiful desert detours available, I wondered why the parking lot of a Highway 395 gas station was the meal destination of choice. It could have been a logistics issue as the rest of the program was so tightly executed. The location of the Base Camp property also resulted in extensive road miles, which was nothing of a bother, but worth noting if considering this add-on. In retrospect, the Base Camp Alpha ride is an important conclusion to the training, as it gets the rider into the field and combines so many of the learned skills in a natural environment. The miles of sand, twotrack, and gravel road, reinforce the muscle memory and skills from the course. Remember, the sand road is for your own good—suck it up and own it.

Conclusion

After a long weekend with the RawHyde team, I cannot speak highly enough of my experience and interaction with their staff. As a journalist, my goal is to be as critical as possible of each product and service I evaluate. However, in my nearly 20 years of adventure travel I have found few encounters that so markedly exceed my expectations. The RawHyde program is genuine and honest in delivery, all the while providing an exceptional learning environment and curriculum. My only criticisms, our lunch stop and a few extra road miles, are admittedly petty given my overall impression. I arrived as an intermediate rider with limited confidence on the GS platform. I left as a more refined, accurate and controlled rider. Have you ever jumped a log with a 1200GS? I have, and it still makes me smile. rawhyde-offroad.com, 661-993-9942

By the end of the course I was feeling very confident in lofting the front end of my GS.

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Classic Kit

Jeff Skelley

Field Communications Mr. Morse, The Gibson Girl, and Navajo Code Talkers.

hhh, the Gibson Girl. She was tall, slender, yet with ample bosom, hips, and bottom achieved by the industrious use of the swan bill corset. Immortalized by the drawings of Charles Dana Gibson in the late 19th century, she was America’s first national standard of feminine beauty. She also became the namesake of the U.S. Army Air Corp’s first overwater survival radio transmitter, the SCR-578, nicknamed “Gibson Girl” because of its sexy hourglass shape. Squeezing the hourglass between his thighs, a crash survivor could turn a top-mounted hand crank, which generated electrical power and automatically transmitted a Morse code distress signal. If First Lieutenant Mike “Geronimo” Crane had been three feet closer to the North Pole or a foot closer to the Tropic of Capricorn, providence would have smiled upon him bountifully. As it was, 50-caliber rounds from a gunboat ripped into the engine of his TBM Avenger torpedo bomber, disintegrating two jugs. “Damn! Anybody hit?” Crane called to his gunner, Royce, and radioman, Spencer, both riding below. “We’re about 160 miles from the carrier…open your canopy Royce, help Spencer out…We’re goin’ in. Spencer, hand up the raft to Royce. And don’t forget the Gibson Girl or they’ll never find us… OK…Brace yourselves.” The sound of the plane hitting the sea was like another explosion. Down below, strapped in the fuselage, Spencer’s arm flailed wildly into the bulkhead, snapping instantly. Geronimo lunged from the cockpit. “GO GO GO! Gimme that raft…Royce, get Spencer outta there!” The starboard wing was submerged and the port was awash when Lt. Crane hit the CO2 inflator and threw the Gibson Girl into the raft. The last air hissed from the cockpit windows as she sank out of sight. Geronimo opened the yellow bag containing the Gibson Girl and examined its accessories. “Looks like this kite’ll make a splint for that arm, Spencer. Hell… no wind anyway. We’ll use the balloon to send up the antenna. While Royce wraps that arm, I’ll set’er up.” A vintage WW1 Morse code key / tapper. Overland Journal Gear 2013

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When the balloon had reached a diameter of four feet, 300 feet of antenna wire were pulled from the reel inside the unit and sent aloft. A weighted ground wire was dropped over the side and the balloon jerked up and down with the gyrations of the raft. “Now, sweetheart, be like the sirens… Sing us a song that’ll bring ’em in. OK, Royce, earn your pay…72 revolutions a minute the book says…start cranking.” Royce strapped the transmitter between his thighs. In order to function properly and emit the SOS, the machine required continuous cranking, a two-fisted grip, and a muscle-numbing tempo; a small light on top of the unit indicated if there was enough power to transmit. When the cranking stopped, so did the light—and the message. Every few minutes, Geronimo would tap out SOS on the manual key. When the light’s luminance ebbed, all he could think was…CRANK HARDER. When a PBY flying boat finally arrived on the scene, drawn by the siren song of the Gibson Girl, Royce had earned his pay that day.

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It seems incomprehensible to name a 34-pound hunk of yellow metal after a personification of the world’s most voluptuous woman. But when you’re cold, lonely, wet, and scared, it couldn’t hurt to let your mind wander a little bit. Designed by Fieseke & Hopfner, its official name was SCR-578, and it was a second-generation copy of the German Not Sende Gerät 2 (NSG2), which translates to Emergency Transmitter Type 2. The British captured a NSG2 in the English Channel in 1941, which led to the development of the Dinghy Transmitter T333. For

Overland Journal Gear 2013

some reason, the British did not copy the distinctive hourglass shape but instead used pads on each side to hold the machine. The only other difference was that the British launched the box kite by means of a rocket fired from a Verey pistol. When the end of a trip wire was reached, the kite deployed automatically. The aerial was then attached and the kite flown at the required height of 208 feet. Lacking mass-manufacturing capacity, the Brits delivered the NSG2 to Bendix Aviation in the U.S. Bendix delivered its first radio, the SCR-578, to U.S. forces in May, 1942. The shapely unit used the same hourglass design as its German predecessor, which led to its popular name, the Gibson Girl. The U.S. version, which was superior to its British and German predecessors, remained in production long after WWII was over. In the days of captaining my 70-foot schooner, I gave all my critical tools and equipment proper names. It helped with recognition, particularly in an emergency. It was clear when I yelled, “Get me Nobby Toe!” I meant the eight-pound sledge. Jaws, that was the bolt cutters; my largest screwdriver became Proteus, the big pipe wrench was The Alien, and the hatchet…Slash, of course. I believe the name Gibson Girl probably served the same purpose admirably as well.

Radios in the Field

Two of the most important ingredients of victory in battle are communications and intelligence—though if one were to use his intelligence intelligently, one would probably try to avoid war in the first place. There were three primary self-contained radios in use during WWII: the SCR-536 “Spam Can,” the SCR-300 backpack model, and the BC-654 which, while cumbersome, had the unique ability to operate from a hand-cranked generator. The SCR-536, a Hollywood favorite, is that long, boxy-looking handheld unit about the size of two bricks laid end to end. It is the one John Wayne, Robert Mitchum, Errol Flynn, and other matinee idols used with such effectiveness in war movies of the ’40s and ’50s. It weighed in at 5.5 pounds, required two batteries (providing 15 hours of use), and had a range of up to one mile.

It was called the “handie-talkie” and, despite its widespread use and popularity, had several shortcomings. It was factory-tuned to a single frequency, which could not be changed. Weather hindered performance, as did terrain and vegetation. Encryption was non-existent and anyone with a matching set could listen in. Craig Leman, a platoon leader in the campaign for Iwo Jima, evaluated the SCR-536 this way: “I feel that the handie-talkie was useful, a real advance over field telephones in reliability and mobility. It was not very user friendly, fairly heavy, clumsy, a magnet for enemy fire at close quarters combat. It was almost impossible to be an effective combatant while toting this brick-like object with an aerial. It was classic, immediate technology.” It was finally replaced in the late 1950s. The familiar name “walkie-talkie” belonged to the SCR-300, a square, backpacklooking radio with the ludicrously long antenna and handset that made you look like you were talking to Mom back home in the States. More capable than the SCR-536 (with which it could not communicate), it was easy to use, reliable, and compatible with all tank or Jeep-mounted FM radios. It weighed in at a hefty 38 pounds, used a single BA-70 drycell battery, and had 40 channels. Battery life was slightly shorter, but range had been increased to three miles. A December 1945, issue of The Marine Corps Gazette states: ‘Battery supply is a difficult problem when vehicles cannot keep pace with assaulting elements; replacement batteries should be given priority comparable to that of ammunition, food, and water.’ Such was the soldiers’ regard for their communications gear. Simplicity of operation was an important feature—any soldier could step in and replace radio operator casualties, which were very high, as they were valued targets. The BC-654, which entered service in Africa in 1942, was the first truly self-contained, vehicle-mounted transmitter/receiver Affectionately known as the Gibson Girl, the SCR-578 hand-crank radio transmitter was standard equipment for overwater operations during World War II. Opposite: The SCR-300 backpackstyle two-way "walkie-talkie" was easy to operate, provided 40 channels and a range of three miles. After World War II, surplus units were available for civilian use and found their way into many overland expedition vehicles. (Image courtesy of WWII Gyrene, ww2gyrene.org.)

Because Morse code is less sensitive to poor atmospheric conditions and requires less power to transmit than voice messages, it remains a standard option for radio operators worldwide.

(or fixed ground station). It was the first radio to establish beach-to-ship communications and was instrumental in the invasion of Normandy. As a field radio, the unit sat on four legs with the operator sitting on the ground. The receiver was powered by battery, the transmitter by a hand-cranked generator. It packed into three 55-pound backpacks and required a crew of three: an operator and two assistants who took turns cranking the generator and standing guard. For vehicle applications, it was powered by a 6/12 volt dynamotor. As a command set it was accompanied by a two-cycle, onehorsepower gas generator. You might remember the BC-654 from the TV show The Munsters. Grandpa Munster operated one as part of his amateur radio station. Today, they are still immensely popular with amateur radio enthusiasts.

Code Talkers

One major shortcoming of all these radios was the inability to encrypt messages— codes were routinely broken, battle plans falling into the wrong hands. The Marines found the solution in the Navajo Nation of America’s Southwest—the Navajo code talkers. The Navajo language was simple, containing words that held direct association with nature and tribal life, as well as Navajo terms that represented letters in the English

alphabet. For example, the Navajo word chayda-gahi, or tortoise, became code for tank, gini (chicken hawk) meant dive-bomber, and beshlo (iron fish), replaced submarine. Specific letters were given Navajo names. The letter ‘A’ became wol-la-chee, Navajo for ant. The Pacific island of Tarawa could be translated “than-zie, wol-la-chee, gah, wol-lo-chee, gloe-ih, wol-la-chee.” To avoid repetition, which would make the code penetrable, multiple words were used for each letter: a total of 44 Navajo words represent the English alphabet. So isolated was the language, so removed from known dialects, it baffled the Japanese and remains the only unbroken code in modern military history. Marine cryptologists admitted they could not transcribe or decode it. It was simple, accurate, and fast, and instrumental in the success of every major engagement of the Pacific, from Guadalcanal to Okinawa. It saved countless American lives, a brilliant piece of work by our Navajo Marine brothers.

Dots and Dashes

Another classic piece of emergency communication kit, one that should be carried and studied by any overlander worth their weight in dirt, was printed on top of the Gibson Girl—the Morse code chart. Developed in 1836 by Samuel F. B. Morse, Morse code gained importance with the expansion of the

U.S. and the need for efficient long-distance communication. The original telegraph receiver used a clockwork gear mechanism to draw a paper tape past a stylus. The stylus made indentations that could be “read” using the code. The stylus also made a clicking noise as the tape moved past, and early operators soon learned they could translate the clicks into “dots” and “dashes” audibly rather than reading a scroll tape, effectively eliminating the need for the tape. The duration of a dash was three times the duration of a dot. Each dot or dash would be followed by a brief silence, about equal to one dot. Each unique sequence represented a letter of the alphabet. Letters were separated by the duration of one dash, and complete words by a silence equal to seven dots. Each operator had his or her own “style” of sending, which could be recognized by fellow telegraphers. That style became known as his/ her “fist.” After nearly two centuries, Morse code is still used in aeronautical and marine navigational aids. Because it is less sensitive to poor atmospheric conditions and requires less power to transmit than voice messages, it remains a standard option for radio operators worldwide. Morse can be sent by electronic devices and even by tapping the code on an open mic when voice is impossible. Other documented examples include sledging a railroad track Overland Journal Gear 2013

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Though contemporary communication may be via cell or satellite phones, or UHF radio, this failsafe system of dots and dashes, a literal “alphabet” of its own, will most likely continue to be with us for the foreseeable future.

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with a hammer or stone, beating a drum, knocking on a wall, and tapping on a plumbing pipe. Just about anything will work. The code can also be transmitted with a flashlight using the same durations of dots and dashes. Though anything but stealthy— the light of a cigarette can be seen for a mile; for many soldiers in sniper country, their last breath was a deeply satisfying drag on a good smoke—the use of a light strobe can be extremely effective. Morse, via powerful spotlights, has been standard long-distance communication on marine vessels for more than a century. The well-known rhythm “ditdit- ditdah” from the WWII period, derived from Beethoven’s Fifth Symphony and used as the theme for the 1950’s TV Series Victory At Sea, put the Morse code letter V, as in “V for Victory,” to music. Repeated twice, the dit- ditdit- dah… became an unforgettable theme song. The famous inventor Thomas Edison, who began his career as a telegrapher, proposed to his first wife Mary Stilwell by tapping on the gas pipe that ran by both their work desks. She bore him two children, whom they nicknamed “Dot” and “Dash.” Mary died after only thirteen years of marriage and Edison was taken by a new love, Mina Miller. “I taught the lady of my heart the Morse code, and when we could both send and receive, we got along much better than we could have with spoken words, by tapping remarks to one another on our hands. I asked her thus in Morse code if she Overland Journal Gear 2013

would marry me. The word yes is an easy one to send by telegraphic signals, and she sent it. If she had been obliged to speak, she might have found it much harder.” Another interesting example of creative Morse communication occurred during the Vietnam War in 1966. Prisoner of War Jeremiah Denton, who had been captured by the North Vietnamese, was displayed on television. His message, which he covertly blinked with his eyes in Morse code: the letters T-OR-T-U-R-E. There are thousands of early tales of Morse code being used to transmit vital information. Imagine news of “The War” arriving via telegraph, or announcements of weddings, babies born, business transactions, or Indian raids. Whether scrolled on a telegraph tape by Thomas Edison, transmitted through the airways by a Gibson Girl tightly held between the legs of a scared flyboy, or tapped on the radio mic of WWII BC-654 in North Africa, Morse code has aided civilians, soldiers, aviation and nautical adventurers, and explorers. Though contemporary communication may be via cell or satellite phones, or UHF radio, this failsafe system of dots and dashes, a literal “alphabet” of its own, will mostly likely continue to be with us for the foreseeable future.

were plentiful, cheap, and their olive drab green color scheme matched that of surplus Willys Jeeps. The SCR-536 and 300, though limited in reach, allowed for reliable closerange communication for adventurous overlanders in remote locales around the world. The military, and war, have long been the catalyst for improved technology. The conflict in Korea brought the AM/PRC-6 hand-held, and the Vietnam War revealed the AN/PRC25, known as “Prick 25,” with its mostly solid state components, 2-watt power output, and VHF 920 channels. Again, after they served their tour of duty, many made their way into the hands of overland travelers and amateur radio operators. Though thanzie and wol-la-chee have long been absent from the airwaves (we have occasionally heard a late-night, gin-and-tonic-induced semblance), and ditdit- ditdah is more often heard on a classical FM station than tapped out on a steel pipe, each has been a predecessor to the next generation of field communication, ultimately evolving into what we consider modern.

Evolution

After World War II, thousands of surplus radios made their way into the hands of the general public (surplus Gibson Girls were better suited as a conversation piece). They

A booklet, dating from the World War I era, shows the Morse code alphabet and describes how to read the symbols.

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galleys, and hi-fi systems. These are overlanders who, like me, treasure comfort. They have ionized water from the tap and take long, hot showers. Their sound system lulls them to sleep by playing songbirds from the Amazon—live via satellite uplink. If a drunk hits them headon, the drunk would be stuck to the grill like a wayward moth. I really admire the organic vegetable roof garden located next to the tracking satellite dish and solar panels. If you sense that I’m a little jealous, you are right. My ultimate overland vehicle has a tire in all three camps. My vehicle of choice provides adventure and will take you to heights beyond the dreams of a gravity-bound set of wheels. It initially rolled off the production line when Harry Truman was president. Today, it will still get you anywhere in style. I first strapped into this vehicle in 1969 and I have never looked back, or lusted for the latest and great-

If I had to compare the C-130 to a land-based machine, I would say the Herc and Defender are genetic relatives...they get the job done with efficiency and style—each is a classic in every way.

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est machine. Speed and beauty are in the eyes of the beholder, even if beauty is seen from the bottom of an empty pint glass of beer. There have been numerous models of the vehicle, but it has generally retained its original dimensions: about 100 feet long and 39 feet high. Its Rolls-Royce power plants produce 4,700 hp and it has a range of more than 2,000 miles. It can leap rivers and mountains, and stop on a dime in the middle of a dirt strip. My vehicle of choice is the Lockheed C-130 Hercules. I never scraped up the 50 million needed to buy a new one, and equally important, I don’t have the garage space. The U.S. Air Force was kind enough to let me borrow one for a few decades—from the Vietnam era to my last “Herc” flight in Japan several years ago. I’m sure there are some fighter pilots out there who are snickering at the thought of someone being infatuated with a 60-year-old, four-engine, turbo-prop airplane that cruises at a mere 420 mph. They might take note, though: a sign above the bar at a C-130 base once read, “Fighter pilots make love like they fly, fast and alone.” Flying a Herc is similar to a cowboy driving a horse-hauling pickup truck in West Texas. Both the aircrew and the cowboy get to wear the hat and boots while polishing their belt buckles with the squeeze of their dreams. But let’s move beyond sibling rivalries and on to capabilities. The Herc does it all, but does it more slowly and with a crew of four. Like overlanders, C‑130 crews have dirty fingernails and thrive on challenges and adventure. Like Camel Trophy teams, they get the job done and don’t look for a pat on the butt; though while on assignment in exotic places they often experience periodic butt-tightening adventure. Lockheed produced over 2,400 C-130s, and, like the Defender and Land Cruiser, you see them all over the world. At the moment, more countries fly the Herc than formally existed at the end of World War II. Depending on modifications (and what overlander does not like modifications?), it can move cargo, fight forest fires, and provide aeromedical evacuation. When tasked to do so, it has dropped 10,000-pound bombs, laid down deadly ground-support fire, and released paratroopers from low and high altitude. Like the Defender, the Herc has done it all. Overland Journal Gear 2013

Now for some war stories. My first mission (as an inexperienced copilot) was to fly from the Philippines to Taiwan and then to a large airbase on the coast of Vietnam. This rather unglamorous undertaking had us airlifting fresh vegetables to the troops who had been subsisting on C-rations. After seeing how the ground troops had been eating and living, the mission gained in importance—even if smelling like an onion was not the image I had of a cool pilot. Though these flights became routine and happened around the clock, sometimes our sorties were much less “routine.” Some missions involved dropping the huge 10,000- and 15,000-pound bombs. It was an unsophisticated delivery system, but they rang some enemy bells and provided much-needed firepower for our troops on the ground. Another mission was to resupply troops at forward operating bases (FOB) who had been in contact with the enemy. We would plant the plane on a dirt strip cut out of the jungle or amidst rice paddies, stand on the brakes, and throw the propellers into full reverse. A dust storm would surge forward, enveloping the airplane and entering through every opening in the fuselage. You could feel the aircraft shudder, hear the engines roar, taste the dust, and smell the exhaust. Ground crews would quickly off-load our cargo while troops and wounded were taken on board. We were a mixed blessing for the ground troops; we brought ammo, food, and fresh troops, but often became a 130-foot mortar magnet for enemy fire—while parked right in the middle of their temporary home. I liked making assault landings, as there was no concern for the perfect execution. The objective was to touch down emphatically and stop before we hit something, off-load whatever we were delivering, and get out of Dodge—quickly. Like all things in life, practice theoretically makes perfect. More assault landings meant a higher skill level. On my first few attempts, the screams of fear from my crew as they cried for their mothers were louder than the engines screaming in full reverse: If they don’t talk about my hard landings, I won’t tell you their names. If I had to compare the C-130 to a land-based machine, I would say the Herc and Defender are genetic relatives. As siblings (the Defender came off the line in 1948 and the Herc in 1950), they get the job done with efficiency and style—each is a classic in every way. They both drip oil and inspire long-lasting affection. As Herc pilots, we used to joke that we hoped the enemy did not develop oil-seeking missiles. I’m sure that a few Defender-driving ground troops have shared similar wit. Today’s Herc, the Lockheed C-130J, with composite technology to decrease weight and increase efficiency, has only a vague resemblance to the models I flew. The cockpit has digital avionics and heads-up displays, and fewer crew members are needed to perform the same mission. Its capabilities may have improved, but Herc aviators of today are the same as the aviators you would have found in the Wright brothers’ hanger. Moreover, any overlander would feel right at home quaffing a beer with Orville and Wilbur or a squadron of flyboys. Like any well-rounded overland rig, one that is at home in the dirt, mud, or on concrete, the Herc has a tire in all camps. Aircrews of today, though referencing data from an in-flight computer, wear the same leather jacket used in World War II. For the finer things in life, they may even enjoy a cup of Starbucks while driving (flying) across the pond. Not everyone is fortunate enough to fly a “heavy” or drive a Defender, but those of us who do are very lucky overlanders.

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Mike McCarthy

Photo courtesy of Lockheed Martin

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The Ultimate Overland Vehicle Four Rolls-Royce engines, 12 wheels, 42,000-pound payload, and a 50-million-dollar price tag.

fter decades of overlanding, I have concluded that the ultimate overland vehicle is not made in England or Japan. It is not the usual expedition car or motorcycle, and it is not produced by John Deere. It is, however, a vehicle that should appeal to any category of overlander. Overlanders seem to fall into three categories. First is the minimalist who lives by Occam’s Razor. This person comes to the simplest solution with the fewest assumptions and never packs anything beyond the absolute bare essentials. They cut off the handles of their toothbrushes and enjoy being cold and wet. Their evening meal is peanut butter on flat bread and they sleep under the stars or in pouring rain. They don’t wear a survival knife on their belt; they carry it between their teeth. On the other hand, they embrace technology with the latest high tech clothing and gear. I admire the minimalists. However, having experienced cold and wet, I prefer to be warm and dry. Overland Journal Gear 2013

Another group who may tolerate being periodically cold and wet are the traditionalists. The traditionalist drives an ancient Defender or aged Land Cruiser while wearing khaki pants used by the British military in India. They don’t just wear a Hemingway-like safari hat; they search for Hemingway’s hat. Their watch may be a vintage 1930’s aviator model, or at least an old Rolex GMT Master. Their compass of choice is a World War II pocket compass with “U.S.” stamped on the hunter case. These people want to wear hand-knit, woolen knickers while sipping a gin and tonic in a canvas tent—with background music provided by a wax-cylinder Edison. Why have Gore-Tex when waxed cotton has served so well for decades? Kindle? Not a chance. They tend to read first editions bound in leather. While many of my preferences are with the traditionalists, I often pine for the luxuries of those big Earth Cruisers and Earth Roamers. I am envious of the big boys with their air conditioning, fully-kitted Continued on page 126

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adventure Overland Journal Gear 2013